BRAAP

WOW! Real pice of work. Has anyone shown or linked him this thread? Amazing! I wonder where he came up with that figure of $249,000? Must be those "experts" who are all knowing in the realm of the illustrious 260-ZX...

HoMo... Co?... Was watching the Disney channel with my 4 year old and 14 year old daughters recetnly and this commercial comes on; "Honda is a proud sponsor of the Disney Channel..." After a brief pause, my 14 year old erupts in laughter and says; "That explains it!..." She says the DC stickers commonly seen on Hondas stands for Disney Channel.. Set em up, we'll knock em down.. All kidding aside, my sports car racing background being firmly rooted in SOLO II/autocross, I have a great deal of respect for the CRX. It is very capable autocross and track car. Uber short wheel base, light weight, etc. Akin to the original Mini, but built by Honda. Great FWD platform from which build a seriously capable car. My all time favorite CRX has to be Denny Crabill's. SBC V-8, all under the hood, with Corvette front double A-arm suspension. http://www.dilysimotorsports.com/V8CRX.htm GRM writeup; http://grassrootsmotorsports.com/articles/its-just-metal/ This one looks interesting… http://www.honda-tech.com/showthread.php?t=2438071

So it it sounds/feels fine driving forward, no clunks, clicks, etc. But in reverse only, it clicks. Is the clicking dependent on amount of load being put it the drive-train while backing up, or all the time as the car is rolling, such as coasting in reverse?

Here is one C-6 unrestricted race car that I would LOVE to learn more about. 180 degree headers or single plane crank? Videos sound AWESOME Forum thread; http://forums.corvetteforum.com/c6-z06-discussion/1818351-update-35-video-of-the-beast-on-the-track-with-motec-interface-video.html Videos;

There is one C-5, or at least that is the only one I could find in the LSx and Vette forums. As has been noted, space is a premium in the C-5/6 chassis and 180 degrees headers is NOT an easy project in those cars. ATI did this one set of 180 degree headers for a C-5, I seem to recall they were made out of inconel? Sounds pretty good. Here is the thread, ATI Performance even popped in to contribute their $.02 on the project; http://forums.corvetteforum.com/c5-tech/1323232-bizarre-exotic-corvette-noises.html?forum_id=1 Here is the video;

Hopefully you'll get some replies. Looking forward to seeing your conversion unfold. Keep us posted on you progress. Paul

They're scared I'll give them an embarrassing user tittle..

With the LSx Z-32 project in full swing; http://forums.hybridz.org/showthread.php?t=144469 ... the single plane crankshaft V-8 project has been shifted from Gen I SBC to Gen III SBC, AKA LSx. After I get this LSx conversion running and bugs worked out, then it is onto the a single plane crank LSx to swap in. I'm picturing a 6.0L block with its 4" bore, single plane crank around with the stroke of the 4.8L at 3.268". With a virgin bore, displacement would be 329 CID, or 5383 CC, 5.4L. A .030” overbore gives 333 CID, or 5464 CC, 5.5L Hmmm… F-550 ZX... I like the sounds of that. Another motivational speaker giving two very brief speeches, at 9 seconds and 13 seconds, on why a Flat Plane crank V-8 is a must have! Courtesy of z1 zonly, thank you. http://www.youtube.com/watch?v=qo157vkAMhE http://www.youtube.com/watch?v=BghVb2fM8dY BRAAAP...BRAAAAAAAAAAP......BRAAAaaaaaaa..........

The flat plane crank is still very much on the drawing board, just going to do it with the LSx instead of the gen I SBC. I'm picturing a 6.0L block with its 4" bore, single plane crank around with the stroke of the 4.8L at 3.268", (that combo with stock bore would be 329 CID, or 5383 CC, 5.4L. A .030” overbore gives 333 CID, or 5464 CC, 5.5L). With the Supercharged SBC 350 now for sale, (That T-56 is sold), the M-112 might go with it. I agree wholeheartedly. The VH45DE is a VERY “refined” V-8! I just sold the VH45DE to a gentleman in Alabama last week. OMG! How did I miss that video link?!?! That video is that much more motivation to build the single plane V-8 LSx, thank you. And another of that same flat plane crank V-8 driving by; http://www.youtube.com/watch?v=qo157vkAMhE BRAAAAP... BRAAAAAAAAAP.....BRAAAAAaaaaaaa..........

First and fore most, go get yourself a Haynes manual. Read it. This forum is a highly technical, performance oriented Z car forum, and is NOT a replacement for a service manual. Once you get to the point the service manual is of no help, or you need help in understanding the service/Haynes manual, we will be glad to help out. The Haynes manual will explain in detail exactly how the cam timing gear is to be installed. If I interpreted whatever it was that you were trying to describe, it sounds as though your set up is currently wrong and if you haven’t bent a valve yet, you will! I also changed your thread title, as covered in the PM. Good luck Paul

I've been in touch with Kevin and YES, this is the real deal! I am in the process of gathering as many auto for the greater Portland OR and Vancouver WA area for him, bulk shipment.

This gentleman has done the gen II SBC conversion and documented it with lots of pics. Here ya be; http://forums.hybridz.org/showthread.php?t=141130

Do you have a link to this? I've got one to get rid of.

*** EDIT *** The numbers we can change, but we can't move the people to their correct poll. Everything is back to how it was originally established. We will have to deal with it the way it is or delete it and start a new poll.

I'm planning to use my V-500 on my LSx Z-32 as well! My biggest hurdle will be figuring out the factory GM 24 tooth crank trigger. Rumor has it from a reliable HBZ source, the trailing edge spacing of the GM LSx trigger wheel is equi-distant. I know the SDS is using the factory GM crank and cam sensors, and a few Megasquirt guys as well. My thought is if MS and SDS can read it that funky crank wheel, then so wolf sure can too. Rich, Is it this coming weekend you are bringing the car over?

Looking forward to reading more about your conversion. I have heard some of the Grand Prix GTP cars, street driven, were getting into the mid 12''s! With a Z cars lighter weight, short wheel base, rear wheel drive and 50-50 weight distribution, 11 second streetable S/C 3800 is totally realsistic!

If it hasn’t already been said yet, our search feature is very handy. Also, at the top of each sub forum are stickies with the most common info such as diff strength, what cars came with what diffs etc. Our very own JonMortensen spent a great deal of time and energy writing much of the info that will answer your diff questions. Here is our Drive train section. The stickies will answer your diff questions; http://forums.hybridz.org/forumdisplay.php?f=62

I love Humor... Pretty good chance there is more than 500 ft/lbs of blown nitrous V-8 torque being put through this R-200, over and over and over again.... Vidoe of that car; Don't forget Zgads 240-Z... http://videos.streetfire.net/video/ZGad-2JZGTE-Powered-240Z_104277.htm

PanzerAce is spot on. It's a sticky in the "Misc Tech" forum. http://forums.hybridz.org/showthread.php?t=125246

WOO HOO!!! I've been cleaning up the shop making room for your car.

Sorry, I can’t find the aluminum portion laying, just the stamped steel upright laying around. I did snap some pics of the front of my Z-32 V-8 mock-up-mule. You can see the double A arm design and how the upper arm is above the tire. In this picture, you can see the lower ball joint circled in BLUE. The RED circle is the upper “King-pin pivot” and is not a ball joint. It’s a fixed pivot with two roller bearings, just like wheel bearings, that allow the wheel to pivot/steer, but the upright not to bend. Here is some more info of the front suspension, courtesy of the Z-32 online service manual. King pin pivot; Front specs; Here are the direct links to those pages; http://www.300zx-twinturbo.com/cgi-bin/manual.cgi?list=fa&dir=&config=&refresh=&direction=forward&scale=0&cycle=off&slide=16&design=default&total=25 http://www.300zx-twinturbo.com/cgi-bin/manual.cgi?list=fa&dir=&config=&refresh=&direction=forward&scale=0&cycle=off&slide=19&design=default&total=25 http://www.300zx-twinturbo.com/cgi-bin/manual.cgi?list=fa&dir=&config=&refresh=&slide=19&cycle=off&scale=0&design=default&total=25 http://www.300zx-twinturbo.com/cgi-bin/manual.cgi?list=fa&dir=&config=&refresh=&direction=forward&scale=0&cycle=off&slide=25&design=default&total=25 I know that is not exactly what asked for, but hopefully it will help.

Glad you were able to fix it and didn't he to remove the trans to do it. Thank you for the update, Paul

Added a few more items to the "Agenda" 1) Acquire a complete GTO shifter with base, boots, etc. 2) Acquire a new cam, preferably the 2000 “Y” body, (Vette) stock cam GM Pt# 12560968, (0968 3 22 0058). 3) Acquire a starter to fit the LM7, F-bod T-56 with LS6 clutch/flywheel package. 4) Sell the Supercharged SBC 350 project, the VG30DE and 5 speed from the Z-32 and few other trinket items in the shop, then its time to graduate from the mock up mule to the LSx recipient.

The S-13 is strut front suspension, the Z-32 is a double A-arm front suspension, upper arm is above the front tire, similar to Honda double A-arm. As such, the S-13 and Z-32 front suspension are so different, you’ll have to use one or the other, you wont be able to combine them or use the Z-32 spindle upright with a strut without some serious fabrication. The S-30 as far as a Hybrid is a NO BRIANER! Easy to do, easy to maintain, light weight, and even with its suspension compromises, is STILL chasing super cars with far superior suspension around the track and autocross courses of America and abroad, and even beating them at times. From a full out performance standpoint, going into either using an alterative power plant such as a V-8 or RB, I’d say the Z-32 brings more flaws to the table than the S-30. From a cushy quiet daily commuter Cadillac/Infiniti Q-45 sort of ride, the Z-32 wins hands down over the S-30. Lets look at the “design/architecture” of both. The S-30 is a much lighter more compact car, has 50-50 weight distribution with V-8 in the JTR posistion, and can even be rear weight biased depending on how creative you are with your V-8 conversion and materials used. With a V-8 sitting behind the Center Line of the front wheels, the S-30 has very low Polar Moment of inertia (dumbbell affect), which allows it to flick back and forth rather quickly in the transitional slalom type situations. For straight line performance with its short wheel base and closer to or beyond 50-50 weight distribution, the S-30 is able to get more weight transfer to the rear wheels for better bite than the Z-32 for a given tire compound, (also helps putting power down coming out the corner). The S-30 is FAR less complex in its electrical, braking, climate control systems, etc. Stock body for stock body the S-30 is a STIFFER chassis than the Z-32. Go stick a jack under the a T/C rod pick-up point up front and jack up the front of the Z-32 and note how RACKED the hood is once you get the front wheel in the air! I FREAKED the first time I saw that! The S-30 does not flex like that AT ALL! The Z-32 is heavier, has more polar moment as the engine can’t be placed behind the front wheel centerline unless the 90% of the engine was “in” the cabin. The Z-32 is for more complex and the chassis, (at least forward of the firewall), is very flimsy! And from a performance stand point, I am not sold on the rear suspension design. My Q-45 also has it and over bumps that allow the suspension to articulate quite a bit, the rear end moves and steers in ways that is VERY unnatural and if driving any where near the limit, is down right scary! As long as it is stiff, it seems to work, like semi-trailing, it works when the suspension doesn’t move! So does the chapman strut of the S-30. My opinion is the Z-32 only improvement over the S-30 is comfy Cadillac ride in spirited GT car, and it has a modern super car visual aesthetic about it, where as the S-30 is raw, more race car, classic sports car appeal. On the track, dollar for dollar, an S-30 will trounce the Z-32. If you don’t molest the firewall of the Z-32, dollar for dollar, the Z-32 will be more livable on the street with its plush quietness, etc. In short, if you want to chase down Vipers, C-5/C-6 Vettes, Porsches, etc, I say go S-30. If you want spirited manners in something you can live with on the street day in and day out without ultimate Porsche/Viper/Vette eating capability, then Z-32. Now if you are plan to gut the Z-32, no interior, etc, full tilt race car, the Z-32 could be built comparable to the S-30, but will still give up weight distribution, polar moment of inertia, and weight to comparably built S-30. On the road course, you might not notice so much, but on an autocross track, those particular attributes is what helps keep the S-30 a super car killer! The likes/dislikes of the Z-32 has some pics of the suspension design, etc. http://forums.hybridz.org/showthread.php?t=123262 Now that’s a project! Radiator support/location will be the LEAST of your fabrication worries if you can get an engine and a diff to occupy the same space in the engine bay. AWD RB powered Z-32, I say go for it!

I have one laying around. PM me a reminder and I'll shoot a picture of it tomorrow and post it.