Dtsnlvrs

Gription, Stickyness, Friction (lateral of course)...whatever...I just know they get sticky and I dont loose the ass of the car...

Those would be off a 84 300zx. Great work BTW

You could always get a relative or friend in a no-title state to buy it....they would only need a bill of sale to register it in their home state, AL, GA, and MS come to mind...then buy it from them (on paper of course) and take that registration to your DMV to get it titled.

So True...

I found the 720 4.37 by blind luck as well, however when I went to pick it up and pay for it, the owner overode the price agreed on by the manager, so I walked away...looking to get a 4.11 from some junkyard....84-88 200sx... http://www.car-part.com.

Were those rebuilt by Z-therapy, or yourself??

I think that may be one of the reasons why I have NEVER encountered vapor lock in my Z's. None of them have AC when I am done with them....now my Dad's Z that I learned to drive in, that was a different story. 2.8L w/Janspeed head and BSR Headers, oh and AC

How bout a Hot Tub in VEGAS Baby...YEAH

All good info to glean from, right now leaning towards a Sachs disc with an ACT pressure plate. Keep it coming guys.

All good questions that I am not qualified to answer. I do know that I prefer the Fiberglass Air Dam over the Spook style (dont like the eurethane ones as they flex at high speed) and I would be very interested to see baro numbers taken in certain areas behind the radiator, like aft of the engine, in front of the carbs, and have those numbers taken from two identical cars but one with and one w/o AC

Appology accepted, and now I would like to appologize for hijacking this thread...and now back to our regular programing

Well put, Anybody want to ask me about Engine Pressure Ratios in Turbofan Engines?? :coollook:

No please do not crawl under your rock. We all learn from the discussion, I myself included...and you are right I could have done a search...but chose to get upset and not think things through. I think that for the most part this has been a civilized, and heated at times, discussion and I have learned something new from it...like I said recently, I was basing my assumptions on simple physics, however there is alot more going on in that area of the car than I profess to fully understand.

As I understand it yes, but I think the effect on are cars would be minimal. However I know that Gulfstream Engineers had to take Boundry Layer separation into account for single engine drift down tables on the G550 with Anti-Ice on. Seems the anti Ice would heat the leading edge up so much with the improved engines, that the old tables for the G-V were inaccurate. Something that they did not learn in the wind tunnel, but through trial and error.

Thankyou, however, I may have jumped the gun on some assumptions (and we ALL know what that is) and started to get upset. For this I am sorry. As far as the flow going back into the engine bay from the cowl, I suppose that at a given speed, the turb at the cowl area may grow to a point wher air is forced back into the engine compartment. There is alot going on in that area of the car. And I do not know, now will I ever profess to fully understand it. As far as temp effecting the boundry layer...do not quote me as this is vague understanding from Aero classes I took while a Flight Engineer....when the temp increases the boundry layer changes (cant remember if it grows or shrinks, sorry guys) but this effects the drag over the given surface. ON SOAP BOX--I hope this clears a few things up. I wont claim to know everthing, its just that having been a crewchief and a flightengineer on both Helos and Fixed wing, I have been subjected to a "Jack of All Trades" sorta Aerospace training. IMHO it can be dangerous 'cause we are taught just about enough in a certain subject to just fix the damn bird, but never enough to fully understand it.--OFF SOAP BOX

Whatever, Nissan already did this...back in 69 I should not be so harsh, I think I was about your age when the bernoilli principle, and how it relates to cars finally hit me and I truly began to understand it. I do not remember what the trigger was, oh yes I do, I had just finished a class on Rotor Smoothing, thats when I began to fully understand.

Good to know you'll have some money coming in for the next Z

Figure 300ea maybe more.

I must be a V-8 idiot, cause I did not know there was a difference in the manifold. However, take a look at www.redlineweber.com You could use a carb manifold, then get the right ITB's to go on it

Might I suggest www.tirerack.com , quite a selection in the size you require. I personally like Yok's but there are other great tires out there

Do a google on Redline Fuel Injection. I think they have a setup just for V-8's using 4 ITB's

I see where you are coming from, but you are thinking "too small".. Think about the entire upper surface of the car..it is kinda cambered like the upper surface of a wing right. This is why we "float" at high speed, the Car is itself a wing...low pressure on top, high pressure on bottom. As far as the cowl area goes...alot of people think it is a high pressure area, but it is relative. The pressure at the cowl is higher than the pressure at say the hatch vent..which is why flow thru venting works, but it is lower than the pressure in the engine bay....remember, the faster the air is moving, the lower the pressure. Now having said that, there is turb at the cowl, but right at the windshield base. Now in keeping with the aero theme, why does an airdam keep us from floating at high speed? It depends on the type of dam...the BRE type worked mostly on the drag principle. It created drag at the lower cowl that helped to "hold" the nose down. The larger "dam" types work on two principles. Drag and Vacuum. There is a little drag created by having the dam, and if the car is set-up low enough...a little bit of vacuum right under the nose...dont ask me exactly how it works, A F1 or Indy car engineer could explain it better.

Actually the cowl induction works becuse it is just that...induction. The Low pressure air at the cowl is actually higher in pressure than the opening of the carburettor, and they were not trying to "force feed" the carburettor, but provide it with cold air. But I stand by my last statement..one that is backed up by the same theory and principle that allows airplanes to fly. And the HS phsyics reference was a friggin joke.

Ya'll did not take High School Physics did ya' The base of the widshield / cowl area is actually a low pressure zone, remember Bernoilli's principle. The faster air moves, the lower the pressure. That being said, the "hot" air in the engine bay is at a higher pressure than the air flowing over the cowl, so it gets sucked out...kinda like smoke from a cigarette gets "sucked" out of a cracked car window at speed.

Yes that helps as well....just that every time I open my hood at a show I get the "where is your cowl seal" question.....It aint there for a reason..