260DET

There is a difference in fuel tanks between early and late S30's. Maybe thats it but the ring fitting on both tanks seems the same.

Silly question #100, in what way does an auto darkening helmet work? Is it fail safe? Which is to say if the operating mechanism fails it will be dark?

This is where the subframe tilt info came from, Whiteline put out a set of outrageously expensive 'packers' to do it. http://www.whiteline.com.au/docs/instructs/203a_KCA349.pdf

Yeh, the shield that came with it is virtually flat, it allows back and side light in to reflect off the glass.

Another point concerning this suspension is that the subframe may be tilted forward or back to give different characteristics. Tilting it forward should aid traction by giving more squat. Tilting it back gives anti-squat, suitable for drifting for example.

That red/white wire go to the alternator? Looks familiar. Yeh prior to the problem causing a slow short there was a mystery fuel related missfire problem. The car had been converted to EFI and as it turned out, apparently, the fault was causing a voltage drop to the fuel pump. If the slow short hadn't later developed and eventually flattened the battery the fuel supply problem would never have been identified. So its a very good idea to check all those crimped joins, looks like brake cleaner is the go for cleaning those connexions, have to remember that

Using the cheap hand held shield that came with the MIG the glass reflects back at you when you are trying to see to weld. Maybe good quality ones are made from non reflective glass? Thinking also of getting an auto darkening helmet. Would this eliminate the problem?

Seeing these rear suspension sub frame assemblies are being more commonly transplanted, I'm doing one into a S130, it may be useful to set out how a multilink static roll center may be calculated. As John C pointed out a while ago, the transplant of a suspension setup with an unknown roll center at one end of a car can lead to handling problems. At least thats how I recall what he said Anyway the advice to hand is that calculating the multilink roll center may be compared with calculating that of a unequal length double wishbone setup. Which is discussed in most suspension books. Then if you have your rear roll center a bit higher than the front it should be somewhere about right.

My '77 had a mystery electrical problem that eventually was traced to a crimped and corroded earth wire which was leaking to an adjacent live wire. This was original wiring, as the car was an EFI conversion it had some extra wiring done. The current project's loom will be dumped after that experience, going to use a DIY universal kit loom.

What BLOZ UP said ^^^ Z240, who in the US quoted that good price? A mate of mine is fitting an externally gated GT35R with a .82 turbine to his RB30ET, a fairly common upgrade which will give ~450whp. ACL forged pistons and Argo rods. GT35R dyno sheets would be good Clifton.

Yeh its the single turbo T3 flanged JDM version of the VG30DETT. Looking for 500whp and good mid range torque, 7000rpm and whatever boost it takes. Was thinking of an internally gated GT35R with a 1.06 turbine but there is some talk around that the GT35R is a bit missmatched turbine/compressor wise. The turbine is a bit small for the compressor? Any suggestions, comments, alternatives?

The Racing & High Performance Tire, Paul Haney, TV Motorsports and SAE, 2003. Despite the title this excellent book has a lot of useful and understandable suspension, handling and setup information. Plenty of illustrations help explain the text, really useful, very practical.

Good for you dj for having a go, specially on a car that is way overdue for some TLC. I'm putting a S14 rear subframe into a 280ZX, not a lot of fun but should be worthwhile. You probably have checked this but just make sure that the cradle is positioned so that the ride height is right, that is what is giving me the most difficulty. Keep up the good work, more pics when its all installed eh.

Like the tapped tube idea, if you are concerned about strength let it stick through the rail a bit at the top and weld a flat washer or similar to the tube and rail. Alternatively, which would probably be overkill, run through bolts right through the tubes. Like how the front Xmember on a 280ZX is mounted to the rails.

Here is a pic of a trial fit of my VG30DET into the RHD 280ZX. Snug but comfortable fit, stock turbo clears the left frame rail by ~20mm. Rails on the ZX are further apart than on the S30. For those with eagle eyes the front Xmember and PS rack is part of the full S14 suspension transplant.

You are allowed to tell us more ID details of the 'boat paint'

Yeh, as already said, tight fit in a S30. I'm in the process of putting a VG30DET engine with Z32 manual gearbox into a S130, just waiting for a couple of parts before doing a trial fit but don't anticipate any significant space issues. Have seen a VG30DET in a S30 and it was a lot of work due mainly to clearance issues, even though the single turbo is on the left and the car was RHD, would be worse in a LHD car and worse again with a DETT.

Look like they should work well, nice work.

Its also worth noting that the later Nissans went from a pad type bushing setup, like on the S30/130, to an eye bush type at the chassis end of the tension rod. Makes using an adjustable rod setup much easier, just substitute a rod end arrangement for the eye bush. The only question about the tension rod setup may concern the front chassis Xmember which has to bear suspension loads and being at the front is a bit more exposed to crash damage.

Like those a lot, the chrome edged panel gives it all a finished look. But they are off a Skyline?

Bush -v- BB? First turbo on avatar car's two liter was a hi flowed T3, it now has a GT28RS. There really is no comparison concerning driveability, plus the disco delivers a wider power band. Then you can use a lot more boost without risking a short turbo life so you get a lot more power in a real life situation. Its not only the BB's, its better aerodynamics. The most telling comparison is when someone changes to a BB, they don't go back to a bush job for performance reasons. I like saving money as much as anyone else, but on absolutely crucial items like engine management and turbochargers you can rob yourself by over economising.

On a multi valve Nissan two liter engine the discospud can make up to 300whp and still retain excellent driveability. Not sure how that translates to a three liter two valver V6, I'm thinking it could have a bit of a problem with driveability but don't really know..

Pretty well everone I know uses upgraded later design Nissan clutches, with heavier diaphragms for higher output engines. Providing the diaphragm gives sufficient clamping force clutch problems basically then don't exist. Exedy plates feel good and seem up to the job. A mate with a RB30ET engine in his S30 is upping the power to ~400hp at the wheels and is going with a locally designed and made twin plate, very heavy diaphragms lead to overdeveloped muscles in the left leg plus a stressed out release mechanism