260DET

Yeh and extra unsprung weight, too.

Could live with that look myself, blends in nicely with the rest of the car. If you do go ahead with it just make sure that its fairly rigid. If not the horizontal pieces could flutter at high speed.

When the time comes I might get a quote from Mike (scca) for a pair of Outlaw calipers then. The new multi bolt ones look interesting.

Haven't seen this one before, some handy Z specific tips plus kits using Outlaw calipers. But, he sells the dreaded Phantom Grip http://www.outlawbrakes.com/brakes.html'>http://www.outlawbrakes.com/brakes.html And here is the home page http://www.outlawbrakes.com/

Someone used Supra half shafts too, I'm sure the link was reposted not long ago.

Yeh, some of us have researched and discussed the sort of issues being raised here at length, as pop said track is an issue because it relates to the length of axles etc. But anyway, for what its worth I've finally decided to fit the entire S14 front and rear suspension sub-assemblies into a S130 which will be powered by a 500whp VG30DET. It just seems to me that when big power is involved its worth looking at using entire sub-assemblies, the good stuff available for upgrading S14 brakes and suspension alone make it worth while.

The S130 two seat coupe has great lines, spoilt by crash required bumpers which in modern cars are usually nicely integrated into the overall body shape, like johnnycowboy has done. It constantly amazes me how the S130 coupe is usually neglected when it comes to spending a bit of money and effort to bring out its clean simple lines, the tarted up ground effects body kits are hideous.

The whole rear end out of another Nissan thing has been discussed before, lots. If you are thinking Z32 consider the extra track width that will give at the rear, plus five stud hubs of course. S14 is a better choice, still wider though, not sure how much power those tripod CV's will take but I'm told for drag racing the outer stub axles are the weak point.

Think what they are getting at is that a high mounted rear wing can reduce front and rear lift. Because the effect of such a wing is to straighten the airflow over the roof of the car to the rear of a fastback eg one like a Z or Porsche 911. In other words the effect of the wing is not just local, it extends forward over most of the roof of the car. By so doing it reduces lift over a significant part of the car, not just the rear. Make sense?

Just the holes without the louvers, if its all painted black back there any louvers are going to be hard to notice.

My thoughts too Dave, the Euro stuff while good is way over priced compared with the Murrican gear. Only thing is 'Outlaw' sounds a bit dirt trackish for us brand snobs, but a 'Nissan' sticker should fix that Let me know when you get yours? The 2800 eh John, they are reasonably priced too.

Six piston Wilwoods, wow! you would think. But are they? The top end four piston Outlaws have more cross bolts than the Wilwood 6 which has only four plus one bridge bolt while the Outlaw 4000XD has 14 in total. That has to make the Outlaw caliper more rigid and so give better modulation on the track. http://www.outlawdiscbrakes.com/calipers.html http://www.wilwood.com/Products/001-Calipers/010-SL6/index.asp

Cary said the same thing ie vent air out of the front low pressure part of the bonnet. Some decent exit vents there could be made to look good, plus they would get rid of hot air that you really don't want flowing back over the engine and gearbox, if cooler air is available. Oh, plus that hot exiting air flow would reduce/eliminate lift around that part of the bonnet.

Apparently filling in the headlight scoops had a negligable effect on drag so Nissan left that area pretty much alone with the final production version of the S130, although they did consider a couple of alternative smoother looking designs. It is surprising, perhaps air blocked in front of the lights acted as a filler, directing air flow in a curve over and around the guards? The 280ZX book published by Nissan at the time has quite a bit of info on the S130's aero development.

Yeh, Nissan did a lot of aerodynamic work with the S130, for that and other reasons it is significantly a more stable car than a stock S30. One point concerns the headlight scoops, Nissan left them much as on the S30. Guess why?

Thats about the first S30 I've seen with 'ground effect' panels that looks good. Better than good actually

From the spring 1996 edition of Z car Magazine, an ad by Class Action Motorsport for 300 to 1000 hp Z31 engines for sale as used in IMSA GTO and GTP competition. Z Rotax block, Carrello(?) rods, billet crank, Cosworth pistons, roller rockers, titanium valves etc etc, weight 280lbs. Be nice to get hold of one of those engines

Crankshaft Eagle rods are well priced, I'm going to use them in the DET, mainly because of their lighter weight. Which should benefit the bearings a bit.

The AU (RHD) factory manual does not have a full wiring diagram, the individual diagrams for groups of items like the dash gauges do not show wire colours

http://www.nissanperformancemag.com/february05/pathfinder/ and http://www.z31.com/ Z31.com has some useful links too, let us know what you end up doing.

Enamel takes a while to dry which can be a problem, every flying insect in the district seems to head for it to commit a sticky suicide. Acrylic laquer is a better DIY option, it dries quickly and its relatively easy to fix up blemishes.

A S14 with a SR20DET sounds good to me, heaps of mod stuff available and they are an excellent well balanced package. The MX5/Miata is in a class of its own, great competition car. Honda S2000(?) is supposed to be excellent too, similar concept to the MX5. Trailering your race car is of course best, but there are plenty of competitors around here who race what they drive to and from the track. Try driving your car 800km or more, racing it hard and then driving back, like a few of us did at the last Nationals And of course I know nothing about the US racing scene so be warned.

Gripping the axle and pushing/pulling from end to end will test available end float. It should move against the buffer springs at each end. How much? I'm guessing ~20mm or more. From the pic though it looks like there is plenty of endfloat.

The link is working for me. I'd be looking at Supra shafts too, the later stuff is particularly strong. The visual size should give a good indication of strength.

300whp with turbo torque would be about the limit for the base model Nissan box, whatever it is called. If you are going to do side slip clutch starts then less than that. No experience, yet, with the alternatives.