260DET

The OE design which loads up the middle of the arm and so tends to bend it is the starting problem, that means everything else has to be bigger than we are used to with Z cars. Just use best quality rod ends, check them after every race day and if there are still problems go up in size. It's a overall shit design suspension, you should stick with Neesans

I'm talking ride height with the suspension arms at the correct OE angles eg LCA should angle down towards the outside at ride height. Pic shows my race two seater's suspension at full droop but at ride height the LCA's (gold colour in the pic) still angle down.

More like a cord trick?

If I was going to the extent of caging and stitch welding there would be no iron block in the mix, unless you are going over the power limit of the al block. As G-tech said, get that engine and trans as low and far back as possible, then with an al block you will get close to 50/50 weight distribution and a low C of G. Those are two of the basics of a good race car, there is no ignoring them if you are serious.

Thanks for the info Bernardd, sorry for the thread hijack RB30X, to make amends I'll have to remember to give this a bump later.

That's all I remember, looked at the web site several years ago. Tempted.

Time flys and ideas change. I now have a LS3 powered S130 with a 4L85E auto for circuit racing, also have a Z31 turbo auto box that looks way lighter than the big 85E. Any info around on the Z31 box as far as it's ability to handle power?

There is a track car hire place there which sounds like a lot of fun, fast cars around a circuit, what more could you want? Certainly not Celine Dion.

The main problem with grafting a S14 rear suspension onto a 280ZX is height, unless there is a fair bit of work done to allow the S14 sub frame to go higher than it wants to go then the rear rides too high. It's one thing to bolt it in, it's another to spend the time to make sure you end up with an improvement and not just bragging rights.

With these sorts of jobs you need to work out where the stress concentrations are, keeping in mind that the whole body is a structural member to greater or lesser degree. Obviously the stressed areas need more fibreglassing and less filler. Around the door opening is one stressed area, the rear quarter panel areas are another.

Bloody hell Wozza, about time you got your arse into gear

Lieut for sure.

If you have been around a while and do OK then the odds are you have been robbed one way or another. It's wrong but it's the reality. PS get a gun

C stands for close ratio, W stands for wide ratio in Nissan gearbox speak.

Good one

A Torsen type diff should not cause wheel hop but it may be that you are getting more grip with the Torsen which is overloading the suspension generally. Doing poly bushes is a good start, that may fix it otherwise shocks and/or a wheel alignment may.

The stock design is basic and good enough for a stock car but certainly not good enough for a race car. Just to move freely a ball type joint is required which is why aftermarket rod ended replacements are available and used. They incorporate caster adjustment too which is a good thing.

Reducing lift/increasing downforce is a confusing way to consider rear aero, fact is both a properly designed spoiler and wing will induce downforce. If the downforce is sufficient to overcome lift is a whatever question, what really matters is the overall effect. Going on what gnosez said, a whaletail is the way to go if wings are verboten.

Pity this thread died, there was some interesting talk going on, particularly about circuit racing. I'm a furriner and for what it's worth I think that the LS is the best engine ever, seriously. Built and currently race a LS3 engined 280ZX and have started a more serious race Project Z31 which will also be LS powered with a four speed auto. People will argue over the choice of an auto but with the LS torque spread who needs a six speed lump like the T56 when a lighter five speed like the Tremec 6060 can contribute to faster lap times if you prefer a manual, the LS simply does not need a six speed. Unless it's over cammed to the extent that it loses what makes it great, a brilliant torque spread.

This is my preferred scenario for some gunfight action. Murrica

Don't know your situation but if you are away for a time how about getting a house sitter in? They get free accomodation, you get security.

Oh yes, they will work much better than the OE type ones, plus they are located well.

LS3 into my right driver 280ZX was fairly straight forward but everything was fabricated. Exhaust was a minor nightmare though, there is bugger all space for the headers for a start so there was lots of time consuming (expensive) fitting required. A left driver may be easier but I doubt it.

Sounds like CPC specialise in performance manifolds and is trying to establish a good reputation in that area. I really don't see the problem with someone refusing to take on a job, it's people who take your money and do a rubbish job that are the real problem surely. As far as his business model goes, Australia is generally a small market particularly compared with the US so the internet is a great way to try to expand a business outside the physical boundaries of your own country. I'm guessing that he will take on custom jobs if he can see a market for them, refusing to do one offs that go against his design philosophy seems understandable for someone in his position. Generally, if his creations are just show ponies and don't deliver power then his business will fail eventually anyway. Personally I wish him the best.