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katman last won the day on February 18 2021

katman had the most liked content!

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About katman

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  • Birthday May 18

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    Acworth GA USA

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  1. Nope. Unless they've changed the rules since I left, you are not only limited to a 0.5 compression ratio increase, but you are also limited to 0.025 machined off the head to achieve that. If you exceed that the head gasket thickness won't matter. You also have to run stock type pistons. There are many things engine, suspension, cage et al that you can do in EP but cannot in ITS. If you're anywhere near competitive in EP you'll be illegal in ITS. Build one of the other, IMHO.
  2. Soup can? I'm insulted, lol. Custom fabricated air splitter! BTW your picture of the melted brake pad backing plate is how ours looked like after 7 laps at Road Atlanta after Mr. Panoz took out the dip and put in a downhill braking zone for turn 10a. Took a lot of duct work, Carbotech HT-9 pads, perfect rear brake bias, and cryo treating everything in order to get 20 laps at Pro-IT race pace out of an ITS 240Z. One duct splits to both sides of the rotor, one cools the hub and bearings. I eventually ran a 3rd that fit between the caliper and the wheel (not easy to do with rules mandated 1
  3. katman? Where the hell has he been for the last 10+ years? Oh, that's me, back from the dead. That thread may have been on improvedtouring.com. Assuming your friend also has to run the stock drum brakes, here's how we made brakes last in an ITS car, which at the end of its development was probably as fast as any CP vintage car. I don't know what compound Carbotech has today, but back then the HT-9 was the only thing that would hold up to the heat on the front. The HT-10's that replaced them were not as good, but that was about the time that SCCA pissed me off by outlawing remote reservoi
  4. katman

    Welded R200

    Besides the rain issue another down side is a welded diff strains the stub axles more. Broke 2 on our first ITS race car (basically stock hp) while we owned it, and after we sold it the new owner broke another and totalled the car at Moroso (we told him it was time to replace them, doh!). Know of 2 other ITS guys that broke stub axles (and 1 more totalled car) before we all got smart and started running LSD's. Never heard of any stub axle failures with LSD's. Not to mention the fact that welded diffs were slower around a road course 'cause you're always dragging a tire around! I wouldn't
  5. Me thinks the RX-7 that won the ARRC in ITS this year was on A6's. That's 20 laps at Road Atlanta. We tried them on our 2 time ARRC winning 240Z once (with extremely well dialed in shocks before the SCCA banned them, bastards, but I digress, point is it was a well sorted car so if any Z could run an A6 it would have been us) and weren't happy with the longevity or grip but it's been several years and proly a few compound iterations ago. At the time we tried them on a Z the Speedsource guys were running A6's for qualifying only, they still raced on the R6's. But it appears now they may go 3
  6. Well this ranks right up there with a fellow racer who brought me his Rebello "rebuilt and recurved distributor" that he'd just had Fed Ex'd to the track. It wouldn't turn and he asked if that was normal. I told him it was normal for Rebello.
  7. Proly been 9 years since I last saw him, and he wasn't the picture of health back then. He probably should have been dead 10 years ago but was just too stubborn I'm sure he's in hot rod heaven drinking a beer with Frank Leary and planning the next Giant Killer Z. RIP old buddy.
  8. The threaded collars are Carrera. They're designed to fit over a ring (missing from the picture) in a groove machined into the strut housing, but you can, and should, support them with a welded on collar. IIRC the Carrerra's used to come with two nuts (spring seat with the spring guide, as shown in the pic, but another nut just like the spring seat but without the spring guide) and an oring and you squished the oring between the two nuts to lock them together to keep the spring seat from moving. The jam nuts as it were, appear to be missing. The camber plates look like somebody copied Tilt
  9. What TonyD says is a good idea. If you're not up for that, or a dry sump, make sure you "blueprint" the oil system, i.e. remove all the sharp edges everywhere the oil has to turn to aid in eliminating cavitation and restriction. Bad spots are typically in the timing cover, and filter boss area- especially where the oil galley enters the boss area. Grind all that out smooth like you were porting a head. I think the crank probably wasn't heavy metal balanced properly, wasn't a straight as you thought it was, or wasn't a good choice to start with. Every engine builder has their secrets
  10. First, buy a factory service manual so you can tell what the TDC mark is on your crank pulley. The white mark may be something the PO painted on there to mark 12bdc or whatever. On a 71 there should be one nick that's slightly bigger than the others. It will be the leftmost as you look from the front. That's TDC. Each other mark is 5 degrees advanced from that. Second, go here http://www.ztherapy.com and buy the 240Z tune up video. If the timing is right, running too rich could just be jet position. Or, somebody has put the needle at the wrong height in the piston. Needles
  11. Ok, a priest, an opthamologist, and an engineer are playing golf and they come up on a foursome that's just playing slow as molasses. Not only are the slow, but they seem oblivious to the threesome behind them. The priest, opthomologist, and engineer try their best to look impatient in hopes of catching the foursome's attention so they'll be invited to play thru, but no joy from the slow players. Finally, the opthamologist has had enough and flags down a Greenskeeper in a cart and say's to him- hey, what's the deal with that foursome in front of us? They are slow as hell and won't let us p
  12. ...and some engine builders would prefer NOT to have siamesed cylinders anyway. They distort differently, and less "roundly", than non. Don Potter was a big fan of the 1975-76 year blocks even for an all out turbo build.
  13. If NHRA knew anything about structures they'd require a diagonal in the plane of the main hoop in their cage rules. So I guess I am missing the point of those rules.
  14. After the Varsity go to the Cheetah Lounge and forget about cars....
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