katman

Hard to believe that ITS track record still stands, old pavement or not. We called that driver "Coasting Kollar"- because that's how he went through turn 1 at Road Atlanta. That E36 Bimmer was all motor, no handling, and no driving. Speaking of driving, I was always a big fan of learning how to road race in a car with no horsepower first, like an ITS 240Z. I have no doubt that an experienced ITS pilot would obliterate the ITS track records with an LS1 Z on the same tires and a decent suspension. My observation whilst instructing drivers that learn a big hp car first is that they haven't learned how to conserve momentum into and through a turn. They stomp on the brakes until they're way too slow, jerk the wheel, and stomp on the gas after it's straight. Very hard to get them to be smooth and expand the traction circle on entry and mid corner when they got that big joy pedal. Boy would I love to put an LS1 in an old GT2 Z!

That's the difference between "east coast" horsepower and "west coast" horsepower. JohnC's engine dyno numbers were east coast. Rebello's numbers for the same engine (been there, dyno'd that) are always higher. Chassis dyno numbers are always argueable.

After about 2 seasons of road racing a windshield will get so sandbalsted you can't hardly see out of it when looking into the sun. Some aftermarket windshields weigh a good bit less than stock, which is a bona fida Mark Donohoue "unfair advantage" in ITS. 240-260-280 all the same.

I missed that springs were included. Me thinks $280 for 4 complete is not possible.

Dude, those are Coleman Machine threaded collars and adjusting nuts. 2.04 ID, 5,7 and 8 inches long. Collar plus nut approximately $30. Times 4 is, um, $120. Nice profit he's making. http://www.colemanracing.com

You want Sunbelt Perfromance Engines in Suwanee, GA (770-932-0160) to reprogram your ECU, when the time comes. They are much more familiar with ITS than Jim Cook Racing.

Bend the ends so its not diggin' in to the chain- i.e. match the curved guide curvature with the natural curve the chain wants to make, and so the transition is smooth across the tensioner. Most of the time its just a matter of finding a happy place in the bolt slots.

That's what the slack side guide is for. We upgrade the bolts, slot the holes, blueprint the curvature, and squeeze that puppy up tight on our ITS motors. YMMV

And keep in mind that you will probably lose horsepower doing so...

If the head has ever been milled, or the block decked, or an aftermarket gasket used, the only way to figure it within +/- half a point is to cc the head, gasket, dish, and measure bore and deck height and do the math. There is no easy way if you want an accurate answer.

That's correct. Although after I wrote it I got to thinking that for drags it proly doesn't matter that much. My background is for road racing, and our big fear is being t-boned. In a t-bone the inboard force on the door bars will push the bottom of the A-pillar bar inboard, and the floorboards are near worthless for preventing this. To help we put the cross bar low, and run a tube to the firewall. Because of the horizontal bends in the firewall at your feet it has some lateral stiffness and is a big help redistributing the side forces. The floorboard at the forward edge of the door, however, is a big soft spot. I've seen it crush up toward the tranny tunnel, and I've actually seen the A-pillar cage bar punch through the bottom in a big flip. Of course I've also seen a Z split the floorboard and tranny tunnel on a diagonal from just behind the driver's feet to behind the shifter hole. Now that was a wicked hit (damn Don Panoz and his concrete wall at turn 12!) but the driver's lower extremeties were unhurt. Say, I think we stopped 5 feet short of winning that race come to think of it....

Legal doesn't mean good. jmortenson is right. Also, the crossbar up front you'll want to locate as close to the top of the tranny hump as possible, and don't forget to pad it above your shins.

300 west coast hp = 285 east coast hp

35 year old combustion chamber shape technology and probably already been butchered by a cheap valve job. The only place these heads are worth anything is in SCCA's ITS racing class where 240Z's are constrained to E31 and E88 heads, and in that class the rare E31 combustion chambered E88 is King. I wouldn't bother.

Installation ok. I just didn't remember the Autopower bar having such a short couple between the main hoop and the rear supports, and both essentially sitting on a sheetmetal ledge.

Yikes, I hope you never need it.

Yeah, really. It's not in any FSM near as I can remember but a factory repair document says 107.9mm unmolested, which is what we used as a thickness substantiation for ITS racing. Most original heads will measure closer to 4.250, and some as thick as 4.253, so you had it right. Rarely get one less than the 4.248 dimension.