Phantom

Dudeboy - goergeous Z28. I'm baffled though. What does he do for spark? The LS1 uses a coil-on-plug set-up so there should be 4 col packs on each valve cover - but there isn't. did he remote them or is he suing a single coil somewhere?

Where are the coil packs? I must be blind. I looked and didn't see them anywhere. Looks like he's disabled some of the emissions equipment and maybe not running the coil-on-plug arrangement?

Generation 1 dashes are going for around $1k now - if you can find one. Very rare. Having it professionally recovered would be the better course - or you can sped a lot less and just put a cap on it.

Hmm - Do I hear the term "ATI Procharger"?

240Zwannabe - You want to search some on transmission ratios. The 4-spds & 5 spds that came with the 75-78 280Z and 79 280ZX have a higher numerical 1 st & 2nd gear ratio than the later 80-83ZX's. If you want some extra torque to the rear wheels at low speed - 1st or 2nd gear - then you would probably want one of them. Their standard differential was the 3.54:1 R200. The later ZX's needed the 3.90:1 R200 to have a similar final drive ratio in 1st & 2nd. Therefore, if you want the most umph - get the older tranny and find a high numerical differential to go with it.

David, The really obvious point is that you ran with him WITH a passenger on board. Might have been different if the Aston had two people instead of just the driver!

I think it's all a mute point on ice!

Actually we would be assuming 25/25/25/25 load - that each corner bears an identical load in a state of rest - correct? I also assume that 8" springs at 250lb/inch is in the uncompressed state which would have them sitting at 6" in the rest state? Many assumptions have to be made about the dynamic friction between the tires and the road surface, the caster, the location of the CG in repect to the centerline of the wheels, etc. Assuming the the vehicle was in a full 1 G turn and other necessary assumptions were in place I would hazard that essentially 100% of the load would be born by the outside suspension which would have the outside springs at 4" and the inside at 8". No, it would probably not be capable of more than 1 G lateral accelleration without additional mechanical devices to contribute.

You are correct about the UAE. They are much more westernized than the rest of the area and are looked upon as kind of the Las Vegas of the middle east. I saw a total of three women in the photos. THe other two were blondes and also wearing western style clothing. You'll note though that none of the 'white robes' were talking with them.

Must have been one of the more 'liberal' areas for the women to have been dressed the way they were. They normally won't even let hookers dress that way in public over there.

That's what I've heard Mike - and then sometimes you take it to the track too!

Rob, Thanks for the lead. Erol, The 3.70:1 R200 LSD was original equipment on the 1987-1989 300ZX turbo. You may have to get a modified mustache bar if you want to keep the finned cover that comes with the diffy. If you can't find the custom mustache you could at least temporarily use a standard cover - especially since temperatures there are generally a little lower than here. Depending on you're luck I've seen them range from $450 to $700 US - plus shipping & handling.

That's why knowing individual state law is so important. In California you go by the year of the engine - in Texas we go by the year of the body. My '98 LS1 would only have to meet '77 emissions - except since it's over 25 years old it's just plain exempt.

Battery cables have a tendancy to corrode internally over the years. You might put an ohmeter on them and see what kind of resistance they have. That clickety sound is symptomatic of not enough juice to pull the solenoid in and engage the flywheel. Sometimes when you think you've checked/replaced everything it's time to check them all again. I've known cases, for instance, of new batteries that were defective - or starters for that matter.

English understatement - I love it! Hey Rob - on another note - who do I have to poke over at zclub.net to verify my registration? I went thorough all the procedures and sent two emails to the webmaster and still can't post. Is he on holiday or something?

If the car is basically stock it is time to get a factory service manual.

My LS1 conversion actually passed an OBD II emmissions test. THen the inpector failed me for not having catalytic converters. Took me two weeks and involvement of the regional state inspector to get them to put a sticker on my car. Bottom line - if you properly edit your ECU and keep the motor stock initially you won't have any problem. Best bet though would be to check with your local emmissions folks and see if there are any special rulings that may apply.

Depends - if you're not planning on running much more than 450 HP I'd stick with the 3.70:1 R200 LSD. It is a straight swap for the differential you have now. If you want to upgrade and don't mind the extra work this would be a good choice.

Dang - I think I'd be cruising Ebay for a long nose 3.70:1 R200 LSD. Everything else sounds like a huge PITA.

Help me out guys. I've looked at the stuff on the Thunder Racing site but Googleing ASA doesn't get me there. Where do I go for info on the ASA heads?

Absolutely not. The 180, 200 & 230 refers to the diameter of the ring gear. An R180 differential is smaller than an R200 and therefore will carry less HP & torque. In turn, the R230 will carry even more than the R200. YOu might do a search and see what other vehicles use an R230 or R200. They are not necessarily manufactured by Nissan and are used on other vehicles.

Dale - Thanks for looking up the link on the heads. Very good information. I talked to my head guy and he definitely recommended not doing the heads until the cam had been upgraded. Evidently it's an absolute necessity to gain the benefit of the head work. He also thought the cam like Mike has would be a good one. I'm going to investigate the other one tough. I need to see if I can get some comparative data on them.

Mike, Dude - think about it - 375 HP and 370 lb-ft of torque. Those are great numbers. Maybe not what you expected but look at all the area under the torque curve. I'll bet that car pulls like a freight train! Then over 30mpg highway on top of that. I'm running the same engine getting 311 hp and 25 mpg highway. I've got a long way to go. Along those lines - what is the problem with the '98 head? Valves smaller than the later ones? Also - what do you think of your cam at this point? Good quality, service? How was pricing? It ooks like the one I'll want eventually for my car. Do oyu remember lift & duration of the stock cam?

Erol - First - you should have an R200 already in the car. It will be an open unit - driving only one axle - but it will handle the HP of the RB. A better one would be an R200 out of an '87-89 turbo 300ZX. It is a 3.70:1 ratio that is usually a clutch type limited slip. There ws one special 'white' model made that had a viscous type limited slip that folks tend to stay away from. YOur third option would be to go through an R230 conversion. YOu can find them in the twin-turbo'd Z32's - 1990-1996. Now yu have more searching to do.