jt1

Calico did mine inside and out for $225, and their quality is excellent.

I would get them uncoated and check fitment. Several of my tubes weren't dented enough to get a box end on the header bolts, even with 12 pt bolts. John

Need, you can buy the stuff to touch up the finish from Eastwood as mentioned above, or send the carb to Pro Max carbs and they will beautifully refinish the whole thing. Cutting off the choke tower and smoothing and radiusing the top of the carb will increase the CFM of the carb. How much varies depending on what's done, but can be 10 to 30 cfm. The reason the airflow is increased is because the air flows smoothly into the carb without sharp transitions creating turbulence. The "entry loss coefficient" quantifies how much of the max flow of a fluid in a passage is lost during the entry into the passage. A tube extending into the body of fluid pretty much is the worst, at about 0.45, and a radiused bell with the radius 2x the dia of the passage is as good as it gets, close to 1. Smoothing the top of the carb may or may not require adjusting the mixture, many variables are involved. My efforts: I mainly did this because I'm using a drop base air cleaner with the stock hood and the choke horn was less than 1" from the top of the air cleaner, which I felt like had to be a restriction. John

I agree, I would put the car at the ride height you want and check clearance before I went any further. Halfway between the wheels is the worst place to have low clearance. John

I'm running 16 x 8 with 5" backspacing, with 12" spring coilovers and 245/45/16 tires. Fender lips are lightly rolled. Some people have gone a little larger on the rear, using short springs, but I like to be able to rotate my tires and wheels. Search and read some more, there's a ton of discussion on this in old posts. John

I would be a little suspicious of that machinest in the future. If the rotating assembly (crank, rods, and pistons) are internally balanced, you can use any neutral balanced damper or flywheel you want. John

I'll second the hello, good to see O'l grumpy. Doty is a regular on a mopar board I like, and the man is a freaking genius. He plays with a big block mopar chassis car that runs in the 7's IIRC, and he owns his own CNC machine shop. He's the kind of guy that one day during lunch writes a program to whip out small obscure pieces in his shop.....like big block mopar timing covers. John

Looking good. Is the QM TOB retained or is it free to rotate? I've never really understood why some styles can rotate and others don't. John

My TKO was 115# with Pro 5.0 shifter and fluid.

I only have experience with the metal ones, they're almost like a switch. The organics are supposed to be smoother, let us know how it works out. How much does the clutch and flexplate weigh? That spacer is a nice job. Is the input shaft on the trans long enough to work OK? How are you going to operate the clutch? Do you have to space the TO brg out? John

I get so used to seeing my car on stands sometimes when I let it down it surprises me how low it is. Good luck getting the details wrapped up. John

WooHoo!!! That gives me circle track flashbacks. That bad boy will rev like a banshee, but the clutch will be "quick" and you will have to be very precise matching revs to shift smoothly. How much street use do you plan? John

Nice car. I like silver. John

Things kinda slow around Fayetteville, Marcus????? John

Pete, that's what I was looking for. I fully understand trans life expectacy is a curve, not a fixed value. I'm in for one. I like the idea of the weight savings. John

Pete, what kind of torque capability are we talking about? John

csz, what's obvious here is that your buddy needs to have his scales recalibrated. It's common knowledge that V8 Z's are nose heavy pushing pigs that are borderline impossible to drive, especially if you placed your motor in the JTR position. There is so much weight on the front that the rear tires only occasionally touch the pavement, if at all, and these said vehicles should be banished to the further reaches of the universe, for the sake of the children. Thanks for posting that. Here's my 73 240, JTR, R200, 4 point bar, 1/2 tank, full interior, 240# driver that should be about 215. LF 706 RF 654 LR 707 LR 632 My scales need recalibrating too!!!!! John

Mike, I've never banged the pipes during a track event. Ride height 6" to the flats on the bottom of the rockers, 2" header clearance on the pass side. The damage in the pic I posted occured where a paving crew had stopped for the weekend and left about a 3" drop in the pavement. Car is sprung stiffer than most street driven cars, 250F/275R, so it hasn't been an issue on track. I would NEVER attempt to cross a speed bump with it, that would be a disaster. John

Right on both counts. I went from Hooker block huggers to the S&S's, and I just don't see how you would get by the oil pan on an auto without some pretty serious hammering. It's tight with my tko, but it would be a little better if the headers were a better design. The floorboards in my car are noticably hotter now than before. I had never noticed it with the block huggers, but it's obvious now, even with the S&S's ceramic coated inside and out. About 30 min driving and you began to feel the heat on your feet. I haven't had any starter problems yet, but it's plain the starter is exposed to more heat with the long tubes. I didn't dyno the car, but there was a noticable performance improvement with the S&S's, and it was pretty much all the way across the powerband, say from 2K up to 6.5K. I would pay $750 for a properly fitting set of headers if they were quality constructed. But- I don't think there's any way to get that "proper fit" for an auto and straight drive with the same set of headers. John

Might check with these guys. http://www.hanlonmotorsports.com/ Back when I was trans shopping I talked to them a couple of times and they seemed pretty sensible. John

Mark has too much power for chinese clutches! Mike, I only instruct at CMP, it's the only place I have enough experience. I started last year and enjoy it if my student has a good attitude. If he has a bad attitude sometimes I get one too. He had a 240sx, but had problems with it so he brought his daily driver, a mazda protege. It was his first DE event, but he progressed remarkably, by lunchtime Sunday we were passing several other cars each session, some of them 911's! I wish I could learn that fast. The two NASA events I went to were wrecks. Both were in 02, with NASA-VA, at CMP. They were expensive, near $300, when most groups were around $225-250, and we only got three 20 min sessions each day. Organization was terrible, you only got to run about 40 min actual time. By lunch the schedule was about 30 min behind both days and nobody new when to line up, just a big mess. They may have there stuff together better now. A friend goes to Road Atlanta with the NASA SE bunch and he says they put on a nicely done event. Tri-Z/THSCC always does a good job, and you can run the time trial if you want. John

Randy: I went to a NASA event and it sucked. Gave them a second chance and it was worse, I haven't been back since. Mark: What kind of trouble? That sucks. I was going to go the 25th but may not if you're not going, since I'm going to VIR the next weekend I think. Let me know if I can help out with repairs. Tom Bobbit was there with his GT3C car and it was fast(real fast). We ran together some, If I was in front I could pull him on the straights but he would eat me up in the turns. If he was in front he would slowly pull away from me. His car could turn those laps consistently, after about 3 laps I would have my tires so hot I would really start dropping back. He was showing me his data acquisition system and it's amazing. Just the data acquisition stuff cost more than my whole car. Position and speed anywhere on track, lateral g's, brake & A g's, steering & throttle position, A/F, EGT, and enough graphs to keep Pete happy for a year. I would never figure all that out. Jeff: Don't get down to Roebling much, it's over a 5 hr pull, but have a good time and wind her up down the frontstraight. Most asked question of the weekend: "What kind of 240Z is this?" John

Google, Motorsport engineering headers, 5th result: Have you tried contacting them and didn't get a reply? I didn't find any webpage info, but this mentions blockhuggers instead of full length. The MSA headers are the S&S 5205. They will work in the JTR position but are low and tight to the footwells. If you're 1" back from the JTR (firewall mods?) they are going to be real close to the footwells. I'm running a set of S&S's with the collectors rotated down 5 deg, which still wasn't enough. The S&S's have excellent spark plug clearance with my angle plug Canfields. John

Headers have been discussed extensively in these two recent threads, one of which is even on the front page. http://forums.hybridz.org/showthread.php?t=98544 http://forums.hybridz.org/showthread.php?t=97989 Do some research. John

....when it is well deserved. I went to a track event at CMP this weekend, sponsored by Carolinas PCA, and when I got my info packet I was stunned to see 125 cars signed up! Normally 80 or 90 cars is a pretty full event, and my thoughts were "this is gonna be a train wreck in a tunnel, what are they thinking?". Boy was I wrong. They pulled it off like clockwork. Sign in, tech, drivers meetings, pit traffic, on track management, and general track event issues were all handled with speed and precision. There were only a few incidents and they were dealt with resulting in a minimum of loss of track time. We got 3 1/2 hrs track time, which is pretty good for a two day event with 5 25 car run groups. They even had a five minute gap between groups for staging, so if your run was 20 min you got the whole 20 min. They did an awesome job. Lots of eye candy too. A new Carrera GT ($458,000), a Ferrari Testarossa, a Ferrari 360, a Maserati, and my favorite, a 930s slant nose. Also a beautifully restored 69 911 that looked like it just rolled off the showroom floor. Weather was nice, car ran well with no problems, my student was a great young guy, and I had a lot of fun running with some of the Porsche guys. A really great weekend. John