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Invincibleextremes

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Invincibleextremes last won the day on December 25 2022

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  1. Invincibleextremes
    Good news is by the time you decide, you will hopefully have seen my own rusty pile on the road, or at least more and more super 8.8 swapped projects out and about this coming show season.
  2. Invincibleextremes
    Stock smallest is the v6 2005 brakes, they are 11.5 and comfortably fit 16 inch wheels, and struggle with 15s. There are aftermarket 2005 to 2014 front brakes by wilwood and others that are 4 piston calipers and are specifically designed for 15 inch wheels. At that point, you still benefit from the taller balljoint, the Ackerman, and camber at the hub adjustment, but aren't saving much money, because s197 aftermarket brakes aren't 200 dollars like the factory refurbished ones are.
  3. Invincibleextremes
    Definitely agree with using the biscuit style and then squeezing some caster out of it as well. You won't need much camber on the street, and that's where the caster really helps you out. Maybe a hassle to adjust, but you won't have to cut, so thats your only option unless you want to change your track width on those kinds of adjustments.
  4. Invincibleextremes
    As time goes on, more and more of the kits get installed on various project cars, mild to wild, including my own rusty widebody car.
  5. Invincibleextremes
    Explorer 8.8 and apex aren't going to hold your hp. Guys with far less hp have issues with both the diff and the flex in the apex parts. I was referring to the super 8.8, which is a 34 spline monster that costs peanuts and comes out of the 2015 mustang. That gold car is andrews, and is a 6 speed car that puts down procharged 6.0 ls power effortlessly with the super 8.8 and mustang hubs. Also, the 8 ball cv axles with 300m shafts cost HALF of what dss would charge you, and that's not even talking about the cost savings involved in not having to upgrade the 280z outer stubs etc. Gold car is andrew waldony, not hard to find on Instagram, or just look me up, same name on Instagram as on here, i tag all my high hp customers in pictures of their cars. You can waste your money, or you can get what actually works.
  6. Invincibleextremes
    Designed a replacement for the r200 mustache bar that ties in the suspension mounts too, but still has bushings for the rear of the diff cradle.
  7. Invincibleextremes
    Nick shredded his r200 turbo axles, and his r200 whined, so he swapped to the super 8.8 and did the front mustang spindle swap with boss 302 brembos too. Motor is turbo 1jz making around 600 with an e85 tune.
  8. Invincibleextremes
    A $200 3.31 lsd mustang diff would easily hold your hp and then some. The kicker would be the kit itself, which is substantially cheaper than the t3 setup but definitely not free. 265mm tire on stock fenderwells won't be an issue.
  9. Invincibleextremes
    It won't help too much, but it will give you more caster if you drill 3 new holes in the shock towers. It's a tight fit but this particular car ended up with 4.5 degrees of caster, and thats with doing a 2014 mustang spindle swap up front, which we chose to move his balljoints back half an inch to offset the bearing center being forward. You should get even more caster with stock datsun spindles and will also allow you to freely use an adjustable tension rod without performance losses. For example, my own rusty pile of junk has over 8 degrees of caster, but i sectioned and opened up my shock tower tops and moved the top back over an inch. My bottom balljoint is moved back half an inch as well.
  10. Invincibleextremes
    After 4,500 miles in two weeks, and a dozen low 10 and high 9 second passes, Jason is back home from Rocky Mountain race week, having driven the ENTIRE way and placing 3rd place in the 10.00 true street class.
  11. Invincibleextremes
    The mustang diff in this application takes up ALL of the available space, but no cutting of the body is needed. It's a simple replacement for the r200.... after you get coilovers anyway.
  12. Invincibleextremes
    If you're planning on making enough power to fully use a 3.36 gear then don't bother keeping the r200 or trying to find one and then put an lsd in it... 3.31 mustang diff is already 34 spline lsd and they're 100 bucks plus shipping on ebay. The 31 spline explorer diff can be 3.27 as well, but they're nowhere near as reliable or strong and the kits from every company that sells explorer swap kits has SERIOUS issues and an unacceptable failure rate. Several of the guys who swapped to the mustang super 8.8 had catastrophic failure at moderate to low hp levels when they had other setups... and some of them were expensive and name brand... Mustang brakes are 150 bucks for the rear, Mustang hubs are 150 for the pair And a diff is anywhere from 100 to 1200 bucks depending on ratio. Ironically the taller 3.31 and 3.15 gearing is dirt cheap. The 3.55 can be had for a decent price, but 3.73 and 4.09 start going up. Granted, this pales in comparison to r200 lsd prices, and the cost of replacing the axles and stubs with something advertised as stronger than stock... nevermind trying to find the elusive 3.36 r200.
  13. Invincibleextremes
    Jason is rounding the final day of rocky mountain race week using this setup. He's 3rd place in the 10.00 true street class and drove a couple thousand miles so far in the course of a week and a half and will be driving that datsun home over 1,000 miles to California from kansas.
  14. Invincibleextremes
    Something to consider is that a k24 swap is going to want a 4.09 or even 4.56 final drive... and as others already mentioned, the 280z outer stubs are now approaching 50 years old... micro fractures and other issues will eventually rear their ugly head. Consider the cost of an lsd unit, the intended ratio that fits your drivetrain needs, and the cost of disc brake conversions, future diff rebuilds and so on. There's a LOT of factors there.
  15. Invincibleextremes
    The tube section that the has the 5/8 bolt going through it is shorter by 3/4 and i now include that 3/4 long section for people to place in front of, or behind the upright piece. Or section it and space it exactly to your liking, depending on how your shock upper setup is. Moving the wheel back requires moving the strut top back as well to prevent binding.
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