tube80z

As others have stated it's probably too low but it also somewhat depends. What are the diameter of your tires? And if your suspension arms point up towards the wheels then you are too low and will be in the nether regions of the suspension geometry.

There's a better way to do this but what you have will work too. If you mount the rod ends on the crossmember and then have the brackets on the control arm. This way you can change alignment but not cause changes to your camber curve or roll center. The third option is to let the inner end of the trailing arm float (no connection) and use a lateral locator behind the diff. I'll see if I can dig up some old pics and attach to this thready. Cary

Do keep in mind that the way the crossmember is bolted in is considered a safety feature. It's designed to shear in case of a heavy frontal impact and allow the engine to go under the car rather than through the firewall. The downside to all this as you mention is there isn't a lot of stiffness available for the strut tower or the front suspension points. When you look at newer cars it's interesting to see just how much additional structure they have put in place in these locations. Cary

It depends on what size chokes you plan to run. 45s with small chokes (aux venturis) flow less than 40s with similar size chokes. If I recall from memory that 33 mms is about the cutoff point where you'll find this difference. This will be an expensive and you want to think about what are future plans for your car. The other option would be EFI throttle bodies rather than carbs. This will be more expensive but probably offer better driveability.

Thanks for pointing this out. I removed the spam. I'll let Dan know there seems to be a reporting error.

As jobill stated you need deeper retainers. Nissan Comp used to sell ranges that had to be used for specific depth lash pads. A quick google search turned up many companies that seem to have the parts. You also need to make sure these don't alter the installed height of your springs or you may end up in coil bind or not have the correct seat pressure and then have valve float issues. Sorry to say that the wrong parts were used when you're engine was built. At least you didn't have the rocker fall off and get in their sideways and royally screw up the cam, which happened to me when I learned you couldn't mix and match parts. Hope that helps, Cary

The really nice thing about switching to aftermarket calipers is you can get almost any pad in any compound. I've had good luck with Performance Friction. They no longer sell the same material I used but it was a medium torque, good initial bite, great release, and long wearing while easy on the rotors. This was the 01 compound. They now have a new compound that is supposed to be even better, the 11 is what I'd try. Keep in mind when they say medium torque they are looking at braking in the 1.5g to low 2g range. Stay away from the high bite stuff unless you're packing a lot of downforce. Or it will be skid city.

I use a higher temp race pad on mine. You need to do some preheating to grid or warm things up some other way. It can make the first run rather dicey if you can't get heat into the brakes and pads. But having consistent braking with the rotors glowing red is really nice. Now only if the car was back together sometime this decade.

I think the biggest reason for replacing the harness is its age. All those wires and connections are getting very old and who knows what you have for corrosion and any work hardening of the wire. It's a huge PIA to rewire a street car but you can use the existing harness as a guide and remove/add what you do or don't need and go from there. On modern cars you have a much higher amperage in the charging circuits so all that wiring, fusible links, fuse block need to go. And you're already pitching the engine harness for your Holley ECU so there's little left in the front. You'll most likely replace all the gauges so much of the dash wiring will be changed. And you can see it's not that much of a stretch to just replace it all. In the end you'll probably have a more reliable car and in the event something is wrong you'll know where all the skeletons are buried. If it's any consolation that's my plan on my street car project that I hope to start working on in the next year. Painless seem very proud of their products and I think you can find competitors that are less expensive and feature similar materials and workmanship. Hope this helps, Cary

Guys let's try and keep this on topic, which was thoughts about the subframe. If you want to discuss business practices that should probably a different thread. I'm not saying you can't do this but this is the drivetrain subtopic. For what it's worth this is nothing new. I have seen/had this problem with all vendors not just Datsun specific parts. Any catalog that has the statement bolts-in is usually code words for if you can fab and have the tools to make it fit. Thanks, Cary

Did you weigh before the conversion?

You definitely need to do this or you may have issues by bending on your rack and it might feel weirdly stickly. If you corner hard you put a lot of load in via the lower control arm. Cary

One thing to add is if you push the wheel forward to gain more caster then that small difference will be closer to nil. Like Jon said if you try and remove via spot welds you better have a number of cutters available. I cheated and bought and air powered spot weld remover. It wasn't cheap but oh boy does it make this easier. Cary

Please do not post in the FAQ sections. I have moved this topic to where it should have been started.

I can't speak directly about the 280ZX suspension in a Z but we once used that setup in a 510 for rear disks and CVs. It wasn't a bolt in by any stretch of the imagination. I did a lot of research into trailing arms and it seemed like one of the big problems is the toe and camber curves are reversed. If the arms are close to flat in side view when the car is running then a lot of this doesn't matter. Bit if you lower the car and the arms run at any angle pointing up or down then you get a lot of toe and camber change. Any alignment change (toe or camber) will move the suspension pickup points and that changes a lot of other things. Add a lot of power and the car squats getting you into these outer extremes. To get around this we made a custom crossmember that had about half the trailing arm angle (similar to what BMW uses) and fixed the pickup points on the crossmember. All adjustment for camber and toe was on the arms. This along with mounting the crossmember higher in the car allowed it to operate in the sweet spot and worked really well on this 510. Previous attempts with the stock suspension included ever stiffer rear springs, which helped as long as the surface wasn't too bumpy. On my own 510 I tried a Z bar for a while and that really helped with squat and lift. Here's a Sierra example and you can see the fab work to reduce the trailing arm angle. If I were to do it again I would have used the rules that allowed any axle locating device to create an extra arm that would run behind the diff and connect to the trailing arm to control lateral load. Then use the outside mount on the cross member and not hook up the inner mount. You end up with the equivalent of what Subaru uses on many of their cars. Here's an example below, which is from a thread where Richard is talking about what he's going to do on his Z31.