tube80z

I heard $2500 for the head as the price. But this is between friends and not necessarily a deal to the general public if that helps. Cary

There's a new never been installed in the box one here in Oregon. A friend is trying to buy it at the moment. The dry sump pic above looks similar to a friends EP car. They mounted the alternator high too. Cary

I researched this heavily and found for the LS engines they have poor oil drain back from the heads. So they have a tendency to fill up and when they do drain they fall back on the crank and cam, which ends up aerating the oil. One solution to this that's been used in old school engines over the years is external head drains. I found an informative article that even a dry sumped F5000 engine needed these for a specific track. These need to be 8 AN (1/2 inch) from what I've found and connect back to the pain using a shield so they don't end up getting backed up. You can also swap in pushrods with a smaller oil holes to help reduce the amount of upper end oil. I've seen various methods of venting the engine but it seems one option that looks to work well is via the valley cover rather than in the valve covers. To help deal with oil aeration and migration you can use a crank scraper. So all that is on top of the gated pan. Hope this helps, Cary

One reason I could see wanting to do this would be to set the steering axis angle and then adjust camber without changing this. This would also fix your motion ratio when changing camber. The question will be how much camber can you get this way. The second issue is when you move to a two-piece spindle design then you have additional compliance under braking and cornering. For a street car people don't care but for a hardcore racer this is something you want to make sure isn't a problem.

If this book is similar to some of the other SAE books I have purchased in the past it is more or less overpriced for what you get. While old Aerodynamics of Road Vehicles by Hucho will have most of what we'll ever need. It's expensive too but if you search used book stores a number of copies have been out and I found one for a whopping $5. Before plunking down money for this book I'd try for an interlibrary loan to see if it can be reviewed that way. Cary

Good point on 1st. I'd do it for the gears you plan to use. I'd call Liberty gear for actual prices. I was throwing around what I have heard but I haven't talked to them directly. G-force used to do T-5 straight cut gear conversions with dogs too. Not sure if those are still around. Download the Wilwood, Tilton, and Power Train technologies catalogs. They will have the part numbers you need for everything. The idea of using a 3-disk converted to a 2-disk rally clutch is so you can slip it a little more. I drove a corvette a few times that had a Tilton 3-disk and button setup and it wasn't too hard to get used to. You bring the revs up and quickly let it out to get going. You can go a lot deeper into corners under braking with these compared to a normal clutch setup. And you can't shift faster than the dogs engage. Just be accurate because if you're not it's still going in. Until you get good I'd recommend always using the clutch across gates and throttle lift when inline. The next step for hillclimbs is an auto clutch where you use a restrictor to simulate dropping the clutch at a certain rate. You set that with the bleed hole, and then determine RPM, and push the button to go. Something for well down the line but to keep in mind. I've been trying where possible to come up with ideas to eliminate inconsistency on launches. Cary

Not really. Ideally you rev match and either double clutch or drop it in. With dogs when the gears come together they engage. It doesn't matter if your doing 100 and select first it will go in. I like to left foot brake and you can drop down a gear by a simple blip on the throttle and pull it in. For up shift you let off a smidge and select the gear. Dog ring/face plate trannies require fast shifts to survive. If you granny shift it cause a lot of damage.

The nascar takeoff trannys will run you in the 2500 range and you need a bellhousing. You can do all manner of things with the gears including overdrive in case you think you're stuck to 1:1 for fourth. You can add a cheap low ground clearance bellhousing usually for around 200 and a tri-lite style throw out bearing for around 150. Reverse rotation starter is around 100. Then a 3 disk 7.25 clutch, which you can convert to a 2-disk rally style for a little more slip (if needed). All said that's probably 40 to 50 pounds less than the T-56 but you're looking at around $3K. For the T-56 you can have it faceplated, which is the same thing as dog ring engagement. I think they are around 1K for 1 to 4 and leave 5th and 6th with synchro for street drive. Dog engagement can be shifted as fast as you can move the lever and only takes a small breathe off the gas to reduce torque. There are some fancy bits that can be added for no-lift-shift using a load cell shifter and interface box. That's double the cost of the gearbox mods. You can also do the mutli-diks behind the T-56 using a flexplate for ring gear, button flywheel, and clutch. I think Ron Tyler found it was 38 pounds less weight than the Corvette flywheel and clutch combo. Unless you plan to go all out and want to dry sump the motor and lower it I'd probably lean more towards face plating what you have. Cary

Thanks Tony, I will keep on the lookout for a GEO system. Cary

Here's an option for 6-speed sequential transaxle, http://www.ebay.com/itm/GEMINI-CRAWFORD-6-SPEED-SEQUENTIAL-/131151078525?forcerrptr=true&hash=item1e8936a47d&item=131151078525&pt=Race_Cars_Not_Street_Legal That would get a little more weight to the rear. Any reason you didn't go for a Jerico tranny and save some weight? I have the similar C&R tranny and it's 87 pounds with integrated oil pump. I'm not sure what ECU you are using but Lingenfelter makes a box that works with the stock ECU that allows for no lift shifting controlled via a load cell shift knob. Very similar times to a fully sequential setup. V8 supercars used to run similar with their cars before they went sequential. They used all Motec electronics. Here's the link in case you haven't seen it, http://www.lingenfelter.com/mm5/merchant.mvc?Screen=PROD&Store_Code=LPE&Product_Code=L460135297&Category_Code=C163#.UzTNFPldXkU and a video of it in action, https://www.facebook.com/video/video.php?v=1878619807148. I haven't looked to see if they support aftermarket ECUs but they might. Looks like it's coming along nicely. Cary

I could think of many reasons, can't you?

I went and poked around some GEO forums and it seems they don't think they work that well. So those may not be the best choice either. Cary

With that design yes. But you can also use a slightly larger bushing that allows you to have left right threads in the same piece. Generally this isn't a good place to make camber adjustments at as you also change the toe settings a lot. Check out bung adjuster nuts at midwest control. https://www.midwestcontrol.com/series.php?id=194 Cary

We have a thread for a puller loaner Works much better than the hammer.

Maybe someday. I would love to be able to do the left coast hills.

RIchard, From my research the selig is a good single profile wing but isn't very good when you add another element. I think you'd be better off look at the Eppler 423 with a NACA 4412 element. This was close to the profile Jon showed me on Mcbeath's wing as I remember. The other option is to take a look at a program called Xfoil. In this you can pressure plot the element and see what it looks like. A good main element will have a pressure plot that drops towards the back of the wing and the second element is used to recover this pressure. On the Selig it still has a lot of pressure at the rear. Cary

I've ran this on a number of race cars. They get a lot of maintenance but never seen a problem. For a street car the stock spindle pin is safer but if you use the lock I think you'd get most of the safety. Cary

Here's a thread that may help, http://clubroadster.net/vb_forum/89-roadster-projects/44470-my-na-becomes-track-car-build-thread.html. It details what this guy did to his miata (all simple DIY stuff) and how much his laptimes dropped from it. When you finish you'll want to be a cool kid too Cary

Oddly the ride isn't that bad when the shocks are right. For a unibody car I would think around 1:1 is about all you would want. With a stiffer chassis then you could look at the higher numbers. For shocks I now have Penskes but I keep hearing people claim in autox circles that Koni 8611s will take springs up to a 1000 lbs-in I have no experience to say one way or the other with the Konis. The ADs I previously ran worked at 800 lbs-in. The fastest setup I had was digressive front and linear rear. Unfortunately ground Control never gave my a dyno sheet with the shocks on any of the rebuilds. They claimed they were set from my measured numbers.

I was looking at the head on shot. I was wondering if you were going to use a structural skid plate to tie all the suspension together and protect the dry sump plumbing? I'm doing that on my car, which has some similar changes happening. Gotta love how easy it is to get the new parts. BTW, have you checked out any of the ceramic bearings for the hubs? They are in the hundred dollar range but have a let less deflection and friction under load.

Yes is the short answer. The assumption is that you are looking at wheel rate when you make the change.

This would be a good start, http://nissanroadracing.com/showthread.php?p=65055&highlight=eppler+wing#post65055 Also take a look at the Selig 1223, it seems a number of people use that too.

What exactly are you looking for? I have all the parts no my bench that I've been measuring but I didn't do any of this yet. I can do that tomorrow if I have a better idea what you're looking for. Cary

This was an autox and hillclimb car. It had a 8 point cage, belts, window net, and 5 lbs. fire extinguisher.

I've never ran higher than 1.3 myself (725 lbs/in). But that was on a really bumpy hill and I was amazed at how stable the car felt. But you can see the trend as you start to look at adding underbody downforce. It does require a really good shock to pull it off. The bilsteins you have didn't work for us once past 400 lbs/in springs.