blueovalz

My poor '92 is safe and sound in the underground parking, hoping it will never have to witness this abuse of it's brethren.

Yeah, I remember the Cobra, GT350s, and GT40 prices in the early '90s and how ourtagous they were, but they came back down just as quickly as they shot up.

Where exactly are the tires rubbing (is it in the wheel well, or is it rubbing on the wheel opening lip), and what part of the wheel well has already been cut out. The fender has a simple plastic well (which won't rust), whereas the rear quarterpanel has a steel unibody well, but rusting usually takes place at the fender lip.

Too bad there is no Lemon Law in regards to Landlords.

Amen! As they say in Germany, "Drive Right!"

Pop me on the head for asking an obvious question, but where is the "on car" toe adjustment, and how does it work (is there a threaded tube inside the CA tubing)?

I couldn't get more than 25% through it before feeling like I'd run a marathon. But the good news Toto; is I'm back in Kansas again, and I'll never go back.

I'd like more stickers, but could they be changed to say "engineered to be feared" to match the T and hat. I've got the T and hat and they were a great.

Good question. I know the turbo shafted cars used a 25 spline axle, matching the companion flange that slides onto it for use with the CV jointed shafts. Assuming Datsun used the same axle for the N/A and Turbo ZX cars, then the companion flanges would also swap as well. If this is the case, you should be able to swap to the U-jointed shafts. The companion flanges from one to the other will be the key. I would guess that if Nissan shows the same axle part number being used for both turbo and N/A ZXs, then they probably are all interchangable. Unfortunately, the Z axles had two differnent spline arrangements, which required different companion flanges even though the shafts were the same. What always puzzled me is why Datsun went to a smaller spline axle (25 spline which is the same count as the 240Zs used) with the Turbo, compared to the previous N/A Z axles (27 spline which the 280Zs used). I'm assuming you already know that the Turbo companion flange (25 spline) will not go onto the 280Z axle (but will fit a 240Z axle), and that you're using hybrid companion flanges (e.g. Modern Motorsports) made specifically for this swap?

I had a little (very small) amount of play in mine for quite a while. It never increased while they were in the car, and the boots where good, so I left it that way until I pulled the axles out due to other reasons. Reminder here: Every source I've found for rebuilt half-shafts (and thats the rare cases in which the 280ZX turbos are available) show only one part number for our application (which to the best of my memory, was the driver's side). There was never any differentiation between the driver's side and passenger's side shafts. These two sides are differnent in length in two places, the stub, and the axle length. So when, or if, you get yours rebuilt, I'd take care and know who you are dealing with and be sure they give you your axles back, rebuilt, and not simply replace them with two of the same side, already rebuilt off the self.

I agree. Make sure that the groove is clean, as well as the splines when you put it in for the last time.

Some resistance is good, but I can't suggest a remedy on that particular aspect of your problem. I will say that the shaft is spring loaded and will always be pushed toward your differential anyway. If the clip did get displaced (somehow?!), then perhaps with first use it may slip back around the groove once the car is put in use.

I don't personally see this as an issue of "where did the meat come from?†My issued with this sad display of what some humans call "sport" is that there appears to be nothing "necessary" about this hunt other than the advantage of emotional self-gratification. How nutritious can meat, from the top of the food chain, be? Examples in nature where one species preys on another simply for "sport" are extremely rare (sometimes cats will play with their prey prior to eating) it if at all. In this context, I've observed (as I grew up) that we as humans portent that we are "enlightened" and above this kind of behavior. If the truth be said, we can talk all we want about how enlightened we are as a species "with the large brain" but our animal instincts ring loud and strong more often than I'm comfortable with, while displacing reason, courtesy, and virtues in the process.

That's an engine bay? I thought it was a scrap parts box. If you dropped a nut on this mess, you'd never find it (and I thought the Z32 bay was busy)

Yeah, real sport there with a scope and a 100 yard advantage. Some times (most of the time) I'm amazed at what the human race is capable of.

I also remember watching his show on speedvision where it was stated that his book-keeper/secretary is his ex-wife. They got along so well

I sounds like you didn't hurt the suspension then. As far as your question goes, I believe all the suspension pieces from any Z will swap between any other Z. The 280 strut tubes will be a tiny bit larger in diameter, but arms, and bushings will remain the same. The upper strut spacer rubbers (can't think of a more correct name here) are taller on the 280s I believe, and the spring rates are a bit higher on the 280. But in regards to actually bolting the pieces in; no problem. The R200 swap will require a 280 mustache bar (and a 280 front mount?). It's been soooooo long since I did this, surely better info will follow.

I LOVE primered cars What color of primer is that (Darth Grey?). Personallly I like a slight tint of blue in mine. Get a paint chip? Just glob on some filler primer and wet sand. Seriously, lets get together and talk about our inability to put paint on the car.

I like the aggressive look or "stance" as some would say (and the plate ). Looks great.....Are those tits I see?

Well, I was impressed by his excellent sense of balance.

I can see it now. The next step in the "fear factor" thrill ride would be the placement of an immoveable, bulletproof, see-through medium between you and a speeding car coming right at you. And you can't move as the car slams into this see-through barrier just inches in front of you. When my daughter was 8 years old, I took her to the end of the runway at the airport and we stood there while a C130 made final, for a touch-and-go. She screamed, hiding behind my legs, all through the last quarter mile until it passed over our heads. What a rush!!! I love those fond memories of how I terrorized my children.

It would be nice if they offered paddle type steering wheel shifter switches instead. I'm not comfortable with looking away from the road while trying to determine the correct button to push, but I can type this post out without looking at the keyboard, so there may be hope.

Welcome Dave . This bar looks like a great piece of equipment . Has there been any questions raised about the bar in regards to its compatibility with OEM front differential mounts. The OEM spring steel mustache bar works with the flex of the front differential mount, so my question is; Will this piece (especially with the poly bushings in it) compliment this action as well, or do you recommend the firming up of the front differential mount to reduce any twisting presented upon your aluminum bar? I'm not a metallurgist by any means, but fatigue was my main concern, and the direction of my question.

What a looker!! Looks like a performance car from the outside, but the dinky rotors under those wheels signal "maybe".

I've got to side with John here. The key here is acceleration (or change in velocity). I believe horsepower is a measure of work performed over a given time. At a steady 5000 rpm, the work/time accomplishment is measured as horsepower. At a steady 5000 rpm a 100lb flywheel and a 15lb flywheel, on the same engine, will show the same horsepower, and torque. The issue is how fast can that TORQUE accelerate the mass. If you claim a heavier flywheel reduces horsepower, then it's like saying my LS1 placed in a Excursion will produce less hp and torque than if it were placed in a Z car. But in reality, the hp is still the same, and the torque is still the same. It just takes longer to accelerate the Excursion than the lightweight Z car because of weight tacked onto the engine. And FWIW, I've found the most desirable characteristic to a lightened flywheel is the decreased shift time. With a more rapid decrease in off throttle rpm, I can shift much quicker. When you add the added inertia of 4 rotating wheels, plus the chassis, then the added or reduced mass of the flywheel becomes much less significant. But disengage all that from the motor (pushing in the clutch pedal) and letting the engine slow down faster then becomes (to me) and over-riding advantage.