blueovalz

I don't know what your question is, but did anybody answer it?

The newer Ford SB is about 9" wider than the old 302. It would still fit in between the strut towers, and the exhausts do angle down more coming off the heads than the 302 did. It weighs more than the 302 though. "Is is possible", yes. What we need is someone to prove it though. Are you up to it?

If I'd come across an engine such as this when I decided to Hybridize my Z, I'd tried it first as well. Something about the challenge of using a unique engine for a conversion makes it very tempting to me, especially when this motor was in use about the same time as the Z's were being produced.

It's a slightly tight fit, and rust usually makes it worse. What always works for me is supporting the rotor off the floor, and place a short piece of 2x4 on the hub, and pop it a couple of time with a heavy mallet (provided all 4 bolts have been removed ). The wood keeps the grease seal area from getting all banged up, and helps keep the hub from cocking over sideways on it's way out.

Auto transmissions (which is not applicable in your case), and broken exhaust manifold studs. I liked my '94 and put 150K on it before a $3k tranny was needed. These two problems are common, but after that, I think they are no other common ailments.

What you did is the basic adjustment. If you installed new pads, then a few pumps on the brake pedal should firm it up nicely. The use of the emergency brake should also adjust it as well I believe.

My tranny is not a NISMO unit, but instead a WC T-5 that is listed as a close ratio, and my 1st gear is higher than most T-5's with a 5th gear ratio of .80.

Looks familar.....but I can't put my thumb on what it resembles

Oops, need to proff read mre offten

Assuming this relates to springs on a car.....linear means the spring rate is constant (e.g. 100 lbs/inch for each and every inch of compression, so that it would take 300 lbs to compress this spring 3") throughout its useable range. This type of spring has all the coils spaced the same distance from each other (for a constant size wire). A progressive spring rate is one that increases it's rate as the spring is compressed (e.g. the first inch of compression may require only 50 lbs to accomplish, but the next inch of compression may require, say, 100 lbs to compress. This type of spring can be visually identified by the different lengths between coils along the length of the spring, with the first couple of coils (spacing) different from the rest of the coil spacing

No... But I remember Stering Moss 2 to 1

Jon hit it right on the head. I can't tell you how many times my elbows and hands kept hitting the door (cage as well) with the larger wheel.

Thanks once again Tim for putting all this into a single post. This will be an excellent reference post.

Fantastic Tim. Thanks. Now if you would add a photo or two to complete your set, of the adapters (or whatever is done) so that the shafts will work?

Dave240z, Nice bit of trivia there. The UP guys at the yard were talking about this very same locomotive (the 4-8-8-4) wondering where it was and what has happened to it. They called the the "big (something)". Couldn't remember what they called it now, but they were definitely talking about the same one.

For those that can appreciate the number 4-6-6-4 in regards to the old locomotives, here is one rolling by on it's way North. The awesome size and sound of one of these beasts is indescribable. This was just about as big as they get. Even with my cheap wide-angle lense, I couldn't get it all in the frame unless I was a hundred yards away. 240,000 lbs of grunt here.

When you race it! I'd like to make a more prophetic statement than that, but it's pretty straight forward. Here is Arkansas, I can get away with less "street" equipment than other states require, but I don't have a race car anymore, it's now a street car, but it's heart is still on the track.

Gives me that "warm, non-fuzzy"

We've had several strings about this, plus I believe, a group buy. If I remember correctly, the product recieved a mixed review. When the search engine gets back up and running, you will be able to read all about it.

OUCH! I can't stand to hear this kind of stuff. Somebody at the source has to have recieved some kind of feedback about what I would term a useless piece of fiberglass. And yet they continue to sell them. Aauggggg! If I was president, I'd grant everybody the ability to create quality parts so that nobody would have to put up with crappy products passed as useable parts. Jeez. Now I'll get off my soapbox.

It would be nice to be able to fully understand the resentment felt toward hybrids by the "purest" so that a direct defense (or offense) can be developed early on. When the Z was more ubiquitous, it didn't matter what was done to it, because there was any number of others that could be seen as a prime example of what Datsun created. I feel that 20 years ago, the purest didn't exist because the Z was seen much more frequently. Now days, the Z is not seen nearly as often, and I wonder if this sense of "loss" to the purest is exasperated when an potential example of an unmolested, and hard to find, example of the Datsun history he so much enjoys to relish in, is now only a partial history and no longer represents the "pure" picture of what was created. The purest has no other place to satisfy his hunger for the total Datsun experience. I feel that in the future, the polarization of purist and hybrid will become more distinct as there become fewer examples of this fine design. I don't feel any amount of rational, point-by-point explanation of "why" we do this will provide much merit in their eyes because I feel the purist is motivated more by emotion in their opinion. To attempt a debate using numbers will have no effect on the opposition. Obviously the numbers speak for themselves, and cannot be disputed, but your task will be the emotional aspect of soothing their apprehension, concern, and opinion that "we" have removed, from a dwindling number of Z's, the history of this Datsun creation. A new 350Z with a 500HP N/A V8 today would be a unique vehicle that would not draw near as much "purest" commentary as it will 30 years from now. Perhaps convincing them that a hybrid is better than no Z at all will provide a more compelling argument. How many Z cars, wasting away to nothing have been saved simply because one felt that it would be neat to put a V8 in it and end up with a nicely, semi-restored example. The only reason I bought my BlueovalZ (bad example here) was because of my desire to build a V8 Z with a Ford engine. I had no desire to mess with the OEM L6, and with that said, I can almost guarantee that this Z would have rusted to nothingness in the back of the previous owners yard.

I see it now, a hybrid to tow my hybrid.

You'd think they would have seen the Kansas debacle and learned from that.

All the 240SX front rotors were ventilated. The piston size is the same as as a lot of other front single piston calipers Nissan made, which was 2-3/8" diameter.

GAZRNR is correct. The difference is in the mounting of the MC. The later years moved to a horizontal stud pattern which requires some slight modifications to bolt it on. I've used both, and the earlier one is easier.