Montoya

Hello everyone, So I have the 240SX subframe installed on the Z but I need coil-overs. The 240SX coil-overs are about 3.5" too short. What have others done in the past to correct this problem? I can machine spacers but I think that would be a waist of time. How much do custom coil-overs run? I assume I just need a long enough shock body and I could make them using Ross's or anyone elses coil over kit. Check out my gallery for some pics of the install.

I love those wheels. As for the correct offset, I am not sure but I believe that Ross's 5 lug conversion is the same as the stock Z offset. The 5 lug with the big brake kit however uses the Z31 front hubs which changes the offset. From Ross's site: "Offset of the Z31 hub is 3/4" greater than stock OEM 4 lug 240Z and 280Z hubs." So basically if your 2" wider then a regular ZG flare which I believe adds ~1.5" per side, you are looking at 3.5" per side wider. With regular ZG flares and a 8.5" wide wheel in the back you would run a 4" back space. With a 13" wide wheel I think you could run a 6.5" back space in the rear. For the front, with a 10" wide wheel, you should be able to use a 5.5" backspace with the Big brake kit and still be ok. I would check around first though to be sure. I have a few questions regarding the Work ZG flares: 1) Where can I get a set? 2) How good is the quality on these parts?

I was at that show and I too noticed the lack in quility. By the way did you notice the white 240Z with the large fender flares. The car was kinda in rough shape but the flares were nice wide fiberglass ones. I have been looking for some nice wide flares like that for a while and I did not get to talk to that owner. Do you have any pictures of the car I'm talking about?

You owe me a new pair of underpants...I just ruined the pair I'm wearing. I love the look..keep us updated when it finds its' way into the z.

I like the Hayashi wheels...they are real popular with the Toyota AE86 croud.

Well, at the moment my car is hacked to pieces. I have the RB25det and tranny mounted, I have the fuel cell mounted, the cage is half way completed, and the seats are mounted. Currently the 240SX subframe is being installed along with new floors and frame rails. Once that is completed, I can complete the cage, have a driveshaft made, and route the fule and brake lines. This is taking longer then antisipated however I think when it is done it will be worth it (that's what I keep telling myself anyway). I hope to have the motor fire up by christmas! I will keep everyone informed. Later Jon

This is by far the best way to go. I crished the dry Ice up into small pieces and spread it out on the floor. You can hear the rubber cracking and then it is a piece of cake to remove it. Otherwise be prepared for a lot of work.

http://superstreetonline.com/featuredvehicles/130_0507_240z/ Just thought you might like to check it out. Enjoy

So it probably was the ingnition module however from all the failed start attempts the engine was flooded. What is strange is that those modules are normally fairly strong and rarely break unless you have a bad ground to it. I would double check the ground on it just to be sure.

Now that you mention it, that is a little weird. Maybe he is like most of us with the "while I'm at it" disease.

There are numerous options for high horsepower applications however for handling and suspension adjustability, I don't think you can match the 240sx subframe swap. I am in the process of doing it right now because I want to be able to lower my car as low as possible while maintaining good suspension geometry as well as a good contact patch. With the stock setup, the lower you go, the more camber you have. While this can be somewhat corrected, it is not as good as the 240sx with the upper control arm adjustability. I debated putting a solid rear axle in the back because they can take a ton of HP but once I researched the power and torque a late model R200 can take, it was a no brainer. Look at any 240SX drift car in D1. Those cars make anywhere from 400 up to 600 HP. All those cars do for a living is spin tires and thrash around a track and I have yet to see a diff break on them. I apologize if I sound a little biased but I am still justifying the swap in my head. It takes a lot of guts to cut the crap out of your pride and joy but I know it will be worth it in the end.

http://www.japanparts.com/shop/shop.cgi?mode=itemlist&maker=Nissan&type_car=FairladyZ+Z32&type_second=Engine+and+Drivetrain&type_third=LSD%27s%2fDiffs More diffs at japanparts.com

http://www.nissanusa.com/content/0,,action-NStaticLoader_path-@nissan@nismo@static@nismoLanding,00.html This is the Nismo site for the LSD. MSRP is $900 and you can find them for less at numerous parts suppliers.

Before you go trying to find a viscous LSD from a used 300ZXTT diff, how much power are you planning on making and are you going to be launching the car on slicks? If you are going to be putting more then 350 Ft-lbs through the diff, I would recomend getting a gear type LSD or clutch type LSD not a viscous. There are plenty of aftermarket LSD's available for the 300ZXTT and Nismo even offers one with everything you need to install it including instructions and gear lube. If you don't plan on making that much power...why would you even put the R230 in the car?

After reading through all the posts I am amazed nobody has said this before. If you stiffen the old Datsun chassis you don't need to run as stiff a spring. There are numerous ways to do this depending on budget and class rules; bolt in roll bar with strut tower braces, fully welded cage, seam welding the chassis, foam, or any combination. 300# springs on a tweaking chassis are probably about the same as 225# springs on a stiff chassis. Plus the stiff chassis is much more fun to drive being more communicative and responsive.

Honeywell does not own Turbonetics. Even if they did, they would have to have two differant engineering departments because there is no way a Garrett turbo and Turbonetics turbo are the same. All you need to do is look at them and you can see the quality differance. This is why we switched from Turbonetics to Garrett.