johnc

People forget how a good a driver Derek Bell was. I also like this video of the 936 because it was still early Porsche's turbo engine development and you can hear how tricky the power delivery was on this car. Listen to the engine note when the boost hits and the rear tires spin.

I've always questioned if the money spent on Six Sigma, ISO9000, and other standardized process improvement efforts pay off in comparison with just hiring and properly compensating really smart and hard working people. I feel this is especially true if the projects taken on by the company (fabrication, software development, etc.) are not repetitive. If everything being done is custom, then having smart and hard working people (and getting out of their way) will yield better results for the company and the customer. There tends to be a lot of groupthink and waste around Six Sigma and the overhead costs are pretty high. My wife is going through Six Sigma training at her work and about 50% of her time in this training has nothing to do with her current or any future positions she might hold in the company. The rest she already knows and is performing as part of her natural inclination to the the job correctly. The training is wasting about 5% of her available work time each month and she is expected to make up that time difference on her own. Its building a lot of resentment within the company.

On a S30 its more important to section the front struts then the rear. The roll center problem is a much bigger issue up front. Also, with the front and rear wheel ratios so close its important to vary the spring rate by at least 25 lbs. front and rear. Same rates front and rear can induce porpoising in some situations due to equal suspension frequencies.

For just weld time its: WT = (linear feet * deposition rate) * fudge factor. For preparation its: PT = linear feet / (grinding feet per hour + cleaning fph) For fabrication its: FT = (estimation + wild ass guess) / (experience + luck)

Blank checks don't cash. FYI... Unfortunately I always find more stuff that needs to be done on a customer car and I send lists (these are 35 year old machines). In California I have to do that to protect myself in case the car get's two blocks from the shop, flys out of control, and destroys a school bus full of kindergartners. Its up to the customer to decide if they want to spend the money with me, spend the money somewhere else, do the work themselves, or ignore the issue and drive the car. Either way, they own the school bus after I've provided notice...

And then there's me...

It can be done but its a little more difficult and you'll have more grinding to clean the welds up after. Follow the instructions that came with your welder, buy a bunch of scrap sheet metal, and practice, practice, practice. Also, please improve your grammar and punctuation.

The sheet metal strut tower in the rear of the 280Z is higher up in the body of the car then in the 240Z, the 280Z upper insulator is taller then the 240Z insulator, and the 280Z rear strut tubes are longer then the corresponding 240Z part. You must keep all this in mind when making your weld-in sleeves. If you make the rear strut (or coilover or whatever you call it) tube too short the shock will top out, droop travel will stop, you'll lift wheel off the ground in a fast corner, and then start a big, lurid slide. It happens:

We, the admins, are starting to discuss these turbo header group buy threads - and not in a positive way.

Before anyone does this, please search this site. A number of members have found out the hard way that the resulting rear ride height and loss of droop travel sucks.

If you don't lower your car too much a 245/50-16 will fit. The BFG gForce Sport is a good tire in that size. You can still get plenty of DOT-R tires in 245/45-16.

At those rates you're nearing the upper limit for the Tokico HTS shocks. They will work, with the HTS102s have a little firmer rebound control. These shocks also have a 14mm top mount so they will fir into any camber paltes the runs a somewhat standard 5/8" monoball.

Exactly. Attitude has everything to do with it. FYI... Remember when Boyd Coddington get into car registration hassles with the CA DMV? The DMV went back through their files and issued a smog inspection notice for every custom car that Boyd had built that was still registered in the state. Sometimes events outside of your control force the issue. BAR and the DMV also have programs where they monitor smog compliance with "problem" categories of cars. They issue smog inspection notices for a random sample of cars in some arbitrary category to determine if there's a compliance problem.

Here's what people seem to forget: ALL cars in California are required to comply with the smog laws - regardless of the year of manufacture. 1975 MY and older vehicles are exempt from the biannual and sale smog inspections only but they still are required to have all the factory smog equipment installed and operating. A police officer, BAR inspector, referee, and the DMV itself can order any car to get a smog inspection at any time. There is even an anonymous tip phone line and web site where you can report cars that emit visible smoke and that can trigger a notice from the DMV requiring a smog inspection with 10 days.

John Williams is sending the parts to the gear cutter tomorrow.

I guess I'm not supposed to say BEST on this site. What I can say is that I can't think of anything better.

Having done a smog legal/referee approved KA24DE swap into a 510 for a customer its not that difficult to do. As stated above get the complete engine harness from the LS1 along with all the evap lines and canisters, and anything else that connects to the engine. Shop manuals from the LS1 donor car are mandatory and really read the smog control/emissions sections. Just install and hook everything up, get it running clean and properly, make sure you also install all the evaporative emissions stuff, and then take it the referee for a review. If you're nice, polite, and show you're serious about getting the swap done correctly, the referee can be a huge help. Expect to go back a couple times until you get it right. If you're a dickhead about it and start complaining about government conspiracies, smog Nazis, etc. then you'll never get the car through.

Don't exclude the E36 BMW chassis. Parts are pretty cheap and its the best chassis/car made in the 1990s. Amazingly capable on the race track.

I didn't realize that Jeeps would launch into the air when a pipe punctures the radiator. Kinda scary and you would think Jeep would do something about that problem.

It will also make it more difficult to drive at the limit (10/10ths). http://forums.hybridz.org/showthread.php?t=100849

What's the big deal? Every single range you've found eventually works down to .005 to .007. Shoot for something in that range.

Yes.

Most likely a mix and match.

The urethane offset bushings are not really meant to be adjusted on the car. The aluminum/delrin bushings above can be adjusted on the car if you loosen the LCA bolt.

The factory front springs are 4.35" OD and the rears are 3.94" OD.