johnc

Not true. Flares and coil overs are perfectly legal in BSP. A 15 x 8 wheel with 225/50-15s would work very well on your 280ZX. If you're willing to flare the car and run coil overs, a 15 x 10 wheel with the Hoosier A6 275/30-15 would really work.

There's this think called Google that helps you find little tidbits like this: http://www.osgiken.net/dealers.html

The 810 I had wasn't a racer by any stretch of the imagination. I just ran it at an autocross a couple times for run. And the picture above is of the car. Below is one from the autocross.

Its on the web site in my sig.

Me?

That Midget is cool. And there's a SCCA Improved Touring (IT) class for your 2002. Its called ITB. And the real "trick" to wining in IT is seat time.

Welding the BD rails to the floor pan makes a box with the pan as the top.

Just do a normal used car inspection. FYI... if you ever need a roll cage for it, I've built one for an '82 Corolla: http://www.roadandtrack.com/article.asp?section_id=7&article_id=4692

$10 says its Showcar Body Parts...

A subframe connector "connects" the front a rear subframes. They are a number of different ways to accomplish that and the Bad Dog parts are indeed subframe connectors.

Not allowed per the rules but a 5 speed wouldn't help much at WSIR. 240Zs with a 4:11 gear are traction limited at the fastest part of the track (Turn 8). I've driven a 240Z prepped close to ITS specs with a 5 speed and there's no lap time difference compared to a 4 speed. By the time you would shift up into 5th (redline at 4th gear) you'll be shifting back down again is a few seconds. 280Zs have never been competitive in ITS, although with open ECUs they might do better. Spoken as someone who's never turned a lap in a race.

Lots of people forget that dynos (both engine and chassis) are TUNING tools. The numbers generated should be used as variables to further the TUNING process. The numbers generated are meaningless outside of the tuning process. A dyno sheet that says your engine makes x horsepower doesn't mean squat until you run the car in some kind of objective test - drag race, road race, autocross, etc. and we all know that. How many people, when looking at a car to buy, would believe a dyno chart handed to them by the seller?

When I replied "no" I was answering the sentence above. You cannot keep/re-use the spider gears.

Sorry, none of those welds have much penetration. Cut your sample in half across the weld beads and check the depth of penetration.

That's your decision, I'm just providing information. Don't know, you'll have to contact them.

No and search please.

Bzzzzt! Wrong answer boys! http://www.mechanicsupport.com/articleStronger.html Fittings made to AN spec are stronger and more vibration resistant then fittings made to JIC spec.

I'm buying one!

The Supra would be heavier although it would have better brakes and suspension. Horsepower would be about the same. The cars are very equal in lap times so passing is tough. Turn 1 is the traditional passing spot with turn 3 and 5 other places to get it done.

That's just dumb. It looks like a pro driver is running in the beginner group at an open track day. He's not even trying hard and looks bored silly - doing things to add some excitement like upshifting in the corners, bobbing his head around, and then towards the end he purposely starts tossing the car around drifting it. Maybe I'm mistaken, but that's doesn't appear to any kind of competitive event.

Two videos showing the difference between the racing line and the idea line at WSIR. The red 240Z runs the racing line and the Supra with the in car video is running the ideal fast lap time line. Which one is faster? Doesn't matter. In a race the car that crosses the finish line first is the winner. The second video also shows what happens when you overdrive your heated up and greasy tires towards the end of a race.

Camber plates on a strut car are a much better way (suspension geometry wise) to get more camber. Much better.

Sunbelt was bought by Kinetic a couple years ago and they are now called Kinetic Sunbelt Engines: http://www.kssmotorsports.com/index_sunbelt.aspx

Actually, the guy that did that is Ulrich Baretzky (the head of Audi Sport's engine program) and you can read all about it in the January 2007 issue of Race Tech magazine. While you should always listen to your elders, don't always believe them. If you want to find out of he really did the Audi intakes, ask him the following: 1. Did they run a snorkel? (Yes they did to help slightly pressurize the intake for the turbos). 2. What manifold pressure did they build the inlet manifold to handle? (2.94 bar) 3. Why did they make the inlet manifold as short as possible? (to eliminate dead zones and turbo lag).

I'm not sure why you would be getting mixed reviews on fuel cell foam. Its a basic safety requirement and no certified fuel cell is without it. Its main purpose is to reduce vapor buildup inside the tank, which significantly reduces the chance of explosion. You do need to inspect it every year or two and replace it per the manufacturer's instructions. Its not a big deal and just adds an hour to the normal annual inspection that should be done on all race cars.