johnc

A bunch of wankers. You need a two stroke diesel with two superchargers and four turbo-superchargers: http://www.dieselforecast.com/ArticleDetails.php?articleID=307

Those are race car spring rates and you'll need Koni 8610/8611s or some custom valved Bilstein shocks to work with those springs. Send them back and tell the GC guys to stop snooping.

The car?

6 ton jackstands - 4 4 ton jackstands - 4 2 ton jackstands - 4 Pole jack - 2 Trans jack - 1 6 ton floor jack - 1 2 ton floor jack - 1 2 post asymetric lift - 1 I got too much ♥♥♥♥...

Lincoln Town car or Crown Vic are both good tow cars for our small Zs. And right now those things are dirt cheap.

It had a balance tube, which kind I don't recall. Efforts to richen the center carb were not very successful. The center two cylinders were either too rich or too lean and it seemed as if the center carb was not very sensitive to adjustment. FYI... all of the testing I described above was basically done at WOT. Part throttle operation was fine with the triple setup unless things got too rich and then there was a stumble on throttle takeup.

Look for a seat that has 8855-1999 FIA homologation certification. That allows mounting without a back support and can safely handle up to 24Gs in an impact. I'm partial to Cobra and their Monaco seat is $270. http://www.subesports.com

I don't know about the article referenced or Marc Sayer's article, but I was part of some testing done by Javier at JG Engine Dynamics back in the late 1990s. The intent was to build the best autocross BSP 2.8 possible given the rules limitations and triple SUs were tried along with dual SUs, triple Mikunis, and aftermarket stand-along EFI. The order of performance (max HP and Torque) was: 1. Stand alone EFI (ITBs and Electromotive Tec2). 2. Triple Mikunis (45mm). 3. Dual SUs (44mm). 4. Triple SUs (44mm on modified N36 manifolds). 5. Dual SUs (50mm on modified N36 manifolds). The fastest BSP 240Zs in the country ran either EFI, Triple Mikunis (Webers), or Dual SUs. I don't know of anyone winning a Divisional or a National event with triple SUs. I don't know of a road racing 240Z running triple SUs, mostly because of classing rules in SCCA. Triple SUs might be a good setup, but the racers are not running 'em - probably because they are about the same price as triple Mikunis/Webers once all the fab and linkage work is done. EDIT: I called someone else who was at the testing to refresh my memory. The issue with the triple SUs was that cylinders 3 and 4 ran lean compared to the other cylinders (based on EGT and spark plug reads). Later they shined a strobe light down the middle SU at various rpms and noticed the piston fluttering up and down while the outer two SUs had the piston rock solid.

Except you just read my recommendation on the Internet... Go to either the Lincoln or Miller web sites and search their knowledge bases. You can also buy this book from Aircraft Tech: http://www.actechbooks.com/products/act622/

The book has already been written, way back in 1933: http://www.amazon.com/Procedure-Handbook-Welding-Fourteenth-14th/dp/B000FBCQ4M/ref=sr_1_1?ie=UTF8&qid=1232570450&sr=8-1

I think you'll have more "reliability" issues with that Jeep then with your Z. A tow vehicle and trailer is very nice but it adds costs to your hobby. If you already have a work vehicle (minivan?) try towing the Z on a dolly with that and see how it goes?

ER80S-2 if you are stress relieving after welding.

HAZ is Heat Affected Zone and is generally the area of parent metal adjacent to the weld bead and the weld bead itself. With stainless welding the area around the weld is more susceptible to cracking/corrosion then the weld itself due to carbide precipitation - where chromium carbide forms along the grain boundaries. The "L" in 316L means low carbon and reduces the chances of carbide precipitation.

So... a guy you've never met before, selling something on the street, offered you a price was too good to be true and the product turned out to be fake/stolen. Never heard this one before.

316 stainless has molybdenum added to improve resistance to chloride ion pitting (primarily in marine applications) and increase high temperature strength. 316L filler is a low carbon filler specific for welding 316 steels. It can be used to weld any austenitic stainless steel but be careful welding steels that already have a medium to high molydbenum content. That additional moly from 316L will cause HAZ cracking. ER316LSi is another option that has silicon added to better work with dirty stainless.

Some considerations: 1. Most serious tech inspectors frown on a thicker type of coating (powder coating in particular) for roll cages because it can hide welding flaws and has been used for just that purpose. They won't fail your roll cage for that reason but they will look at it with a more critical eye. 2. Thick coatings hide cracks. If there's a crack forming in your car's chassis or suspension, you want to see it immediately. Thick, flexible coatings will hide a crack for an amazingly long time leading to "sudden" part failure, when in reality that part has been failing for a long time. You also cannot crack test most powder coated parts.

Take two 1 gallon plastic milk bottles and cut one in half and tape it to the bottom of the other. Now try to fit that somewhere in the engine compartment of a 240Z while still allowing room for three -12 AN lines, a breather, etc. It can be done but it makes for a very crowded engine bay.

I ended up taking my street Enkei RPF1s to a local powder coater. $30 each to get the coated a satin black.

Clamp it from the inside and face it. Nice old lathe.

West Highland Terrier http://www.dogbreedinfo.com/westhighland.htm

Its not a big deal, the Internet exaggerates things. In the five year existence of the west coast Z racers mailing list I have yet to hear of someone losing a cam due to oil. A couple have lost cams because spray bars broke or were clogged and one lost a cam because of improper break-in, but no failures that I'm aware of due to oil additive changes. And this is a list of folks that road race their cars a lot in sanctioned events. The biggest engine issue now is thin valve spring retainers, which have caused a couple failures in the last year.

Just for the hell of it, I called Isky. For our L6 engines they prefer to regrind a used Nissan cam then to build one from a new billet because the old cams have better metallurgy then the new billets they get. Supposedly there's much less nickel (from 3.5% to 1.65%) in the new billets and that reduces the hardenability of the material. Looking at my materials reference it looks like the steel went from a 4820 to a 4340. It appears that the cam makers cut the quality of the materials because they could rely on the additional oil additives to make up for the loss of surface hardness. Funny how cost cutting often comes back to bite everyone in the butt - but of course its the EPA and the evil oil company's fault.

In other words, its exposing poor material choices made by product manufacturers.

Mythbusters shot that myth down.

No. A custom fit TIG welded stainless steel mandrel bent 3"+ exhaust system for around $1,000 is typical if you're paying a shop to do the work.