johnc

For track use, Hawk Blues have worked well on ITS 240Zs running in a 3 hour enduro.

No car registered in the state of California is exempt from complying the with smog laws in effect for the model year of the car. Remember, the 75 model year and older exemption is just from the bi-annual and time-of-sale smog inspections. If you're driving your 1972 240Z and get stopped at a roadside compliance inspection station (pretty rare) it will get checked and you will be subject to all the smog regulations. Same is true if a cop stops you and writes a ticket requiring a smog inspection.

Can't you change the turbo mounting on the exhaust manifold?

A .8" change is a pretty big change. You're raising the engine a bit in front so its lowering the tail shaft some and changing the angle. That can affect the angles in the driveshaft and maybe add a vibration or cause the u-joints and/or the trans mount to fail earlier then normal. It also changes the oil level in the engine sump and the gear oil level in the transmission.

Unfortunately I never took any detailed pictures of the Penske setup I had. They are sitting on a shelf in the garage of the guy who bought them from me in 2004 so I can probably go down there and take some - one day. In most cases with threaded body struts the shock body itself is also the strut tube. To make a larger OD shock work, you cut off the OEM strut tube just above the casting, machine a threaded adatpter that is press fit and welded into the remining stub of the OEM strut tube, and then thread the shock body onto the adapter.

Unfortunately I never took any detailed pictures of the Penske setup I had. They are sitting on a shelf in the garage of the guy who bought them from me in 2004 so I can probably go down there and take some - one day. In most cases with threaded body struts the shock body itself is also the strut tube. To make a larger OD shock work, you cut off the OEM strut tube just above the casting, machine a threaded adatpter that is press fit and welded into the remining stub of the OEM strut tube, and then thread the shock body onto the adapter.

I've fit 8610s and 8611s in 240Z struts. It takes some work, but they go in. BTW... the 8610 and 8611 use the exact same tube for the shock body.

I've fit 8610s and 8611s in 240Z struts. It takes some work, but they go in. BTW... the 8610 and 8611 use the exact same tube for the shock body.

250 to 400.

250 to 400.

I was mistaken in my drive post above, its a belt driven CVT that connectes to a counter shaft. From the counter shaft its chain drive to the rear diff (spool).

FYI... For those building cages now for SCCA competition, NASAR style door bars (two bars curving into the door) are now mandatory as of 2007 for Showroom Stock and IT. And they are NOT grandfathering previous cages.

I've done option 1 and option 4. I will only do option 1 after explaining it in detail to the customer and the customer is comfortable with it. There's nothing like the look of sheer terror on a customer's face when they walk in the shop and there's no roof on their car - and they were not warned.

It will help. Belly pans are not cosmetic items added as an afterthought by the manufacturer. They help draw air through the radiator and then keep it moving back over the hotter parts of the engine to help cool things.

You can buy these a-arms at the the place posted above, BSI, Speedway, or most any circle track parts supplier. They are fairly common in the racing world and pretty cheap.

The transmission is bolted to the engine so it twists parallel to the chassis centerline. The diff is unique in that its changing motion 90 degrees so the twisting torque becomes perpendicular to the chassis centerline.

Pictures of roll cages would be nice. I would also like to see pictures of underbody aero if you can get them.

When torquing the stub axle nut, torque it to the minimum number in the specified range (181 ft. lbs. ) and then check pre-load (39 in. lbs.) and end play (0 to .0057") If you're within spec, don't tighten the stub axle lock nut any more. I did a set a couple weeks ago a where one side torqued to 185 ft. lb. and the other to 224 ft. lb. and both were within spec at those torque values. Don't ever just torque them down to 200 or 225 ft. lbs.

The wording of the text makes me think a man wrote it. ANd if she was getting rid of this "crap", why didn't she just call 1-800-GOT-JUNK?

Larry must be a dancin' machine with Cherokee blood.

Don't be putting your hands out when you fall off the bike. Do like I do and lead with your head and shoulder. I don't know how many times I've broken my collar bone. Hope you're back in full abidexterous mode soon.

Pretty color. Looks like the water in the Bahamas.

If that gap is all the way around, I wouldn't do it. Remember, the strut is a structural part of the suspension. Find another strut or maybe patch in a 2" section. Remind me never to buy your used shocks. $200 for completely custom machined gland nuts? You should thank those guys for giving you such a deal. The Koni gland nuts are $30 each.

You need wheel spacers that are tight on the lugs - the kind with the exact wheel bolt pattern because of the lug centric requirement.

Actually, its an oil pump/steering rack interference (I editted my post above). I ddin't really resolve it because I solidly mounted the engine with about 1/2" clearance from the oil pump to the steering rack. I just had to jack up the engine a little bit to get the oil pump off when I broke a distributor shaft.