johnc

Copper was (has) been used as a material for heat exchangers for centuries in stationary and marine applications. Cost is the main reason its not used on automotive applications. It also fatigue cracks easier then aluminum. Welding copper can be difficult because it transfers heat away from the weld even faster then aluminum. You can weld copper using any welding process that supports DC negative and you can weld copper to steel. I've TIG welded lots of copper and you need to polish it after because it develops a layer of black copper oxide in the heat affected zone.

Acura NSX.

Its been years since I've seen a tunnel ram manifold. I always thought they looked cool. We need to see a heads up race between Van and Hans someday.

The abrasion/scratch resistant polycarbonate I've seen is really no better then regular polycarbonate. I've neve rbeen able to justify the added expense. Its going to get scratched.

And what about the advertisers?

Lap times were off by at least 1 second when the Hoosiers were at or above 40 psi hot and the car was very skatey. Dropping pressures got us better and more consistent lap times and then we started tuning with temps. The temps when running 40 psi hot or above were cooler then what I listed above. Hoosier recommended tire temps "around" 200 as an indication that their tires were working properly.

WSIR: LF (O, M, I) 192 - 199 - 202 / RF (I, M, O) 188 - 178 - 170 LR (O, M, I) 198 - 205 - 210 / RR (I, M, O) 191 - 189 - 181 WSIR's most important corners are all high speed right turns. Turn 9 (the last turn before the pits) is a decresing radius 100 mph right hand corner that's right after turn 8 which is a big radius right hand turn. Above temps were taken after a series of high 1:27s/low 1:28 laps which is right at the SCCA GT2 lap record for the track at that time. BTW... I wasn't driving, I took the tire temps.

I've got tire temp data for the 275/45-16 Hoosiers from the following race tracks: Willow Springs Buttonwillow LVMS Club Track Thunderhill Sears Point Multiple sessions for each track. Pick one.

Am I being tested?

1. Breakaway torque (BT) is the torque required to spin each wheel independently. Its point where the clutch packs start slipping against each other. 2. Not sure how the additive or the lube affects BT but the units I've tested were in the car so the numbers I measured included a lubed up unit. 3. Nope. 4. The clutches wear, period. The rate of wear is determiend by usage. Dragstrip launches are not a big deal. Tight radius corners with a lot of power application are the big wear producers. Autocross is especially hard on clutch pack LSDs and I rebuilt mine about every 18 months. Most factory installed clutch pack LSDs are worn out by 50,000 miles of street driving. I know the on in my F350 was gone by 40,000 miles and I got Ford to rebuild it under my extended warranty.

I ran various width spacers on my racing 240Z for years without any vibration or breakage issues - at speeds up to 148 mph.

Tire temps generally determine tire pressures and to get the most grip you run as low a tire presure as possible while maintaining an even temp progression across the tread and not rolling over onto the sidewall. With 275/45-16 Hoosier R3S05s on the 2160 lb. 240Z I raced, cold temps were around 25 psi and hot temps around 30/32. That was counter to Hoosier's recommended hot temps around 40 but the pyrometer doesn't lie.

http://www.mcmaster.com

Your other concern should be the spacing of the bearings. Even if the same bearings are used, if the they are farther a part or closer together then the 240Z hub, the trailer hubs won't work.

Dang rednecks!

Yup, I agree with Jon, although you didn't post a picture of the differential itself.

I used to sell negative camber wheel spacers. I guess I could machine up some more if you guys want some. They were cheap at $30 per pair for the 2 degree ones.

Erik Messley measured the installation ratios using some suspension geometry software. His numbers were .97 and .98 but I don't remember which is front or rear. That's a common rate recommended for a multi-purpose 240z (autocross, street, track) and its used often because its near the upper limit for the readily available (and cheap) Tokico Illumina shocks. More typical spring rates for track only 240Zs are in the low to mid 300s using Koni, Bilstien, Carrera, or Penske shocks. I do remember an old time CP racer claiming he was running 600 lb. in. springs on his car but he is the oulier in my small sample. These spring rate numbers were worked out decades ago and most folks now use monkey-see, monkey-do engineering or a lot of track testing.

Erik Messley measured the installation ratios using some suspension geometry software. His numbers were .97 and .98 but I don't remember which is front or rear. That's a common rate recommended for a multi-purpose 240z (autocross, street, track) and its used often because its near the upper limit for the readily available (and cheap) Tokico Illumina shocks. More typical spring rates for track only 240Zs are in the low to mid 300s using Koni, Bilstien, Carrera, or Penske shocks. I do remember an old time CP racer claiming he was running 600 lb. in. springs on his car but he is the oulier in my small sample. These spring rate numbers were worked out decades ago and most folks now use monkey-see, monkey-do engineering or a lot of track testing.

Good luck Pete. Keep pushing that pain medication button when you're laying in the hospital bed.

Those should work fine. Just don't torque everything down to 100 ft. lbs.

Just go to Home Depot and find the barbed hose fitting plumbing. You should be able to find a brass "Y" fitting or you can use a "T". I just took my regulator down there and found a "Y" that fit the outlet. Then I added two valves off the "Y" so I can shut off and/or regulate the flow to each hose.

Buy the GCR rule book from SCCA before you even start building your car. With the engine swap you will have to run in ITE, SPO, or SPU. You'll also have to put a full roll cage in the car, window net, fire extinguisher, fuel sampling port, external kill switch, and a number of other safety items.

The shocks will stiffen the initial response of the chassis but the overall balance will remain the same. Shocks only affect the transients in a suspension (bumps, corner entry, brake dive, squat, etc.).

Naaahhhh... 1. Put a "Y" after the regulator and turn it up to about 30cfh. 2. Use a gas lens on the torch to reduce any turbulence. 3. Seal each end of the tube with bronze wool and insert the purge hose. 4. Purge the tube for about 5 minutes and remember that Argon is heavier then air. Keep that in mind when positioning the tube. 5. After welding in one position, reposition and let the purge run for a couple minutes before welding again. Or: http://www.solarflux.com/ Wonderful stuff.