johnc

I guess its good that I'm not a Z restoration guy...

Most guys I know road race 240Zs and the NP valve that you describe wasn't installed on those cars. The other switch is the brake warning switch and it turns on a indicator light in the dash if the pressure differential between the front and rear baking systems exceeds 185 to 242 psi. Whether you remove the NP, Brake Warning, or Prop Valve in the brake system depends on the brake system you plan to install and your intended use. Give us that information and we can help.

The owner of 240Z HLS30-009196 would be the only person keenly interested in that particular block.

To measure spring rate put the spring on a nice flat table and measure its height. Then, carefully put 100 lbs. of wieght on the spring and measure its height again. If the spring compresses 1", the rate is around 100 lb. in. If it compresses 1/2" then the rate is around 200 lb. in. You can do the math and come up with an approximation of what the actual rate it. This isn't the most accurate way but its close enough for your plans.

For $595.00 a set of camber plates and proper alignment will eliminate the "push" a lot better then a $35,000 engine.

I was thinking Betamotorsports needed a new shop truck, and then I saw the steering wheel!

Does she really need a back seat? If not, a Miata would be a great car for her.

Lots of pics of a modified torque arm install: http://www.wolferacecraft.com/install/fbod/fbodtqarm.aspx Camaro torque arms only control the pinion angle. The don't do any lateral or torque location of the rar axle. I think what you are thinking about is called a PowerPlant frame is is used by Mazda in their Miatas, RX7s, and RX8s. Picture here: http://www-cse.ucsd.edu/users/paloma/Miata/miata_90.html

Unless its running, driveable car then its still a "project." If you get 25 cents on the dollar for a "project" you should be very grateful. I suggest you spend the time and effort completing the work and drive it for about 1,000 miles to sort things out. That will be something you can ask top dollar for.

Having one in the shop now I can say that the RX8 has the best OEM suspension I have ever seen and measured. Better then the E36 M3 which was my previous favorite. They are also the car to beat in SCCA's Solo2 B Stock class. I've also spent a little time working with a multi-car SCCA T3 RX8 race team. For road racing the biggest weak point is the transmission, specifically the 2nd and 3rd gear synchros. I was told that the trans in the RX8 is the same as in the S2K (made by Aisin) and both have simialr problems. The engines have been remarkably reliable on the track with the attention paid to it by a top notch race team. The RX8 is not a vehicular appliance and requires attention by the owner.

You have custom machined, heavily modified aluminum block with a Toyota head on it. When parts of this engine is Nissan L6?

The AISI-SAE numbering system for steel is being obsoleted and the most widely used steel numbering system is ASTM, which is being promoted heavily by the ASME (American Society of Mechanical Engineers), and is required for any DoD, Government procurement. In the future it will be more difficult to find steel specifically certified for the AISI-SAE numbering system like 4130, 4340, and 5140. These numbers are becoming more of a marketing term then any real certification of the type of steel. This is all part of a larger efforts by ASTM, SAE, ASME, and other organizations to define a Unified Numbering System (UNS) for all metals. Its a way of correlating metals specifications worldwide. Unfortunately I haven't been able to find a free chart that shows the matchup between AISI-SAE numbers and their corresponding ASTM numbers. I have found a number of books (from SAE and ASTM) that have this information but they ain't cheap. BTW... one of the problems with the AISI-SAE numbering system is that it did not cover stainless, aluminum, and nickel which are used more and more in automotive applications.

BTW... Sunbelt has a built L28 turbo long block that Jim says is good to at least 650hp for sale. They want $8,500 for it assembled. I found an e-mail with some of the details: Head P90 ported and polished Stainless steel valves Bronze guides Sunbelt turbo cam and springs Turbo exhaust manifold ARP HSK Block F54 block ARP MSK Cunningham rods Coated rod bearings J E pistons coated top and sides Bronze drive gear Turbo oil filter housing Harmonic balancer Timing components Turbo Dist Displacement 2.962 The rods are extra long (easier on the bearings) and the pistons are extra short (lighter).

The way Devendorf and Knepp fit the twin-turbos in the engine bay was to lay the engine over on its side and make a bunch of custom stuff (like oil pans, etc.) This worked very well and was eventually banned by IMSA. After that they went with a single turbo setup and were able to get all the horsepower and reliability they wanted. I don't have any engine build details but I assume that with today's EMS someone should be able to duplicate or exceed those numbers. But, one of the huge problems Electramotive had was getting the power to the ground. 700hp doesn't mean squat if you can only use 450 because you're spinning the tires.

If SCCA would only put the 240/260/280Z on the same line in the ITCS allowing update/backdate. Imagine a 2,435 lb. 240Z running a 2.8L. Wait, here's one: And back in 1998 it was .7 seconds faster around WSIR then the current ITS record set by an unrestricted BMW 325is.

The highest horsepower number I've ever heard of (and believe) on an L6 was 780hp on an Electramotive qualifying engine. The reason I believe it is that the Electramotive dyno engineer at the time is a guy I've raced and autocrossed with for years. What's funny is that Electramotive never claimed more the 600hp for their engines. True racers always understate horsepower claims, Dyno racers always overstate.

If the shipping wasn't so much, I would like to buy those R180 CVs.

12 to 15 gallons per hour.

Watching Jeopardy the other night (yes I do and I kick ***!) one of the contestsnts had a funny cop story: He was pulled over in Washington DC and the cop came to the window and said, "Sir, you were driving in the carpool lane by yourself. On Monday through Friday you have to have 3 people in the car to drive in this lane. I'm going to have to write you a ticket." The man replied, "Officer, can I say one thing in my defense." Cop, "Sure." Man, "Its Saturday." Cop, "Have a good day, sir."

Weight, weight, weight. A thin coat of semi-gloss black paint is all you need. Once a year wash out the wheel wells and repaint.

I ge tthe VW video too. I guess its been swapped out for some reason. I might have it at home.

You can put lots of different ECUs in that box including some of the latest Motec units. Regarding the O2 sensor, the ECU can be tuned with a 4 wire and then the maps locked. When actually racing the OEM O2 sensor is ignored and the car run off the maps (open loop). The same can be done with all of the other sensors - tuned and setup with a sophisticated harness and sensors to get the proper maps and then the stock harness plugged in with computer only looking at IAT, TP, RPM, etc.

Even on different computers I get the BMW video. Here's the full link text without http stuff. videos.streetfire.net/iPlayer.aspx?fileid=51F08AD2-A549-43F0-AD1B-E91F288808EB Try pasting this and adding the http:// at the front.

I found a video of Hans Stuck and the 700hp BMW V12 X5. Its not the laps with the journalist but its laps at another track with Hans by himself. Listen to the car! That's one X5 I would be glad to drive! http://videos.streetfire.net/iPlayer.aspx?fileid=51F08AD2-A549-43F0-AD1B-E91F288808EB

What a blast! One day I'll get to do that. Last time I was near the ring I was driving a rented Passat diesel wagon and felt it would be inappropriate to do a lap in that rolling chicane.