johnc

Gas with 135 amps is fine. Forget the gasless (flux core).

Funny, was the driver of the car named Dennis and did it have the word "Centipede" on it somewhere? Sounds exactly like a car I worked on with Erik a few years ago. Looks like a rolling hot dog stand.

Actually, I did reply but its not here. I guess I forgot to hit a button. Anyway, don't compare spring rates or "feel" from one model car to another. Its irrelevant. Regarding the springs hanging loose, its normal for a coil over setup and is not a problem unless you get the car airborn. Make sure after jacking or putting the car on a lift, that you pause and amke sure the springs are seated int he upper spring perches. You can also buy helper springs that will keep the spring located properly.

The forces involved and the ride quality designed into the car. Expansion (rebound) is controlling the force of the compressed spring as it is expanding after being compressed by a bump or from body roll. Compression (bump) is controlling the rate of spring compression as a result of hitting a bump or from body roll.

Early R180 ring gears have a 110mm center while the laters have a 115mm center. The later is preferred mostly due to availability.

Terry, Looking at your picture I noticed something... Check to be sure, but you'll most likely need to space your rear anti-roll bar back about 1/2". The ST rear mounts will bind the rear suspension if the pillow blocks are not moved back a bit.

Boy, that's a scary statement! You better find out. You'll need at least 150,000 psi of strength (Grade 8 or meteric 10.9). If the supplier can't give you this information, look around some more.

As Jamie said, designing a proper structure is more important then material thickness. A mount that's just a flat strip or plate of steel behaves like a spring. To reduce that behavior you have to significantly increase its thickness. Adding a rib or sides turns the spring into something structural and reduces the material thickness requirements. I've built various mounts using .080 mild steel plate and .125 6061 aluminum plate. As long as a proper structure is built, you can use thinner material and save weight.

OK, Econ 101. Griggs Performance calls Willwood and orders 500 calipers. Modern Motorsports calls Willwood and orders 4 calipers. Who do you think will get the better price?

I've been keeping pretty close track of Datsun Z sales on eBay because I'm planning on buying a nice street 240Z sometime this summer. From e-mails I've been trading with sellers it appears that about 1/2 the deals that close on eBay fall out because the buyer backs out. They sellers often offer a second chance to the next highest bidder and most of those don't go through either. So, the prices we see aren't the prices these cars are selling for - if they are selling at all.

The pricing makes perfect sense to me. There are how many gajillion Mustangs out there? How many Zs?

Your first step should be to get your stock brakes working properly. For a street, drag racing, autocross, and occaisional track day use you really can't beat them for the price, light weight, balance, and effectiveness. EVERY car owner that takes their car on a race track complains about their brakes. And most car owners do exactly two things about the problem: 1) nothing and keep complaining, 2) whip out the checkbook and upgrade. BS. Yup, almost 7 years of experience in a 240Z. The most important thing in any brake setup is balance. Getting the rear brakes to do as much as possible under hard braking without locking up before the fronts is the key to an effective brake system. Balance, balance, balance. I would focus on that one point in ALL of my discussions with any brake upgrade vendor. FYI... I couldn't find a complete brake package (Back in 1999) that would give me the balance I wanted. I had to mix and match parts and throw out the brake booster and Nissan master cylinders in favor of dual Tiltons.

http://www.mcmaster.com Page 2979 Threaded Studs - both ends threaded (thread lengths different) - Metric black oxide coated - 125,000psi strength.

I haven't seen a windage tray per se on an L6. Most run the crank scraper/tray that comes with the Nissan Motorsports (DP Products) oil pan which, technically isn't a windage tray because it doesn't fully follow the crank throws. They do release some horsepower but they are installed mostly to reduce aeration of the oil. They are only effective at higher rpms and are not a must do install.

I bought Ernie's (RacerX) 1977 810 a little bit ago with the intention of putting a Turbo L6 in it. Circumstances sent me in a different direction and I just drove the car for a while. A local kid kept bugging me to sell the car to him and I finally did a few months ago. I also sold him a F54 block and a N42 head which is being rebuilt right now.

Holy crap Batman! About a month ago I gave away the headlight covers that I had on the ROD! Man, I can price race parts down to the penny but I'm obviously a moron when it comes to the OEM stuff.

Ah, now we see the violence inherent in the system. Shut up! Oh! Come and see the violence inherent in the system! HELP! HELP! I'm being repressed! Bloody peasant! Oh, what a give away. Did you hear that, did you hear that, eh? That's what I'm on about -- did you see him repressing me, you saw it didn't you?

Dang! Dan's in the red!

Oops! Now its back. Owen, $5 or your green dot swims with the fishes!

Dang! Where did it go Owen?

We've been patient, but that's got to be one of the dumbest questions I've seen asked. What do you think?

I'm thinking there are a number of various anti-aircraft "systems" all around Washington DC. And Phalanx is not a system I would trust after talking with one of the GD test engineers who certified the system way back when. It failed 500+ tests in a row and when it finally worked on the 5xx test they certified the system without any further tests. Then the Iraqi's put an air to surface missle into on of our frigates while the Phalanx system as supposed to be protecting the ship.

The F16s couldn't escort them because of the speed difference, they were just trying to get the pilot's attention. It took three very close passes by two different F16s dropping flares in front of the Cessna to get the pilots to realize something was up. A Customs UH60 helicopter then met up with them and directed the plane to a landing. I've ridden in a C150 and a bird flying close by gets your attention. I don't know how they could possibly miss one F16 dropping flares passing in front of their plane, let alone three.

No joke. I'm a welder and abandoned the computer geek stuff years ago.

And that's one of the big problems with the Pinto front suspension. Most installs I've seen use the standard rack which is too narrow causing bumpsteer problems. One install I looked at yesterday (on a 1967 Mustang) had the inner tie rod pivot 2.5" in and 2" above the LCA pivot.