johnc

XRP Kevlar is good hose. Better then steel braid for most automotive applications but its expensive and you need a special crimping machine to attach and remove the hose ends. If the length, fittings, and clocking is correct for your applicaiton then its worth buying. But, on BIG caveat: Check inside the hose for debris. Metal shaving sometimes catch on the inner lining and are hard to remove. Later, in use, those shavings work loose and travel throught he engine. There are sonic testing and cleaning places that can make sure the hose is free of debris. Critical Operations in Santa Ana, CA is a company I've used before. Personally, I never buy used hose. I will resue hose that I've had from new and know its entire history but I'm not willing to risk an engine to save a couple bucks on hose.

I also have read (in an old Car and Driver article) that the rear semi-trailing arm mounts on the corssmember are relocated on the manual transmission Turbo 280ZXs.

One of my customers bought a 20B rotary from JPR Motorsports. I picked it up for him and had a look around their shop. Buttloads of various JDM engines (probably 300 to 400) on racks and lying on the floor. I did see a few RBs but I wouldn't know a 25 from a 26. I wouldn't have these guys work on anything of mine, but if they are just handling an engine I might be OK with them. JPR Motorsports 1250 E. La Habra Blvd. La Habra, CA 90631 562-690-9316 http://www.jprmotor.com FYI... their shop is about 1/2 mile from mine, so if you talk nicely to me I might go over and check something out for you. Beer helps.

http://www.pardonmyenglish.com/archives/2005/05/duty_honor_coun_1.html

Gives new meaning to the term, "courtesy flush".

http://braden.weblogger.com/2005/04/30

I'm hungry...

And the Italian version is being published, although I can't find a link to their offcial report: http://apnews.myway.com/article/20050502/D89RAH802.html

I was there in 2034.

You would only need to schedule one. Never a need for a second or an "annual" Time Traveller Convention. http://web.mit.edu/adorai/timetraveler/

Austin Bay (who has spent a lot of time over in Iraq) has the started on an anlysis of a supposedly leaked version of the US military's official investigation into this incident. http://austinbay.net/blog/index.php?p=293 The supposed leaked document is here in unredacted form: http://www.css-auth.com/Unclassified.html

And rear valance, LCAs, inside the wheels, and the interior...

I'll bring you a cup full of genuine Willows Springs dirt.

Those are corner workers standing on a little knoll on the inside of turn 3. It would be hard to actually hit them because, back in the day, there was a 6' berm that you can't see in the picture.

Yes, WSIR and they stopped running the track backwards after they put in the pit walls.

Two racing pictures from 1979. Now, here's a quiz: What race track is in the two pictures and why is scond picture unusual?

Moving eulogy Mike. Thanks.

Don't compare spring rates for a SCCA ITS prepared 240Z (regardless of coast) with those for a 240Z that does not have an 8 point cage installed. The 240Z chassis will start flexing with spring rates around 300 lb. in. unless efforts are made to significantly reinforce the chassis. A series 1 240Z will flex more then a late 240Z and 260/280Zs will flex even less. A welded in roll bar with a strut tower brace will allow 300 lb. in. in the rear. A full cage with a front strut tower brace will allow 300 lb. in. in the front. I know Keith ran front spring rates upwards of 350 lb. in. on Chet Whittle's ITS 240Z but I'm not sure how he got away with it. Maybe great cage design, maybe something else?

Done. Lots of times there are reasons for difficulties that are not obvious at the time. Something really good must be coming your way.

My preference, which really means nothing except to me, is for normally aspirated engines. Throttle response and a linear power curve are more important to me then just about anything else from an engine. I know its possible to tune a turbo engine to do both and the stock Audi 1.8T engine is a perfect example. But, all the aftermarket and modified L6, 2JZ-GTE, and SR20DETs I've driver give up throttle response and a linear power curve for big horsepower numbers. It makes the cars difficult to drive fast at a road race track.

Actually, that's not entirely true. What affects the rate of spin (from slow to snap) is the vehicle's rate of yaw. A MR2 is easier to get spinning and faster to spin then a Miata because of the polar moment (yaw intertia). Now, where the statement is true is that your spin at 100mph needs a lot more track width to catch and correct then a spin at 50mph. Faster hands does help but a slower reacting car (higher yaw intertia) helps as well.

Phil, you're safety chart numbers are BS. For example, from a Car and Driver road test of a 1970 Datsun 240Z (June 1970 issue). They stopped the car from 80mph in 259 feet. Let's move up to 1984 and a Car and Driver road test of a 300ZX Turbo: It stopped from 70mph in 191 feet. Typical stopping distances for today's vehicle, tire, and ABS combinations from 60 mph are under 150 feet. Typical braking Gs are over 1 and I've seen 2.2Gs in my highly modified 240Z. So, the Toyota (I think that's what it was) was spotted at 411 feet and let's say he was fired upon 1.5 seconds later at 279 feet. It finally stopped at 138 feet away which gave the driver 141 feet to stop the car from a speed around 60 mph. Entirely plausible. Maybe the driver saw the hand signals and lifted off the throttle? Maybe the driver started braking .5 seconds before the soldiers opened fire after seeing the hand signals? Maybe the road was on a slight uphill so braking was better then average? Maybe the drive had extensive accident avoidance training so he knew how to stop a vehicle? Ah yes, another conspiracy... EDIT: Looking at the numbers again it appears there is a 1.5 second discrpency between sighting of the vehicle and brake application. I'm willing to bet that the soldiers on the ground made a mistake regarding where they spotted the vehicle. I wonder how they matched up the time signature on the satellite imaging with the soldier's reports?

At least CBS is still keeping an eye on this: http://news.yahoo.com/s/afp/20050429/pl_afp/italyusiraqsatellite_050429162837;_ylt=Arjg3cLaI9SskuMfdpXZv8GsOrgF;_ylu=X3oDMTBiMW04NW9mBHNlYwMlJVRPUCUl

In all my years from selling avacados on a table in front of my home when I was five to $1M software implementations, I've run across people who don't really care what they are buying. Their biggest concern was the deal itself - the process of negotiation. Once you've identified that kind person in the transaction, do everything you can to make them feel that they are in control of the process. Put up a few roadblocks that they have to overcome (they like the challenge) but make sure they feel they are the winners at the end. Most of the time they will happily fork over the money and then gloat about how they "won". Let 'em. That's their whole reason for existence, to be the "winner" in the deal process. Don't let your ego or pride get in the way by trying to overtly control the process or obviously come out on top. Remember, your goal is to get the most out of the deal at the end while letting the "deal" person win the process.

Check for a clogged vent as posted above and also check for an air leak on the suction side that might be causing foaming.