johnc

Its looking real bad for Kofi and the UN: http://www.nypost.com/news/worldnews/21074.htm http://online.wsj.com/article_email/0,,SB110185330853087227-IZjfINilad3op6mZHyJbaWIm4,00.html http://abcnews.go.com/International/wireStory?id=285035 And, surprisingly, its also starting to look bad for Bill Clinton: http://abcnews.go.com/WNT/story?id=295926&page=1 http://www.dailystar.com/dailystar/relatedarticles/43738.php

Thanks. From my years on SR20.net I thought 200hp was about the limit. I was hoping that folks had figured out a little bit more since 1998. Looks like my customer will have to take the 300lb. hit and run a SR20DET.

If you're not going to re-use the springs, I've found a plasma cutter works as a spring removal tool.

http://www.odcmp.com/ http://www.nrahq.org/compete/highpower.asp

Kind of a related question from a customer of mine: What kind of horsepower can be made from a NA SR20DE? Its for a specific racing class and you get a 300lb. weight break for a NA engine.

Vaginal Wart = Fujiwara (wisteria fields) Miharu (beautiful clear sky). I don't think so...

This has got to be the biggest automotive scam I've seen yet... http://detailshere.oceancitynetwork.com/ A hologram can do all that AND cut you're 0 to 60 times by 23%!

http://www.carchemistry.com/powersqueeze.html That's funny! These kind of things have been around since the 1930s and I thought they had fallen off the map. Like WC Fields said, "There's a fish born for every hook."

That's one of my driving goals - The Ring in a 996...

But the big question would be, is there enough torque below 5,000 rpm? My car could pull up close to 150mph with 284 whp but I was running a 4.38 rear gear and a custom, close ratio transmission that would only see a 600 rpm drop from 4th to 5th (7,500 rpm to 6,900). A stock transmission that would drop the engine below its torque peak would probably see equal top speeds in either 4th or 5th gear and would most likely see a higher top speed in 4th gear. I'm not saying the turbo car won't see 140, just trying to show how hard it is to really go fast.

One thing to think about (and a lot of this depends on your horsepower levels) is that a single 3" exhaust doesn't limit power as much as some think. I just finished a 3" single exhaust on a 1995 SCCA T2 Camaro 1LE and it picked up 15 whp over the dual 2.5" exhaust that was on the car. It puts down about 315 whp with a basically stock LS1. One of the keys was a properly designed merge collector that brings the factory 2.25" pipes together in a 6" merge with a 12" cone going from the 2.5" collector end to the 3" exhaust piping.

Yes, that's probably correct. Remember, the LSR guys are accelerating from a dead stop on a low traction surface (dirt, salt) so they have to go easy on the throttle. LSR record attempts are made on a measured course and at the lower speeds (like we're talking about here) they run on something called a "short course." They don't have 5 miles to accelerate up to speed. Its more like 1 mile, then the speed trap.

The chassis loads from a strong engine don't come close to the chassis loads induced from hard cornering on sticky tires. Putting 500 ft. lbs. through the driveline of a 240Z in straight line acceleration is less then half the load the chassis will see in a 1.2G corner where you see 1.2 times the vehicle's weight leveraging the chassis through the struts and control arms on one side the vehicle. If the chassis is setup correctly, traction isn't as big an issue. I ran 320 hp with a very well setup chassis and, on most corners, I could have my foot pretty much to the floor just past the apex. At one event I was on the track witha 425 hp SR20DET Z and I could easily and repeatedly pull away from that car on corner exits and carry the lead all the way down the straight. Handling, on a race track, is much more important then horsepower. You need handling to put the power down.

Owen, Shop for a used variable speed drill press. I puchased my used band saw locally after spending some time searching used equipment here: http://www.surplusrecord.com/

We (the moderators) go back and forth on this question all the time. Its a good idea but doesn't get implemented because none of us have the time. So far there haven't been enough bad first posts to require the committment. Hopefully, it won't happen at all.

Earlier this year, in response to my constant (friendly) challenge to the V8 HybridZ guys to put up or shut up, someone posted a link to a guy (or maybe it was a member) who was able to match the local ITS lap record. It will take some searching but I think it was part of a thread about improving brakes after a lapping day at Texas Motor Speedway. Here in SoCal the ITS lap record is down to 1.33.xxx at Willow Springs which is generally considered a horsepower track. A BMW E36 now holds that record but it was held for years by Rich Maloney in a 240Z running 1.34.xxx. At the Z Car Nationals (which ran at that track last June) there were very few Zs of any type running that fast - a few of us had snuck stop watches in and were timing cars in the 3rd and 4th run groups. Granted, in the 3rd run group it was almost impossible to get a clean lap so some of the fast cars there never got chance to shine. The best times in the 4th run group were high 1.27s.

ITS 240Zs do just fine road racing with 200hp. The issue is never the power (unless you're Shuie, Donahue, Gurney, Earnhart, etc.) and always the driver. There's only one V8 Z that I know of that can equal the ITS lap record at a race track. Again, all you need is about 200hp to do the above regularly. With 300hp you should be able to beat Z06 Corvettes and Vipers regularly.

As I predicted much earlier in this thread:

Went with a set of Carillo's on my NA 3L that made 320hp. Checked the rod bearings and rods after 15 hours of racing usage (constant 6,000 to 7,500 rpm running) and everything was perfect. Stock rods at that power and usage level would have lost a rod bearing at the 5 or 10 hour mark. If you want my Carillos, you have to buy the crank, pistons, block, comp oil pan, etc. with 'em. http://www.betamotorsports.com/products/SunbeltL6.htm

FYI... another fabricator that has an outstanding reputation is up in your neck of the woods: http://www.tcdesignfab.com/ I've raced against Tony and he's a nice guy.

Sounds like most welders/fabricators. They (me?) spend a lot of time alone thinking about things and there's no one around to tell them their thoughts are out of whack. Absolutely the best welder/fabricator I know starts any answer to a question I ask him with, "You're just a f***ing idiot." But, he knows his stuff and I've learned a bunch from him. Also, I've told him he's a f***ing idiot a few times and he's agreed with me. So, sometimes giving as much as you get works.

Does the sound change (frequency increase) when revving the engine with the clutch in? Could be a pilot bearing problem. Are you running the bronze or the roller pilot bearing?

I don't want to be a dick (go ahead and call me one anyway), but go back and re-do that weld in picture #2. I like how you've positioned it.

The stock and most aftermarket S30 wheels are spec'd with zero offset. You can run negative offset but it tends the exacerbate the inherent bumpsteer problem that already exists in lowered S30s. Search this site using "bumpsteer" and you'll learn all you ever need to know. Thanks. I probably won't be offering offset front and rear control arms because I'm one of the grumpy old guys that feel there's no need for them. Besides, the parts Dave sells at Arizona Z Car are good and I probably couldn't improve on them in any significant way.

With about 250 horsepower (or more) you'll love it! Plus, you'll stand out from all the other cars running and that L6 will sound better then most any other engine out there. But, that's just one person's very biased opinion...