johnc

Exactly. You can also screw up a individual TB setup by installing a poorly designed cold air box or the turbulence within the closed engine bay could be screwing up intake flow on the same setup.

I have no idea what this sentence means.

Bone stock 240Zs, fully equiped are around 2,400 lbs. Bone stock 280Zs fully equipped are around 2,800 lbs. The additional weight is in more then just the bumpers. Thicker and more sheet metal, thicker and stronger crossmembers, thicker strut tubes, heavier diff (if an R200), and more creature comforts. The 400lb weight difference remains basically a constant if both vehicles are lightened for racing. The 240Z can get down to 2,200 and still be street legal while the 280Z can get down to 2,500 to 2,600 in the same basic configuration as the 240Z. The SCCA requires the 240Z to weight 2430 lbs with driver when racing in ITS and they require the 280Z to weigh 2730 with driver. Its easy to get a 240Z down to its weight minimum and hard to get the 280Z down to 2730 in race trim (with roll cage, etc.)

Try "handling" Try "weight" Try "reinforcing" Also, spend some time reading the threads in the "Brake...Chassis" forum. Your question isn't something that is just summarized somewhere electronically or in someone's head. You'll have to do some research.

With some of the more sophisticated windage setups in dry sump engines you do get close to sealing the crankcase into sections under each piston (or combination) between the crank throws. But, I seriously doubt anyone this board possesses such an engine.

Not a good idea for a track car. Moving the TC rod pivot forward and shortening the rod makes the static caster number look better but the dynamic caster number is much worse because the shorter rod describes a greater arc. You lose the built in negative camber gain in bump that's built into the 240Z fron suspension. You can also significantly increase stiction (at the lower control arm bushing) which reduces compliance. If anything, move the TC rod pivot back and lengthen the rod.

IMHO... Coil overs are not worth the time and effort for a moderately modified street driven Z. You won't really see a handling improvement (at the 8/10ths limit that street cars are driven) over some of the stock diameter spring kits out there. Your money is better spent on bushings, shocks, anti-roll bars, etc. That being said, many folks install coil-overs for asthetic reasons to fit wider wheels and tires. Ross Corrigan, a regular on this site, has a complete kit to put coilovers on a Z and if you're not planning on lowering the car more then 2" then you won't need to section the struts. A Midas shop "should" be able to handle the install if the struts don't need sectioning.

Take the cover off and look inside.

Thanks Tim. Your car looks great.

Worn throttle shaft bushings. The shaft is moving around more then it should. Replace the throttle shaft bushings.

The bigger the air gap the better. I would run the headers no closer then 1/2".

Many drag racers design the oiling sytem to pump all of the oil out of the crankcase into the valve covers by 2/3s track so there is no windage as the car goes through the lights. Its even recommended by Chevy for some of their drag race only crate motors. I posted a quote from the Chevy guy in charge of the crate motor program a few months ago somewhere on this board.

Wow! Can't wait to see it in person.

Exactly! But, having run a software company for a long time I can tell you that there are millions of potential customers that have no idea what theya re trying to do. And they get pissed when you try to educate tham. And Mike, I agree with your post, although I've had good luck with other MSA employees.

Shoot! Look at Doug's writeup for the 2003 OTC. Unfortunately mine was the only Z that showed up.

I use Capital as a generaic term for an asset. That asset may be cash in your mattress, equity in your home, Microsoft's billions in reserves, piles of bond certificates in a safe deposit box, goodwill from an acquisition, etc. Its the other side of the "debt based economy" that you're discussing. I prefer the term "Capital based economy" but, in essence, we're both referring to the same thing. I was just wondering why you used a more negatively based term. Its unusual and there must be a reason you went to the effort. FYI... I'm just curious, not trying to make any judgements or put you on the spot.

I've always had good dealings with the folks at MSA. But, I race with Sam, Kurt, and Kurt's son Kyle and ran MSA's logos on my 240Z for a long time. Ultimately, like any business dealing, it comes down to individual relationships. And I disagree with the concept that the customer is number 1. I feel that employees are number 1 and are the most important contributor to a company's success. Customer are number 2. Although it would be a very difficult choice and I would do everything I could to avoid it, I would rather lose a good customer then a good employee. And before you guys start flaming me, remember back to when your boss wouldn't back you up when a customer was wrong.

Aaahhh Grasshoppah. Things not always as seem. If you did a section through that area you would see that the cowl is shaped like a triangle with one side being the firewall/hood latch. If you build a mount that spans this base and ties into the other two side of the triangle you end up with a very strong mount. Most people don't notice the line of spot welds on the firewall about 4" down from the top lip. Once you have a strong mount in the center, the forward braces are at a much better angle to counter any fore/aft and twisting of the strut towers. Check out the firewall mount from my car: http://www.hybridz.org/phpBB2/viewtopic.php?t=7326

Yeah, I'm the guy in the HybridZ shirt checking tires pressures for Bryan. That was at Las Vegas during the 2002 OTC. FYI... wearing a black shirt in 100+ degree Las Vegas weather is stupid, but I was down to my last clean shirt after 7 days of racing. The front suspension of the NSX is very different. Its well thought out and well designed but to take it racing you spend a lot of money replacing the rubber. I spent many hours under Doug's car helping Erik prepare it for that event.

You use a pejorative term to describe Capital. Why?

Some of you guys sound so, so, so... French. Caveat Emptor works both ways. Use your purchasing power to add weight to your opinions.

Sounds like the ace Chinese mechanic (Sum Ting Wong) has been working on your suspension. You're using shocks for something other then spring control. I once mistakenly ran my rear Tokicos at 1 with 300 lb. in. springs on a long, bumpy autocross course (Lone Pine). Both shocks lost 50% of their rebound control after only two runs. The piston seals failed.

You might want to check you're alignment front and rear. Early Zs are affected by crosswinds and 40 to 55mph is a pretty big crosswind.

You have 300 lb. in. springs and you're running Illuminas? At 1?

You're right, Synchrometer...