johnc

Honestly, I don't think you'll see much of a difference. Changing a vehicle's weight distribution does affect handling - it usually makes it worse until adjustments are made to account for the change (springs, alignment, etc.) Granted, the weight distribution changes we're discussing are only a few percent so the "stock" 240Z suspension might mask the affects. My prediction - the engine configuration that most closely matches the stock weight distribution will be the best handling. As a magazine article it would be interesting reading but I don't think it would provide any real information. Kinda like the GRM article about a Honda Odyssey mini-van beating a Porsche 356 on an autocorss course. If you do run the comparison you'll probably want more then 1 driver. I'd be happy to do this (I have no dog in this fight) and I can probably talk Bryan Lampe into driving too. He's a Cal Club ITS regional champ and works for bread and Red Vines.

Uuuuuhhh, if your bump stop is impeeding shock shaft travel, you've got other problems.

There was a link from Drudge Report that went to an article on sfgate.com. http://www.sfgate.com/cgi-bin/article.cgi?file=/chronicle/archive/2003/09/18/MN253560.DTL

From our esteemed ex(hopefully)gov: "My vision is to make the most diverse state on earth, and we have people from every planet on the earth in this state. We have the sons and daughters of every, of people from every planet, of every country on earth," he said.

A lot. My guess would be about $1,200 per corner including the remote resiviors, Hyperco springs, etc. ($4,800 for the whole car). This is a race only application and not a street setup like the Spirit stuff pictured above. Erik would be able to give you a more precise quote at the number listed above.

That pump isn't listed as a Bosch Motorsports application. You'll probably have to find the specs from a Porsche manual.

Any time you change track width you change handling. The Pontiac ads are right, "Wider is Better." Swapping from a .250" wide to a .500" wide spacer on the front of my 240Z is noticeable on a race track. But its something you would not notice driving on the street unless we're talking about inches of track change. You're comparing apples and oranges. You handling issues probably have nothing to do with the wheels unless they are broken. Look at the basics on your car (everything tight? everything in good shape? alignement correct? good tires? proper air pressures?)

I've got the measurements for a custom C&R crossflow radiator that includes a big Niagra heat exchanger on the right side if anyone's interested. You do have to re-route the coolant hoses.

The only place to get the Penskes for a 240Z is through Erik Messley at EMI Racing - 714-713-9096. Tokicos are famous for having too much compression damping so that may also be contributing to the banging.

Let's just wait and see how much a rare bearing costs after its shipped over from Japan. This might end up being the world's most expensive Nissan diff. I guess I'll call Les tomorrow.

John, From your picture it looks like you autocross. That's really hard on small diameter clutches especially if the organizers run the grids incorrectly. To save my clutch I push the car in grid and lag a bit in line before moving forward. I also winch my car onto the trailer. Track stuff is much easier on clutches then autocross.

That spindle pin (transverse pin) will give you hell. Forget you're 4pm appointment today. I suggest you just take the whole thing to an automotive machine shop with a 20 ton press and have them press the spindle pins out.

The flexplate was from Quartermaster. I just told them it was for a Nissan L6 and they provided a flex plate in the stock flywheel diameter with the correct ring gear. Lots of road racers run this clutch/flexplate setup (think GT2 through GT5 in SCCA) Taylor Race Engineering builds about 20 Quaife sequentials a year for the Nissan road racing crowd. A single disk 7.5? I don't think you have enough clutch. I'm borderline with a double 5.5 and I've got 305hp in a 2285lb car. They have a few standarsd gear ratio sets which you can pick from, but if you need something special it will cost you more. The transmission is based on the European Ford Sierra and is good for 300ft.lbs of torque. Its length is within .25" of the standard Nissan Type B 4 speed and the whole unit only weighs 10 lbs more then the Nissan 5 speed in our Datsuns. I'm running the following ratios: 1st - 2.39 2nd - 1.69 3rd - 1.22 4th - 1.0 5th - .87 and a 4.38 rear gear for track and 4.65 for autocross.

Flexplate.

No at all! The diff itself is fine and the whole unit (being an R190) is ultimately worth more then what you guys charged me! But I ain't sending you any more money...

I have the Quaife Sierra Rocketbox 5 speed sequential in my 240Z from Craig Taylor (Taylor Race Engineerning in Plano, Texas). Including the digital gear indicator, aluminum case, dog rings, and straight cut gears, it was about $8,100. Add in $1,300 for a Quartermaster double disc 5.5" diameter clutch and its worth every penny when you're banging up through the gears as fast as you can pull the lever.

Actually, the "best" coilover choice is the Penske setup offered by EMI Racing, but they cost more then 80% of the HybridZs (the entire car) on this board if you go with double adjustables. 95% if you go with triples.

That's exactly it!

I think this is more an emotional decision then a rational one. As you've said, you prefer the sound of a V8 over the L6. Do you prefer the sound of a high revving V8? If so, go with the 302 and build it so you can easily turn 7,000!

The 8610s are for front and rear. That's why you need the spacer in the rear struts. And, as Amir learned, grinders are not good things to have near shock shafts...

For those few that have the above diff, one very specific bearing (NTN 323/28C) is NLA in North America and Europe. Its taken me and Carl at Unitrax 3 weeks to locate a few of the remaining 323/28Cs at NTN Japan. I have yet to find out how much they are going to cost. Alex and Dave, that diff I bought from you guys was a NISMO Japan R190 with a two pinion (street) LSD. Its not the same as the Nissan Motorsports USA R190. That's why it looked funny to me and its been hell getting the thing rebuilt. Had to make two special tools and there are no casting numbers on the case, no part numbers on the R&P or the LSD itself. What car did you say you found it in? Who owned it before?

Triangulating the front strut towers to the top of the firewall mostly solves that problem. The firewall itself doesn't flex, the sheet metal structures forward of the firewall do.

Well... all the housings I have are K code (including the truck ones) but I always install either a Quaife or Nissan Motorsports LSD so that probably solves my bolt in problem.

I've always wanted a 968 (actually I really want a 928GTS). Nice cars but a Porsche dealer mechanic friend says its at least a grand (no matter what you're getting done) everytime you roll it into the shop.

> How? What loading do they see? The 240Z chassis flexes up and down like a hinge at the base of the firewall and at the base of the bulkhead behind the seats. The C-pillars often crack at the welded joint about halfway up their length from the rear flexing. By mounting the roll bar main hoop on the floor pan as close to the rear bulkhead as possible and then bracing it to the top of the strut towers you effectively eliminate that flexing.