johnc

The front Outlaw 2800 calipers bolt into to the stock mounting ears for the front discs, no bracket engineering needed. FYI... again, my rear brake brackets were designed on a computer and modeled for stress by Bill Savage, the guy who built most of Nissan's offroad race trucks and designed the uprights, and the suspension and brake mounts for the Nissan (NPTI) IMSA cars of the late 1980s and early 1990s.

I hadn't even looked at this thread until I saw the similar one on Corner Carvers. Here's my reply to Bob from that thread: Again, when it comes to brakes people tend to overbuild things like brackets. The rear brake brackets on my car were designed on a computer and modeled by Bill Savage (of T-MAG and NPTI fame). I even had a Brembo brake engineer look at the setup while my car was on the lift at Erik Messley's shop and he liked it (except for the Outlaw calipers). But, having said that, the only thing wrong with over engineering these brackets is weight. If the additional unsprung weight of .250" mild steel brackets is not a concern, then the ones that are the subject of this thread will work fine. BTW... 2024 aluminum brackets would be a MUCH better choice then either of these. That was the suggestion by the Brembo brake engineer.

Your understanding is incorrect. Go to Pep Boys, Autozone, or most any auto parts store and buy a Haynes manual for the 240Z and for the 300ZX you're thinking about and read up.

You need to be careful welding and make sure you don't add too much metal in one area of the diff and imbalance the unit. I've seen welders do that with the bolt trick and the customer ends up with a vibration at speed.

That's assuming there's no deformation of the floor structure, firewall, bulkhead, etc. A good friend of mine had a 1972 240Z with a full 12 point cage built by Dave Kent. When he put his 240Z end over end at over 130 mph his helmet hit the roof. He only suffered a mild concussion and attributes his survival to the design and fabrication of the cage by Dave, his Schroth 5 point harness, Cobra Imola 2 seat, and his Bell Kevlar full face helmet.

In many states a full roll cage is illegal on the street. Something about cracking your pumpkin on the roof bars.

You're on a 'dem commercial plane guys, huh? Lots and lots of aircraft are being built with tubular structures - think Ultralights.

Then you're a masochistic person...

Nothing to do with anything other then manufacturing cost savings. One of the tricks to get power out of the L6 head is to do a lot of work on 3 & 4 exhuast ports to get them to flow the same as the others. The ones on my N42 head built by Sunbelt are raised and reshaped. The header and exhaust gasket needed some work to get them to line up with the new ports.

Another thing to look it is how cars are classed for events like One Lap, OTC, etc. Maybe there is (was) a loophole in the rules that made that particular vehicle combination a class killer. For the 2003 OTC, DJ and the other Radical drivers realized that there was a two seat version of that race car legal for road use in the UK. Bammo! A legal, 1,400lb, 250hp, carbon fiber "road car."

Well... 1. An IS300 is a much nicer car for day to day driving. 2. There's no need to spend hundreds of hours and thousands of dollars fixing rust problems. 3. Much larger selection of aftermarket stuff. 4. Every single replacement part is as close as your Lexus dealer. 5. 4 doors and 4 seats. Questioning someone's choce in cars is like questioning a person's taste in wine and beer.

Tell him to send me an e-mail and I'll let him know how much 300 real NA horsepower costs in an L6.

With all the political, government, insurance, special interest, and soccer mon organizations doing their absolute best to eliminate the performance and fun from ALL vehicles, why would any of us choose to ridicule someone that's in our camp? I don't care if the kid puts a triple decker wing on the back of his Rodney King signature model Hyundai Excel - he likes cars and is an ally. Give him some props.

While wheel/tire weight is a big issue, SCC, Grassroots Motorsports, et. al. miss the reason that older vehicles generally handle worse with lower profile tires - shocks. A tire is just another spring in the suspension with a rate of 1,000 to 1,500 lb. in. depending (mostly) on inflation pressures. That sounds like a huge rate but tires respond much quicker then the suspension can. If you elimiate some of that response via higher air pressures (required for shorter sidewalls) you have to get back some of that response in the only other place possible, bump and rebound damping. If you don't get that response back, you get a car that tends to skate. (BTW... that's why your car will always stick better with the lowest air pressures you can run without "rolling over.") Modern performance vehicle shocks are designed with more compliance in bump and control in rebound. The shocks can respond better and provide the compliance necessary to make ultra low profiles work. Unfortunately for us older car owners, we're stuck with 1970's shock technology even when we purchase Tokico Illuminas, Bilstiens, etc. designed for our cars. The shock designers rely on the tires to provide the responce and compliance and build their shocks with too much bump and not enough rebound. Now, if you had, say, a set of Penske 8760 triple adjustbale shocks on your 240Z...

If its a street car, go with the 17s. 16s are better on the track due to tire selection and better compliance.

That's a huge tire for a 240Z. I'm running 25.2" tall tires on my car and I've had to raise the ride height 1" to retain suspension travel. But, then again, you're drag racing. Never mind.

Exactly. HybridZ is devolving. I think the moderators need to be more selective in what's allowed and where its posted.

There's so much more to horsepower and torque production then displacement. You cannot look at just one aspect of an engine. Since you're just learning about cars, I suggest you go here and start with the basics: http://www.howstuffworks.com and go to the Auto section. For a specific answer to your question go to: http://auto.howstuffworks.com/question381.htm

You need to stimulate it faster... faster... faster...

Perfect example: http://www.hybridz.org/phpBB2/viewtopic.php?t=23168

No. Reassemble them exactly as they came apart.

Around $300 is the normal price. If you can get it done for $230, go for it.

Bosch platinum plugs and some octane boost.

Wonder why nobody is thinking about CIS? There are tons of KE-Jetronic systems out there on Mercedes 6 cylinder vehicles from the 1990s and they are simple, trouble free, and relatively cheap. You can find very sophisticated untis (like KE3 and KE5) on the 300SLs of the 1990s. Almost any CIS system has about a 50% reserve capacity built in. That means you can increase air flow through the engine 50% and the stock system will deliver the correct amount of fuel. Hot rod Golfs normally run the stock KE-Jetronic system until the get over about 170 horsepower. Porsche ran the stock KE-Jetronic system from their Turbo engines on the 956 GTP cars. When they went to the 962 they just added a complete, second stock system and the dual setup metered correctly.

Was done in many cars up until the middle 1930's. Go buy yourself an old Model T.