johnc

Or Greg's car at the Runoffs:

Its been done:

Pull as much weight off the car as possible. At a minimum pull the engine, trans, diff, and wheels/tires. If it was a brand new 240Z I wouldn't worry as much, but these cars are 40 years old so they are probably not as strong as they used to be.

You'll want shorter primaries for a turbo header. As short as possible.

Please work on your grammar and spelling.

Download the FSM.

Wurth SIG 3000 works very well.

I'm an idiot today. Please ignore me until tomorrow. FYI... bumpstops = good!

They are not required. You're better off relocating the inner LCA mount in the crossmember if you want to reduce steering kickback.

35 lbs per wheel! That's very heavy. Add 20 to 25 lbs for the tire and you're at 220 to 240 lbs. just for wheels and tires.

Here's the sales brochure: http://www.osgiken.co.jp/tc24/tc24.pdf

Get them as tight as you can with the box wrench.

And I found my Mitchell data set for the E36 is fucked. Haven't run it in a few months and now its all woogy running on the latest service pack for XP. I'm looking for a good backup but for now I've asked a friend to go measure his car.

Now that you've found the right stuff? Do I need a bigger spoon?

Metric shims (spring steel is very hard): http://www.mcmaster.com/#standard-shims/=gkv5ol Metric hardened washers: http://www.mcmaster.com/#standard-flat-washers/=gkv6dn

No charge. Just bring the wine in June. Ship it to the Kereru Rd. address?

Do you want me to send the parts to you or wait until you get here?

Off the top of my head... Front 1. Offset spring and shock axis to reduce friction/bind in the MacPhereson strut. 2. Minimal scrub (2.5mm with 205 width tires). 3. L shaped LCA decouples lateral rigidity from longitudinal compliance. Lateral loads go into the pivot ball joint wile longitudinal loads create a rotation around that ball joint from the rear bearing compliance. Reduces rolling resistance, reduces NVH, and still maintain good braking control and lateral stiffness. Rear 1. Multi-link that decouples the longitudinal load path (trailing arm) from lateral load paths (two angled lateral links). 2. Shock and spring laod paths are also decoupled. 3. Positive compliance - Toe in under braking, toe in under lateral (compressive) loads. 4. Multiple adjustments. 5. No roll steer and good compliance. 6. Good braking pitch axis (anti-dive) with the front trailing arm mount below the wheel center line.'

That's a buttload of work. I work on both and can see the temptation.

$33K and the driver's seat is beat to hell? C'mon dude, spent $150 and get it recovered.

My racing 3L with 13.6 to 1 CR made 275 ft. lbs. and it was built as a flat torque curve L6. 300 ft. lbs. is pretty frickin' good!

Trade you two for a bottle of wine...