John Coffey

The "roll cage" main hoop uses crimp bends. Not legal with any race sanctioning body except maybe some local circle tracks.

Funny, just this morning I found the set of Hydlar (Nylon 6/6 and Kevlar) offset inner rear LCA bushings I used to run on my BSP 240Z. They are not serviceable after 10 years in the car (a couple small cracks) but I'll check with my machinist to see how much to duplicate a set.

C pillar cracking is common in 240Zs that have road raced or autocrossed. Suspension loads into the chassis from race tires and big springs are orders of magnitude greater then the torque from even a well built V8.

This is kinda funny. An owner of a 311 worrying about body flex in a S30... :-)

Don't know, never had one in my hands.

More IMHO stuff: Tokico Springs The Advanced Handling spring kit for the 240Z has progressive front springs that have a working rate of 140 lb. in. and linear rate rear springs at 165 lb. in. This is fine for a basically stock 240Z and its what Tokico designed the spring for. I consider these stock replacement springs. The Advanced Handling spring kit for the 260/280Z has linear rate springs front and rear with rates of 185 lb. in. front and 200 lb. in. rear. These can also be used on the 240Z but you will most likely have to cut coils to get the ride height where you want it. I consider these (and the Arizona Z Car springs) the first level of spring upgrade for the S30. Eibach ProKit Springs Progressive front and rear with working rates estimated at 150 lb. in front and 175 lb. in. rear. Again, these are fine for a basically stock 240Z I consider these a light "sport" upgrade. Coil Over Springs Hypercoils, Eibachs, etc. in 2.5" diameter. Rates available from 150 to 2,500 lb. in. in 25 lb. increments and lengths from 5" to 18". For our discussion we are looking at a rate range from 150 to 450. For any spring on a S30 from 150 to 250 lb. in. you'll need a 10" tall spring to keep from coil binding on a big bump or long corner. From 300 lb. in. and above an 8" tall spring works fine. An 8" tall 150 lb. spring as part of a coil over kit to clear big tires is a bad idea.

Since I was mentioned, let me add some information: Spring Rates and Shocks The rebound damping in a shock is closely tied to the spring rate. Shocks, even if they are adjustable, are designed to work within a specific range of spring rates. For our S30s the ranges are: Tokico HP - stock to 200 lb. in. Tokico Illumina - stock to 250 lb. in. Tokico HTS (D-spec) - 150 to 300 lb. in. Koni 8610-1437 - 225 to 400 lb. in. Koni 8611-1259 - 225 to 400 lb. in. Shock Adjustments Shocks control chassis and suspension movement in two directions: bump (compression) and rebound (extension). They do this primarily through internal valving which in the case of the Koni shocks is rebuildable and can be modified. The valving in some shocks is adjustable (within a fairly narrow range) externally without disassembly. These external adjustments affect high speed compression and rebound and some very expensive shocks (Penske, Ohlins) allow adjustment of low speed operations. Here's a summary of what the external adjustments affect and my opinions on each: Tokico Illumina (5 settings) - A linear increase in compression and rebound damping from setting 1 to 5. This is typical of a street performance shock where the car is sprung near stock rates. The increase in compression damping helps give the car a tighter, more responsive feel at the expense of compliance and grip (on bumpy surfaces). Tokico HTS (7 turns) - A linear increase in rebound damping with a very shallow increase in compression damping. Much better when higher rate springs are used that better control the sprung platform. Compression damping doesn't have to be used as a performance crutch for soft springs. Koni 8610-1437 (2.5 turns) - A linear increase in rebound damping with no change in compression damping. Even better then the Tokico HTS for the reasons listed above. Koni 8611-1259 (2.5 turns rebound and I forgot how many clicks on compression) - Double adjustable so that compression and rebound can be adjusted separately. The best of the off the shelf shocks for the S30 and really only used for racing.

We can argue the logic behind the Nissan/Datsun name issue but since we're really talking aobut marketing, logic has little place - marketing's primary appeal is to emotion. Nissan US marketing was very successful building brand recognition and loyalty around the Datsun name here in the USA. Probably more successful then Nissan Japan really wanted. Lots of people (my mom included) thought that Datsun had been bought by Nissan and went shopping elsewhere because of the "uncertainty" over the new name. It was pretty cumbersome to see cars badged "Datsun/Nissan" for a year or two then "Nissan/Datsun" for another year or two, and then just 'Nissan." Was the pain associated with name change worth it? I can't answer that.

The correct term is "side axle" although stub axle is often used. Disregard the information I gave you above. What you have are side axles that fit in an R200 differential out of either a 280Z or a 280ZX.

When you use the term "stub axle" are you referring to the side axle that pops into the differential or the stub axle that's mounting in the hub on the strut?

It all depends on the tenor or tone of the message board. What's considered rude here might be very polite on Corner Carvers.

http://www.classiczcars.com/forums/showthread.php?t=34376

Jeez guys. Use the search function.

No and you're not driving a normal car anyway.

Heh... still don't need a steering rack, tie rods, or lower steering column to get perfect points in the Engine and Body sections.

Stop calling me Shirley... :-)

240Z stub axles have a 25 spline section for the companion flange and the 280Z stub axles have a 27 spline. 280Z rear control arms noticeably stronger on each end where the lateral arms meet the inner shaft and the outer eyes.

Craig at Taylor-Race specifically told me not to use shockproof in the Qauife's I ran. I did run it in my dog ring sequential trans. I saw generally hotter rear housing temps (measured with a IR gun) when running the Quaife then when I ran a clutch pack LSD. The temp measuring wasn't very consistent or scientific but the difference was enough to notice. Diff fluid is cheap.

You can also try Taylor-Race Engineering in Plano, TX. They're on the web and know a bit more about racing then Quaife America. FYI... I've run both the Quaife and various clutch pack LSDs. As long as you're willing to run the rear suspension soft the Quaife will work great. But you still need a cooler because the Quaife will generate more heat in the fluid then a CLSD. Oops, I forgot you're running ITS. Whichever diff you run, change the fluid after every event and Redline 75W-140.

Being fast at this level has more to do with the driver then the car. I can't help there because I'm a mid pack guy at best. I just take credit for helping Toby make a platform that stay's out of the driver's way and let's talent shine. I'm sure if you two traded cars the results would be the same - this year talent won. BTW... Did you have to get a bigger shelf to put all these trophies on? :-)

OS Giken is planning on displaying their TC24- B1 engine in their booth at SEMA this year. They have been talking about making a limited run of that engine again for those that might be interested. Think six figures if you want one. FYI... The TC24-B1 was not just the twin cam head. It including intake and exhaust manifolds, linkage, carbs, pistons, rods, timing chain and tensioner, and more. They also made a four cylinder version called the TC16-MA2.

Fan blades only bend after they hit something.

Levels of prep are similar. Its the start of a new class and of a new philosophy in Solo2. There's some discussion of competition adjustments being used in STR to level the cars out but no firm commitment yet. The advocates of a specific car need to build for the class, compete, and then lobby for adjustments. If the 280ZX is your passion and you want to compete in this class, build the car to the rule limits and bring it to the Nationals next year. That will provide a basis for efforts to get some kind of competition adjustment. FYI... SCCA does not guarantee all cars classed will be competitive. They just guarantee a place to compete. Its taken 7 years to get a Solo2 class where the 350Z has a good chance to win. It won't be an easy effort and will take a couple years but it can be done and there are at least 5 national caliber drivers building the car for next year. The 280ZX and 240Z need that kind of effort if they want to be a player.

STR is not just for Roadsters. That nomenclature is obsolete. http://my350z.com/forum/autocross-road/441838-rumor-350z-classed-in-solo2-str.html The 280ZX may be competitive locally but won't stand a chance Nationally against a lot of these cars: Eligible vehicles are: - Honda S2000 - Mazda Miata (except Mazdaspeed) - Mazda MX5 Miata (’06-‘09) - Toyota MR2 (non S/C, non-turbo) - Toyota MR2 Spyder - BMW Z3 (non-M) - BMW Z4 (non-M, non-turbo) - BMW M Coupe & M Roadster (1998 to 2000) - Mazda RX7 (non-turbo) - Porsche 924 & 944 (non-turbo) - Porsche 911 (1984 to 1989 Carrera 3.2) - Porsche 968 - Pontiac Solstice (non-turbo) - Saturn Sky (non-turbo) - Datsun 240Z & 260Z & 280Z & 280ZX (non-turbo) - Nissan 350Z

Wedge lock washers in stainless: http://www.mcmaster.com/#lock-washers/=3kks1i