John Coffey
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Everything posted by John Coffey
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Check your motor mounts.
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Wouldn't work. Freeze plug counts are different.
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Exactly! Tire compound is more important then tire width.
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Coil overs for a 280Z are the same as for a 240Z except the threaded tube needs to have a larger ID. I sell the parts and complete strut assemblies. The best fit on an 8" rim from a performance perspective is a 225 width tire. A 245 width tire works better on a 8.5" wide wheel with 9" being the best. Here's a shot of 245/40-17s on 8.5" wide wheels:
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Not true and it has been dyno tested. There are a lot of benefits to wave tuning when working with 6 exhaust pulses instead of 3.
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So, all of this about a "potential" fraudulent act. Armies of straw men built and torn down in the same sentence - the horror! I'm willing to take on the unenviable task of ridding the earth of this evil. Sean, if you still have the Satanic icons, I'll purchase them. Please send them in a lead lined box with a cross glued to the top. When I receive them I will have a priest perform an exorcism over the icons. Then I will burn them and bury them in an old abandoned mine somewhere in the desert and make the spot with a "666." God give me strength.
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Your frame guys doesn't have to just pull. He can push also. Remove the engine and transmission, mount or weld a 2" x 2" x .250" thick, 4' length of angle iron to the opposite frame rail and push on a 2" x 2" x .125" thick, 2' length of angle iron on the bent rail.
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The initial impetus for longer life plugs was California's requirement of a smog equipment warranty of 50,000 miles concurrent with the BAR '90 legislation. This eliminated the "tune-up" part exemption under previous CA emission warranty rules. Manufacturers didn't want to replace the spark plugs twice under this warranty. It also took away a significant chunk of dealer service revenue. Under the standard Datsun 10-15K service interval almost any spark plug will function well. Based on Dyno testing done way back when by Javier at JG Engine Dynamics, Champion projector tip spark plugs developed the most power in an ITS built 2.4L L6. Granted, the power differences were minor and only of interest to racers.
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I piggy back on a Porsche restoration shop that's in my complex. They send hundreds of pounds of stuff in large batches to a local plater.
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On this car: http://cgi.ebay.com/ebaymotors/Cars-...=p4506.c0.m245 The wedge pin on the rear strut isn't tightened down properly. It looks the the suspension just got sprayed with chassis black paint from a rattle can - bushings, fasteners, and everything. Its not a $21K car by any stretch.
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I just had a 2.5 gallon bucket (65 lbs. worth) of S30 fasteners, brackets, linkages, etc. yellow zinc plated for $50. What's really important is to run the parts through a tumbler twice, the first time using an aggressive cleaning media and the second using a polishing media. That takes the most time - three weeks in my case to get all the parts through both tumbling processes.
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Just needs a blower sticking through the hood, zoomie pipes, a light bar, and a dog.
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Its like the old story told around the campfire: "Yup, this here is the ax that George Washington used to chop down the cherry tree in the 'I cannot tell a lie' story." "Really? The original ax?" "Yup. Its had the handle replaced back in 1813 because it splintered and the head was replaced back in 1890 because it rusted away, but its the original ax."
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Do you really think I was referring to buying a S30 BIW from Nissan? Currently I know Nissan offers the 350Z and the Frontier as BIW. There might be other models available.
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You can buy body-in-white chassis with no US legal VIN number stamped anywhere directly from the motorsports divisions of Porsche, Nissan, BMW, Ford, and Chevrolet (to list the ones I know about). In my example above I know of at least two racing Datsun 240Zs that do not have a VIN number on the chassis. They did not come from the factory that way, part of the firewall was reinforced as part of some brake mods on one car and I don't know the story behind the other. If, for some odd reason, someone wanted to return those cars to the street, the package for sale above would help accomplish that. In this specific situation, no one is hurt as long as the car's racing history and the VIN update is disclosed to any future buyers.
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That VIN package can be used for good or bad, it all depends on the buyer. The seller is offering a product, that's all. I might be interested in buying the package, but not for $300. One day I may want to return a race car with no title back to the street.
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It all depends on what your goals are. If prefer to look good on a race track, rather then win, then keep the wing off the car.
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Well... California is just below the national average of non-farm manufacturing ranked by total jobs (10% vs. 10.4%) as of 2006 and in heavy manufacturing a lot of companies have (and had) operation in the sate. NUMMI, GM Van Nuys, Boeing, North American, Rockell, Northrup, Kaiser Steel, US Steel, Alcoa, Consolidated, Toyota, Ford, Kelsey Hayes, Norris Wheel, Western Wheel, TRW, Moog, Borg Warner, Mitsubishi Heavy Industries, and on and on. From the 2002 Economic Census you can see the number of manufacturing entities in the state: http://www.census.gov/econ/census02/data/ca/CA000_31.HTM So, another California stereotype shot down.
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Spare Diff delivered, question about casting
John Coffey replied to Zedyone_kenobi's topic in Engine & Drivetrain
Take the rear cover off and read the ratio stamping on the ring gear. -
Safety mostly. An open exhaust port would pretty much ignite anything in the engine compartment with a foot of the port. And if the rules allow it, most race cars run without an exhaust system, just the headers. Look at Top fuel, Pro Stock, etc.
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Yes, at very specific rpm points in wave tuning. If you hook up pressure gauges (which I saw done on an engine I had built for me) the readings show higher pressures at the primaries and lower pressures at the tailpipe mostly because the gauges are not fast acting enough to show wave action. Ideally you also see a low pressure point just past the header merge collector or the secondary pipe merge collector. A pressure difference of 1 to 2 psi is ideal.
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As I've always said, "There's no such thing as back pressure." Its just pressure. Funny thing is, the pressure will always be highest right at the exhaust port if the exhaust system is properly designed.
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Some videos that give you idea why its important to respect turns 8 and 9 at WSIR: http://uk.youtube.com/watch?v=M8ygjttKdF4 http://uk.youtube.com/watch?v=j3p35-Waqac http://uk.youtube.com/watch?v=8PZ4Jl02HJc http://uk.youtube.com/watch?v=pn3cV1usGoU http://uk.youtube.com/watch?v=ofLkJqEwHDg
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At the Z Nationals in 2004, with Erik Messley driving and Art Singer from Nissan Sport as passenger, Erik clicked off a couple low 1:27s in the ROD. He is from another planet when it comes to driving a car. We won't talk about my lap times when I drove the car... :cross-eye EDIT: For almost 8 years Rich Maloney had the ITS lap record at WSIR with a 1:32.xxx. John Norris in a BMW 325 knocked that down to a high 1:30 a couple years ago, which Bryan Lampe almost matched in his ITS 240Z at a VARA event - the day he sold it. A lot of people claim WSIR is a horsepower track but cars without much power (SRFs) are down in the low 1:31s because they don't touch the brakes from turn 5 through turn 1.
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Didn't anyone think to differentiate between what some racers do (Frank's higher bolt torque number) and what's specified from the factory? Frank maybe had a reason to specify that higher torque number based on the experiences of racers back in the 1970s and early 80s' with the cams, cam gears, and dowels available at that time. Just a thought...