LeonV

Awesome, thank you Mike!

Hey guys, looks like I need some help from the early-Z gurus. Anybody recognize this tray? Thanks!

Good to hear!

Damn, that's some crazy footage. In video #6, the narrator says someone was exiting through that door when the shockwave came through, and severed a guy's finger...

Welcome and I look forward to meeting you sometime! Bay Area 260Zs, unite! Let's see some pics of the Z, and Celica and E30 M3 for that matter.

Dry torque specs don't account for anti-sieze, so using it will definitely require a smaller torque value when compared to a dry torque spec. Ideally, the conditions for the torque spec are mentioned (dry, lubricated, etc.). Most of the torque felt at the wrench is friction, with maybe 10-15% accounting for actual bolt strain. By drastically reducing friction, the bolt will either yield (losing preload) or break. Here's a great site on this topic, parroted from Tony D: Information related to bolted joints

I haven't felt the need to lubricate my red poly bushings in the 2 years I've been using them. The car will feel a lot tighter with the PU bushings. Use rubber on the TC rods if you're worried about harshness.

Suspension rebuilding and bushing upgrades: Blue's Tech Tips

Just a tad... I'll give you availability and price! Those are the only two upsides to the iron drums.

Drum deformation under braking. Seriously? Where do you come up with this stuff? FWIW, iron drums degrade performance in almost every sense: not only are they heavier but they're worse at dissipating heat than their aluminum counterparts.

In what sense are iron drums an improvement over aluminum?

Yes, both dealers and owners installed aftermarket parts in lieu of factory stuff. They are not OEM!

There is no way to match a transmission to a particular engine or car just by looking at them, i.e. there are no ID numbers that match anything on the transmission. The engine can be matched to the chassis on Zs with engine numbers on their VIN tags. Later Zs didn't even have engine numbers on their tags, so it becomes even more of a crapshoot. As someone else already mentioned, do what you want. If matching numbers makes YOU happy, then keep it that way. These are not limited production cars.

Saw a beautiful orange 240Z heading down 101S in the North Bay today, possibly a lady driver.

Yes, dealer add-ons usually.

Mine seem to be reproducing...

Mmm, those fill the wheel-wells nicely!

The US 260Z used the HMB46W-4 (per FSM). Regarding US models: they also incorrectly state (and perpetuate the myth) that the 260Z had less power than the 240Z. Again, Nissan rated the 260Z with 12 more hp than the 240Z.

In the USA, the L26 had 12 more HP stock than the L24, according to Nissan. The 260Z had bigger exhaust valves, not inlets. Both "flat-tops" and "round-tops" are Hitachi carburetors. The flat-top Hitachi carbs were an improvement in design over round-tops: they had separate idle and main circuits as well as a power valve. However, this made them a bit more complex and since they were such a "unique" design, people didn't know what to do with them. I believe slightly different versions of the flat-top Hitachi were used overseas with great success.

Sounds like you need another Z!

I agree, I just seem to get surprised by people's laziness every time.

The MSA 6-1 is a nice piece, just has shorter primaries than the Nissan Motorsports and Stahl. With that said, I'm using the MSA 6-1 in the build for my other 260Z.

Forged pistons are unnecessary, they have nothing to do with "higher boost". Forged pistons allow for higher piston speeds, so unless you plan to rev to 7500rpm+ there is no point. Just about every block/head combo has been turbo'd with success. It's not so much what individual parts you use, but how you use them . Knowledge of engine management and engine dynamics is a requirement for anything but a stock turbo setup.

Wow, those are some fantastic photos, bet they don't hide a thing...

The spacer is not required if the gland nut is seated on the insert properly, i.e. there are threads showing on the gland nut with it torqued down.