240260280

@Captain Obvious

@patcon

@siteunseen Merry Christmas!

It alters both actually. they all interplay. The diameter of the steering wheel determines the amount of circumferential movement of your hand required to turn the wheels a set amount. Basically the ARC LENGTH S that is swept is the variable that changes with diameter. 1. To turn the wheel a certain amount on a small wheel to take a corner is say 4" of circumference travel (S). 2. If you use a bigger wheel that is twice the diameter, you will have to turn 8" of circumference travel (S) to take the corner. The larger diameter wheel has more mechanical advantage and a perception of finer control for the same steering input.

My daughter's 2011 Civic has very quick steering. Seems even more than my s2000. The PO did some tweaks. Specs say 13.7:1 steering ratio. The S2000 is 13.8:1. I went to a smaller diameter steering wheel on my 280z and it was a great improvement. There are many ways to modify the geometries.

yes.

The length of "steering knuckles" also factor in the amount of steering wheel turn to the amount of wheel rotation. @JDMjunkies.ch documented this: I don't know the geometrical details between the various Nissan parts but I would think that new parts would remove slop. This would seem to be the biggest, and most welcome benefit.

CO is spot on.,,, obviously You can increase spring pressure or simply add weights on the piston top in the dome to also reduce the lift/increase fuel pull as needed. Some thoughts: Would SU work best if piston attained max opening at max torque rpm? Would SU work best if piston attained max opening at max HP rpm?

Note the 10 Atmosphere stamp:

If you know basic electronics and can take apart and reassemble a toy then you can fix it.

Yes. It is a Bosch unit.

I was just going to say the same 🙂 Merry Christmas Steve and Chris!

You heard of El Chapo from the South? I am El-Cheapo from the North 🙂 I just used copper pipe. (Not good as the solder melts in the heat 😞 ) Here is a bad drawing. The longer 1/2" pipe is open on the left and the exhaust gas enters there. It goes though 4 90 degree elbows (hard to draw) to turn the gas 180 degrees and also to allow the two long pipes to squeeze together. The gas then enters the T, travels up the 2nd 1/2" pipe (capped) and scavenging pulls the exhaust out through a hole in the side. The T has a thick copper adapter inside. I could thread this with a tap. The O2 sensor goes in. I believe I used a spark plug thread cleaner as the tap as it was the same thread. If I were to do it again, I'd make it out of aluminum and thread the pipe joints. The U turn/ sensor mount would be a drilled block. I'd also dill a hole where you could safety-wire it to the hatch mechanism.

Still waiting 😞

The trick with the tail pipe measurement is to use a long test pipe that goes deep into the muffler and samples exhaust gas-only. The commercial one is short and allows dilution of the exhaust with ambient air.

1961 Ferrari 196 is reported to be first on one web site Brock knew about the effect early and applied to the Daytona Coupe in 1964. Perhaps that is the mix-up in Nissan origin or perhaps he got involved in 69 with Nissan spoilers as he raced the roadster for them and may have passed on some advice... I guess it could have been a 2 way street but I don't want to make a 2nd Goertz.