gnosez

Go with 2.5 and if you really want a non-welded exhaust then look at what is installed on race car back in the day. There are tabs on the ends and the pipes slip together and are held in place with strong springs. Or just get it bend up right and have it welded with a few flanges for easy removal.

completely acceptable as long as you're running stock carbs as the pump can't keep up with say triples

Thompson 2014

Dave - I will be in the Danbury area next week and could stop by after work to look at your Z.

Other than the wrong front brake pads and the booster leaking, race car ran great. Swapped out the 4:38 for the 4:11 diff, got the rotors turned, waiting on the new custom pads which leaves just the booster, brake ducts and the new side mirrors to install before giving it a quick once over and a cleaning.

Fire suppression is the way to go. In the race car 3 nozzles are directed at me, one into the fuel cell box and two in the engine bay. The street car has three in the engine bay and nothing else. You need to remember to pull the safety pin for it to work, however.

Nice...I try and keep some distance on the vintage circuit but that red mist keeps fogging my brain.

Taken at Steward AFB I imagine as part of the high speed trials once the car was completed. Bob rented a runway for the day with Sam and Jim taking turns driving if memory serves me right.

Raced the brakes off my 240Z at the VRG Thompson CT vintage event. If the final race lasted 5 more seconds I would have dropped into 4th place. Mosport up next at ZCON.

For non-vintage events, original BSR wheels with Hoosiers (Scotty Sharp was the last person to run them before I got them), 15X7s BSR w/Toyo RA1s for vintage (dry) and the white panasports w/RA1s (wet). At least two of these sets will get a work-out this coming week. Instructing on Wednesday (Hoosiers) and then the VRG event at Thompson, CT which looks like no rain in the forecast (6/23-25). Four 240Zs have signed up, along with 911s, Alfas and a very sorted out 142 Volvo.

I have the Wilwood's on my street/track 240 and the 240 race car has the Z31 with Porterfield pads. Since the race car is run in vintage events, I'd get kicked up into "A" production (big block V8s), if I installed the Wilwood brakes but I only get pushed into "B" production with the Z31s. While I really like the stopping power of the Wilwoods, the Z is more a momentum car and I can get a years worth of track time (10-15 days) on a set of pads (car weighs in at 2368 with me and 8 gallons of 110). Learning to let the car hang out a bit takes time. Being able to hit the brakes and have them do all the work is easier, but as my hippie, 1970s California SCCA instructor said - "Braking is negative acceleration and we don't do negative". So if this is just a track day car, the Wilwoods make a good case for themselves based on cost and performance.

It's a father and son team with a chase vehicle. Camaro struts with 600# springs I believe, seam welded, Bad Dog frame rails, a John designed cage, skid plates, roof rack, tire holders and a Rebello engine that can run on 87 octane or less if memory serves me right. And snow tires.

Like Norm, most people know my name...

John Coffey spent nearly a year (maybe more) preparing one of those Zs. I'm sorry his isn't around to see how all that work and effort turned out.

My wish for a better run government would be for all local, State and Federal reps and senators to wear a NASCAR style suit with all their sponsors/donors patches so everyone can see who their beholding to.... ....be nice if one of them is a SCCA patch (that they earned).

I thought a bee stung me as I drove my 240 on a hot day. No bee, just gear oil that dripped on my ankle from the rag the PO had pushed up into the dash. The speedo cable turns, oil climbs up the cable, leaking O-rings and presto you have gear oil on your leg.

And now consider six of those carbs on a Ferrari or Jag engine. I have had triples for some time and the inlet suction noise is addictive.

SVRA@VIR?

If it checks out, they would have to chisel that head from my cold dead hands....put that puppy to good use.

The price stated, even for an N42 head (as opposed to an E31) is well under market value. If flat and un-cracked a very good buy. I have one of Dave's N42 heads on a full race 3.2L engine (13.7:1 CR) and it sure didn't cost $600. The back-up L28 race engine has the original Bob Sharp E31 head and we had a spare made up to the same specs. That ended up costing 10 times the asking price of the head being offered above.

I'll be getting in late Monday night and leaving early on Friday. I figure a 10 hr drive towing the race car. Better than the two day trip to Memphis last year (106 degrees!!!) Unless something happens at the VRG vintage race in June, I have no intention of missing a chance to run Mosport. If you don't have a trailer, I know it's a long haul from say Georgia in an old car likely without A/C but there will be folks driving up from Texas and the New England club had nearly a dozen members in Nashville in 2010 and we drove our Zs the 1,100 miles. Just need to buy some more gas cans for the 110...

metal fan was heavier and could cause the water pump to fail earlier

WTF! I first met John at Willow Springs during the Z convention at Long Beach. I even got to do a ride-along session in his old race car. Since then we have communicated on Z topics big and small. I am at a loss....crap

After Cruise stopped racing, Bob enlisted Walter to be his celebrity driver.

I agree that a tow hook mounted near the headlight bucket is not an optimal place (it tweeked mine) putting it lower, like under the valance is not always an option. The air dam gets in the way...