In a nod to the normal man hoping for project sponsorship, Holley Performance offered up one of their slick NOSzle direct port systems. Rather than having to drill and tap the intake manifold for additional nitrous injectors, NOSzles install in-line, below standard top-fed fuel injectors. Being a "wet" system, both additional fuel and nitrous are distributed from the NOSzle, eliminating the need for enrichment to be provided by the TECII. A custom fuel/nitrous rail is mounted at the base of the intake manifold to supply the NOSzles adequately for their 100-hp shot. Enough Earls lines and fittings were also supplied to rework the entire fuel system in -6 AN. The large billet couplings seen fastening just about every pipe and hose in the engine compartment together are actually rather trick compression fittings from Pi-Thon.com. Upgrades to the cooling system are limited to an aluminum cross-flow radiator and a SPAL electric fan.
Power to the 280Z 5-speed transmission is coupled through a Nissan Comp pressure plate and clutch disk, all bolted to a lightened (15-pound) 280Z flywheel. Use of the 5-speed in this early model car required a custom-modified shifter to keep the knob from hitting the dash in 1st, 3rd and 5th gears. A shortened driveshaft twists 3.70 gears in an R200 diff from an '86 300ZX. The diff has been relocated rearward on a later model moustache bar to improve the geometry of the 280Z axles.
Ground Control's coilover kit gives the Z a low, aggressive stance. Spring rates are a more sporting 240 lb/in. front, and 200 lb/in. rear, with damping duties covered by Koni single adjustable "race" and "sport" struts. Suspension Techniques anti-roll bars are a solid 1.125-inches and .875-inches in diameter out front and back, respectively. Energy Suspension's full Hyperflex bushing kit has been installed, going a long way to firm up an otherwise saggy mess of 35-year-old rubber. Completing the chassis stiffening are a pair of four-point strut-tower braces from TEP.
Custom three-piece 18x8-inch Kinesis K18R wheels stand proud in the wheelwells, basking in the deep-lips' polished chrome. It's as if the 235/35ZR-18 Pirelli's were placed merely to stand guard. Willwood rotors, measuring 12.2-inches, are mounted at all four corners, and with the rears connnected to custom 5-lug hats, they sit back on display for all to see. Up front, Willwood's Superlite 4-piston calipers squeezing EBC Green-stuff generate the friction, while out back Wilwood 4-piston Dynalites work the same EBC compound. A 15/16-inch 280ZX master cylinder pumps what fluid it can past a Willwood proportioning valve, and out through braided lines to the calipers. Parking brake service is implemented through the use of a line-lock on the rear calipers.
It's when the meticulous job of reassembly starts that most wheels fall off a project, so-to-speak. Excitement to see that new part installed and working sometimes causes people to skip steps that never get returned to and righted. However, the devil is in the details, and this is where Keith's Z truly shines. Each and every piece of trim, molding, gasket and carpet were replaced with new Nissan factory-original parts. Through tireless research, and a good bit of help from Steve Richardson at Courtesy Nissan in Richardson, Texas, not a component was reused that could be replaced. Keith's international shipping charges for the project alone probably exceeded the average SCC staffers annual salary.
By E. John Thawley III
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