Adrian@TORQEN

Brand new / Never fitted set of SPL rear endlinks for 350z SPL endlinks feature massive 3-piece FK 1/2" bearings to provide the highest load capacity for use with stiffer aftermarket sway bars, and custom made high misalignment studs that offer extreme articulation capability (65deg) to prevent the endlink from binding when used with different adjustment holes on aftermarket sway bars. SPL endlinks are also length adjustable to eliminate preload on the sway bars, which can result from uneven settling of springs or uneven suspension heights from corner weighting.

Brand new / Never fitted set of SPL front endlinks for 350z SPL endlinks feature massive 3-piece FK 1/2" bearings to provide the highest load capacity for use with stiffer aftermarket sway bars, and custom made high misalignment studs that offer extreme articulation capability (65deg) to prevent the endlink from binding when used with different adjustment holes on aftermarket sway bars. SPL endlinks are also length adjustable to eliminate preload on the sway bars, which can result from uneven settling of springs or uneven suspension heights from corner weighting.

Brand new / Never fitted set of SPL rear mid links for the 350z. Only one other car has them in the UK, SPL needs no introduction, best suspension and chassis parts you can get out there! SPL TITANIUM rear mid links replaces the stock mid links to offer complete control over rear toe, rear spring rate and ride height. The threaded spring perch allows corner weighting and fine adjustment of ride height, and accepts 2.5" ID standard springs, allowing users to choose from a wide range of springs of different spring rates and length. TITANIUM series mid links are CNC machined from T6061 billet aluminum for light weight but high strength and stiffness. Our exclusive 4130 chromoly hybrid adjuster offers quick and precise adjustment, and is CNC gundrilled to reduce weight. Blue anodized titanium hardware shaves even more unsprung weight from the arms, without compromising strength. USA made FK racing 3-piece bearing feature a teflon liner to provide quiet operation, lower friction, smoother articulation and eliminates bushing deflection under load. The liner is also self-lubricating and self-cleaning, offering robust reliability for street and track use. Pair with SPL TITANIUM rear camber links and SPL eccentric lockout kit for total rear camber and toe alignment with "zero-slip". Adjustment specs: Toe adjustment range is +/- 6deg from stock arm. Height adjustment of 3" for a given spring (base height can be set arbitrarily through different length springs) £600 delivered anywhere Mainland UK.

Brand new 3" Custom Charge pipe for Vortech SuperChargers, polished and with black reducer. This was part of a GroupBuy, you can get it anywhere else in the UK, limited edition! More details and photos of engine bay with pipe fitted here: http://www.350z-uk.c...rger-group-buy/ SOLD

Come to papa!

Need to investigate if they fit the 370z, I wish I could keep them

KW Variant 3 coilovers (height with adjustable compression and rebound damping) Lowers Car by: Front 20-40mm Rear: 20-40mm The new Variant 3 is state-of-the-art technology for the skilled and experienced driver. The separate and independent compression and rebound damping options allow a truly individual driving set-up. These unique systems with the 3 individually adjustable components, allows for adjustment of the compression of the damper in the low-speed range, while the highspeed set-up, so decisive for driving comfort, has been preset by our engineers. - Independently adjustable damping technology -rebound and compression damping - Inox-line stainless steel technology at no extra charge - Individual height adjustment - German TUV-tested adjustment parameters - High-quality components for long life - Comprehensive documentation for ease of use - Infinitely adjustable rebound damping - 14- level adjustable compression damping - Unique, independently functioning damping power adjustment About 3000 miles on them, in extremely good condition.

Taaaa daaaaaaaaaaaaaaaa!!! Habemus pipes!

Are you going to watch the labour process, Dip?

How can you find out what version of Sat Nav you have?

:lol:

http://www.halfordsa...68475_langId_-1

Hmm, wondering how will these look on the Amuse skirts on the 370z... Edit: Won't work, sorry, I'm st00pid!

There's a lot more to add to that list, trust me!

PM me for the right product you need.

Is that a small village in Romania Yep, you're partially right. It's near the border, but is in Moldova. There are a few of us: Me(Romania), Vlad(Mother Russia), Taras(Ukraine) and Bennett(Moldova via Cameroon ), you got us!

Oh, wait, a Chilly red zed? Am I missing some news?

And Vlad, the other Eastern European out there!

We can always blame Bennett since he's not here!

Wasn't me, seriously!

370z PORN!!! More details including FAQ here: http://www.the370z.com/forced-induction/65737-fast-intentions-twin-turbo-kit-here.html

Some interesting reading: Forced Induction and Automatic Transmissions: One of the most common questions regarding aftermarket forced induction and an automatic transmission is: Can they work together? It is not a simple answer as the end user often doesn’t understand the intricacies of the automatic transmission and how the increased power from a forced induction system affects the internals of the transmission. Lets first start with understanding how an automatic transmission works. The transmission uses a series of clutch packs to engage and disengage each gear. Unlike a manual, each gear has its own set of clutch packs. An automatic transmission uses fluid and solenoids inside the valve body to direct hydraulic pressure to the appropriate piston to engage a clutch pack to engage a gear. It is important to note that automatic transmissions require special fluids with specific properties such as viscosity to move through the intricate components of the transmission. When power is increased beyond the safety factor the OEM uses, the intricate components are affected in multiple ways. First, increased power results in additional friction and viscous shear thus increasing the temperature of the transmission fluid. When the fluid is heated beyond the optimal temperature, the viscosity (fluid’s resistance to flow) is reduced. This reduction in viscosity prevents the transmission from operating correctly. In addition, the higher temperatures cause the fluid to degrade and break down into smaller molecules further reducing the viscosity. It is important to note that the fluid not only serves to operate the clutch packs, but lubricates the gears and other moving parts as well. Therefore, adding additional power requires a heavy duty transmission cooler to keep the fluid at its optimal operating temperature. Below is a chart that shows the maintenance schedule based on transmission fluid temperature. It is very important to monitor transmission fluid temperatures with forced induction and if fluid temperatures are consistently high, more transmission fluid cooling may be needed to keep temperatures in check. Generally, when an OEM designs a transmission, they have a specific torque capacity in mind and use this capacity to specify the number of clutch disks used in each clutch pack. The valve body is also programmed to operate these clutch packs in a specified manner. For example, when cruising in 5th gear on a 5 speed automatic, the transmission will only downshift to 4th gear when a certain amount of pedal pressure is applied for a certain amount of time. Because 5th gear is used mainly for cruising, there are less clutches in the clutch pack and therefore, the ultimate holding capacity is less than that of the lower gears that are used more for accelerating. In the case of a 7 speed automatic, both 6th and 7th use fewer clutch packs with 5th being a transition gear still using fewer clutches than 1st – 4th. When more power is added, more load is placed on these clutch packs. One way to prevent premature wear of the clutch packs is to modify the valve body to increase hydraulic pressure so that the transmission will downshift more readily. A modified valve body also shifts faster and slips the clutches less to achieve a firmer feeling when the transmission shifts. This keeps the transmission in lower gears when you are trying to accelerate the car with more torque. On the new 7 speed automatic, line pressure can be increased by reflashing the ECU. When going for serious power, however, increased line pressure simply isn’t enough. Even with a heavy duty transmission fluid cooler and valve body upgrade, more than doubling the factory rated horsepower requires more extensive work to keep the transmission working well. In this case, it is necessary to overhaul the transmission and replace the clutch packs, pistons that actuate the clutches and drums that hold the clutches with high performance versions. The drums must be enlarged to accommodate additional clutches and a more aggressive friction material must be selected for the clutches themselves. In addition, the piston diameters are increased to apply additional force to the clutch packs. While these modifications increase the holding capacity of the transmission, it is not indestructible as there is only so much room for additional clutch packs, larger drums and pistons. Ultimately, care must be used when driving a vehicle equipped with an automatic transmission and aftermarket forced induction. When accelerating in a high gear, damage can result with the additional torque. Therefore, it is vital that the driver is aware of the limitations of the transmission and downshift when they want to accelerate. High speed runs at full boost in high gears is inadvisable with an automatic transmission, modified or otherwise. Remember that the transmission was not designed for those operating parameters. This doesn’t mean that forced induction cannot be added to an automatic transmission equipped car, just that care and caution must be exercised in addition to supporting modifications appropriate to the power level achieved.

That would make it 3 of us!

All you need to know about the GTM TT build: http://www.the370z.com/forced-induction/68285-gtm-performance-engineering-mild-7-t-twin-turbo-build.html