Of course it would work well for a British vehicle because whenever fluorescent square motion is required, it may also be employed in conjunction with the drawn reciprocation dingle arm, to reduce sinusoidal depleneration.

But you need to remember the Z is Japanese, thus a barescent skor motion is required, it may be employed in conjunction with a drawn non-reciprocating dingle arm to increase sinusoidal depleneration.

There lies the difference between British and Japanese engineering. Let's not even get started on the French and Italian stuff and how they dealt with modial interaction of magneto-reluctance and capacitive directance.

Oh, its just around behind the side in front of the dingle arm. That should make it obvious now.

Bill...would you please turn the page for me? Thanks.

Its true. You can easily spot the treme pipe in this pic!

Pick-a-part just had 50% off everything a week ago. Not sure if you could locate something there. Probably a long shot on CTS-V wheel set, but who knows what you might find.

I think the biggest take away from this is how they achieved the main winding was of the normal lotus-o-delta type placed in panendermic semi-boloid slots in the stator, every seventh conductor being connected by a nonreversible trem'e pipe to the differential girdlespring on the up-end of the grammeters.

That was and still is some very heavy stuff!

This might convince you!

This is the first winter since 1986 that I am not driving a 4WD vehicle. So far, so good with the FWD car on all season tires. <knock on wood>

Thanks for sharing.

I have to go to Detroit tomorrow, but the only cars I get to see will be going and coming on the freeway.

Very cool car with a heck of a history. Considering how hard its been driven throughout its life, it looks to be in darn good condition.