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  2. 240Z LS3 TR6060 Build

    Just curious, I don't see any mention of it, but to fit the tr6060, did you need to modify the tunnel at all? did the shifter line up okay? any clearance issues at all?
  3. 1971 240z Project

    Picture size is fine. Better than having to click on each individual thumbnail.
  4. Help me value 280z with L28ET swap

    The little filler panel on the rear is only on 77-78 280Zs. It's spot welded on, and to remove it you (or body shop) will have to drill out the spot welds, smooth them out (be careful with the spot welder to make sure you don't end up with holes) and then you'll need to do a little painting. Not too big a deal, but not something you just unbolt and remove. If you are after something that is stockish, but with some suspension work and some more power, then I think this car would fit the bill pretty well. Hope it works out.
  5. Today

    94 -97 Volvo 850 electric fan Source: Summit Racing Dorman Electric Fans 620-883 $141.97 Painless Performance 30100 Electric 70 amp Fan Relay Kits p/n . $49 Comes with Maxi Fuse. Painless Performance p/n 30111 Fan Control, Thermostatic, 185 Degrees On/170 (grounding) $47.9 Works perfect. Custom 19" H x 19.5" W x 1.5" Deep aluminum shroud by Mike Tolle Fabrication, Sacramento, Ca. Replaces failed Flex- a- lite Black Magic fan on Arizona Z Cars radiator. See post: http://forums.hybridz.org/topic/122990-arizona-z-cars-radiator/
  7. Yesterday
  8. 78 280Z LS3 Project

    Thank you, It's a K&N Air Filter RC-5171 it flows 1654 cfm and my motor requires 1038 cfm according to all the calculations we have done. It is a pretty good size but I wanted to make sure I was covered in case I increase the Nitrous shot. I angled it downwards a little in order not to obstruct the radiator too much.
  9. Drag racing suspension

    Here's a photo I found of the torque arm on a Miata. I can't attest to the effectiveness of it. The way I see it, no matter what the diff's behavior is going directly into the chassis itself so I can't see it doing much, not like with a live axle where the diff is a part of the suspension instead of the chassis. I would just use a RT mount to keep the nose of the diff stable. My car has been modified to use a Ford 8.8 and it's still a few years away from being able to test drive or anything, so I have nothing to back up my claims, just keep that in mind. haha.
  10. 1971 240z Project

    I've been doing a few things. I had a fuel leak from the mechanical fuel pump so I decided to go with an electric K & N. I've also done some work on the front valance, put in a Magnaflow muffler (I'm not sure I'll stick with it), and made a cover for the spare tire area. Also, I don't know how to make the pics smaller...
  11. Have you shipped any yet? I just moved and my address has changed.
  12. Well it runs and drives! I was covered in media material after the first drive, but well worth it. Doing a 4 wheel alignment in the garage this week and plan to hit the drag strip Fri and maybe an autocross Sun. The one drivetrain issue I'm still chasing down is a locker noise. I am running a yukon tru-trac locker in the rear and it likes to pop on decel. Some guys are saying this is normal, but it's pretty dang loud. I plan to add another 1/2 quart of fluid and see if that does anything...
  13. Drag racing suspension

    So miatas use a open style torque tube that runs from the differential to the transmission. It is the same setup as the corvette torque tube except that it is only closed on 3 sides to make it easier to maintain. And it doesn't need as much since there isn't the torque of a v8 in there stock. From my understanding, the key to a hard launch is to be able to transfer vehicle weight to the rear wheels as fast as possible. 4 link push and pull the frame up applying all weight from torque to the wheels. The torque arm is mounted to the front of the differential and as the nose of the diff rotates up it pushes the front of the car up applying the weight to the rear. My thought is that even though it is an irs, the diff still acts the same. Under hard acceleration, the nose of the differential launches upward. This is the reason for the strap over the diff and the reason the rubber mount under the differential separates. That being said, if I was 100% sure this would work, I wouldn't be asking here. My design thought is to remove all the mounting on the front and then have 4 pieces of angle iron bolted to the nose going to a torque arm on both sides of the drive shaft. This will also make it easy to make a drive shaft cage.
  14. 280 27 spline or CM stub axles wanted

    Upgraded to 300M stub axle's... No longer looking for anything else.
  15. Time based access TPSdot and ms pulse width

    Oh, I didn't realize that older versions of MS use a time-based PW adder instead of percent-based. All I know off the top of my head is that my car idles somewhere between 1.5 - 2ms, with 450cc injectors. Btw, why do you think percent-based is archaic?
  16. It looks like the prior owner had a wideband installed but he took it out. The probe and wire is still mounted to the header. The needles that are in the carbs are large (fat) compared to a cheap set I ordered and returned a few months back, didn't have any other needles to compare them to, but they were bigger than the needles that came in the cheap carb rebuild kit and the needle valves were bigger in my carbs than the ones that came in the cheap kit too.
  17. Time based access TPSdot and ms pulse width

    Thanks guys, I am familiar with the resources, my problem is more or less just the scale at the moment. The resources seem to run a more archaic % based fuel enrichment rather than the increased pulsewidth ms based fuel enrichment that seems to be the modern norm or at least the norm in the newer versions. Watching the supra video for example I tried using the first point as a reference only to find that my chart won't allow anything higher than 25.5ms which is when I realized that the supra video is in %. I'll be giving it a shot shortly.
  18. 78 280Z LS3 Project

    Amazing work. That filter looks huge! What size is it?
  19. My car would do the same when cold and trying to rev. Aka Lean condition. With proper float levels, and a good idle mixture it is possible racier needles have been installed in the past (Do you have a wideband o2?). SM needles or the like, like to idle very very rich to get a proper mixture in the power band. If your setting your mixtures at idle for stoich, then they will be running lean everywhere else. Richen up the mixture, and maybe order some new factory needles from Z therapy.
  20. Drag racing suspension

    Don't the older Miatas do something like that? I want to say I've seen it when we had one on the hoist one time, but it may be a false memory. Here's my thinking on it though, when you have a torque arm on a live axle, the force goes directly to the tires. While on a IRS, the tires aren't ultimately bolted to the differential so it won't have same effect. Also, a shorter torque arm is supposed to give more anti-squat since it's closer to the neutral line so if that the case, and it did happen to work for IRS too, than a short nose diff would be more effective then adding a arm. I'm not really a drag racing fan myself, so I don't really know what you need to make IRS launch harder since you can really take advantage of the pinion climbing the ring gear. The only thing I can think of is keeping it stiff enough to limit squatting, and finding the proper camber angle to make sure the tires are flat to the ground when you apply power. Wheels and tires are a big part of it, everyone these days are running giant wheels with rubber bands. A smaller wheel with more sidewall gives a better contact patch and also a smoother ride. I used to have 17X9s with 275 cheap performance tires and I got sick of them so I traded for 16X8s with 245 mid-grade all season tires and the car performed better, spun the tires less, rode better, and didn't rub anymore. Like I said, I'm not a drag racer so somebody with more experience will hopefully chime in.
  21. Dual Exhaust CUTTING OUT

    I haven't done it myself or anything, but given that the car was produced in the days of larger margins of error, as well as gone through around 40 years of abuse, I wouldn't have expected it to be exactly "symmetrical". I would suggest just drawing it out on the panel, step back a few feet and see how it looks. Just keep re-drawing til it looks how you want. I feel when it comes to aesthetics, what your eyes see is more important than what the tape measure sees.
  22. Oh come on... https://t.co/KG4B71tfxP

  23. DCOE jetting - help in choosing

    How does it run now? Also, buy an O2 meter. That is key
  24. Donation not showing up.

    Looks like me too...
  25. WTB 240z seat brackets/mounts

    PM sent
  26. Time based access TPSdot and ms pulse width

    Here are some resources that I was directed to when I started to focus on AE. For now I have gone with the method outlined in the first video and have gotten decent results. and a post by someone in response to my question "Personally I use EAE, once you get it all set up I get the best results with it. With the stock settings and no tuning it will make your car run like shit. If you want something to get up and running quick, use time based or AE pump. If you have the time and dedication set up EAE and use AE pump for large stabs. For EAE your going to want to do some pulls at ~ half you rev range, ie your car redline is 8000, do the pulls at 4000. Negate the coolant temp and RPM corrections Slowly, but steadily roll onto the throttle until WOT, hold WOT for ~2-3 seconds, then at the same rate slowly roll off the throttle till your in overrun. There are a few methods to do this, what I find best is this. Added to Walls is the coefficient that tells the ECU how much fuel is sticking to the walls, there for it directly controls pulse width. If you tell the ECU more fuel is being stuck to the walls, it will increase injector pulse width to compensate. If you are rich on tip in, decrease this value, too lean increase this value. Sucked from Walls is the coefficient that tells the ECU how much fuel is being sucked from the walls, it indirectly controls pulse width, If you tell the ECU more fuel is being sucked from the walls, it will decrease injector pulse width to compensate. If you are rich on tip out, decrease this value, too rich increase this value. Once you have this settled for your current rpm range, tune the RPM modifiers then I suggest setting up a rough map in the coolant temp modifiers based on logic. More fuel is going to stick to a cool engine wall, etc. Then tune that as you would cold starts. Once that is all settled you will find you can greatly reduce your Accel pump AE and really only utilize that for large quick stabs on the throttle. Turbomiata has a few good threads on setting up EAE, honestly for MS stuff look into the miata community. They by far have the most experience with the system and the community is good about sharing reliable information. If you are using EAE with a flex fuel set up, keep that in mind and realize you'll need to make some compromises on each base fuel for blends to work smoothly. If you got any question let me know."
  27. RT @tylerthecreator: https://t.co/DMvJla8yFe

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