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cgsheen

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cgsheen last won the day on December 4 2016

cgsheen had the most liked content!

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About cgsheen

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  • Birthday 10/07/51

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    www.sakuragarage.com

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  1. Rear Bumper Patch?

    Well, I do straighten those occasionally... Gotta remove the fuel tank though. Then, it's a lot of spoon, hammer, and dolly work from both sides.
  2. Part of rear quarter needed for 260z

    +1 Patricks 260Z was hit by a Silverado. There's a bit of room behind the rear quarter. I was able to hammer it out and get it close enough all it took was a skim of glaze to get this corner back.
  3. That's weak... Die grinder?? This isn't something new - early Z's have a large front hub. You can fit anything on the rears but the fronts can be a problem for modern spacers and wheels. Super disappointed that Zcardepot would screw you over like that... Sakura Garage - Tempe, AZ
  4. Oil Filter Pressure Relief Valve Plugged?

    Ding, ding, ding. On the L28ET the bypass is in the sandwich plate for the oil cooler and the block is plugged.
  5. L28ET Out / L24 In

    The L28ET ECCS harness (engine harness) is pretty much self-contained. You won't need any of it for an L24 setup. You won't be using the turbo coil and ignitor - there may be some wiring there to be removed also. There will be some relays that they would have to add and wiring connections into the 240Z harness(es) that you will no longer need. Anything that ties to the ECCS harness can be disconnected and removed. Getting the stock harnesses back to normal will entirely depend on how they did the turbo swap and if they eliminated any of the stock wiring when they did it. If you're not familiar with stock 240Z wiring, that may be difficult to know what - if anything - they changed or removed. Good thing is: 240Z engine wiring is pretty simple. Alternator may be something to look at. If they switched over to the internally regulated alternator that would be stock on the L28ET, you may want to just stick with that rather than going back to a stock 240Z alternator... BTW, I'll take your turbo engine ...
  6. Weird hose

    Refer to the 1972 240Z Factory Service Manual. Emissions Control section - page 2. l24emissions.xps
  7. This picture is of a "late" clutch pedal - used in a 260Z and 280Z. The 240Z clutch pedal was different - made of thinner steel and curved along it's length to add strength. At some point (1973ish...) the brake booster was changed and a larger booster was used. The clutch master was moved farther away from the brake master due to the larger diameter of the new booster. The pedal box and clutch pedal changed also. Looks like you need an actual 240Z clutch pedal.
  8. 260z tach resistor

    Is your engine missing as well? (as badly as the Tach is jumping around?) The blue wire from the electronic ignition module is the "signal to fire" to the coil. If the electronic ignition module was faulty in that way, I'd expect the spark from the coil to be erratic as well. If the Tach is known to be good and the engine runs smoothly, I'd suspect the wiring / connections between the electronic ignition and the tach. It wouldn't be that difficult to run entirely new wiring from the electronic ignition module to both the coil and the Tach - it's a simple circuit.
  9. WTB: 240z windshield

    ?? A glass shop should be able to get you a new windshield. Any glass guy here in Phoenix can get one next day ("from the warehouse"). Same should be true in the Bay Area. Sometimes the sticking point is the gasket - and the young guys at the shop don't know anything except how to glue a windshield in. But, even if you don't want them to install the windshield, they still should be able to get the glass...
  10. Sakura Garage Stance USA Coilover Kit

    Oh my... I haven't bumped this in over a year. Yes Dorothy, Sakura Garage still sells Stance USA coilovers for the S30!
  11. Eventually it will be important that those sensors are working properly. You'll be able to buy a new CHTS and replace if necessary. The intake air temp sensor in the AFM might be a different story... It's sounding more like timing.
  12. If you're getting spark, the ECU is getting RPM information from the CAS. DON'T touch the AFM internals (although in reality, it would be unusual if someone hasn't already...) Do make sure the AFM electrical connections are clean and have continuity back to the ECU. However, I'd say if you have spark and fuel - better check timing... The 310's are going to make that engine run rich. Make sure your spark plugs are clean (new preferably). Start from the beginning and check the mechanical timing. You can't make any assumptions with these old engines - you don't know whose hands have been on them. Having said that, 90% of the problems with these early EFI (ECCS) engines are ELECTRICAL in nature. Make sure your sensors and associated wiring are working properly, have CLEAN and deoxidized connections, and that their wiring has continuity back to the ECU. Be sure you have the Factory Service Manual for 1981 with the Turbo Supplement (not a mistake, the L28ET with crank mounted CAS came in the 1981 280ZX Turbo model) and follow the trouble-shooting steps. There's a section that shows how to do all that without the "Analyzer". You just need a multimeter.
  13. Tachometer and ms2

    Stock, the Tach is receiving it's signal from the electronic ignition module - under the glove box area. The electronic ignition runs a blue wire to the "-" post of the coil (to fire the coil) AND to the Tach through a resistor. The blue wire tees off under the dash. You'll find the resistor (a small rectangular plastic thing) coming out of the dash harness near the glove box. The stock electronic ignition module should be removed if you're not using it - at a minimum, the blue wire should be disconnected from it if you're using the blue to drive the Tach.
  14. What is needed to run 83 L28ET ECU

    Well, you probably know by now my suggestion: Don't waste any more time or money on the stock ECCS... Having said that: you can plug an '83 ECU in to test and it'll work. If you're going to run it long-term, remove the dropping resistors and jumper them out. They're arranged 4 resistors in one pack, 2 in the other. Each pack has a +12V "in" wire and then "outs" to the injectors. All the injectors are powered from the same source - all that matters is that you get all the 6 "out to injector" wires tied back to the voltage source wire(s). Whatever problem you're having, is likely NOT the ECU. It's likely wiring/connectors/harness/someonescrewedwiththeafmwhentheyshouldn'thave/and etc... There is also no "advantage" to using an '82-'83 ECU on that engine that would justify the change - or cost. Put your time and money into a new harness and a better engine management system - at very least a new harness (with a better engine management system). That L28ET deserves it...
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