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Oddjob, that looks good, a lot better than I was envisioning. I really like the spare tire storage area as well. You've given me some inspiration.

The L24 has a pickup in the sump as well and it is a mid sump design. Having the pickup in the back is easier.

First, have you run the engine yet? If so, trying retorquing the bolts. This is recommended after you run the engine for a bit since they are not really torqued tightly. When attaching the pan, I use a thin smear of Black RTV between the pan and the gasket, not the block and the gasket as its not needed. This has worked every time. Front axle? Are you sure you are talking about a Z? You can change the gasket very easily, at least on a 240z. Drain the oil. Set the engine at TDC. This makes it easier for the pan to clear #1 journal. Jack up the engine just a bit to allow the pan to clear the steering rack. Remember to loosen the engine mounts first. Remove the bolts holding the oil pan and then remove the oil pan. It's that simple. You may have to wiggle the pan around a bit to get the clearance, but it is doable. I changed the gasket on my old L24 this way.

No bias there, eh Yasin and Hugh?

I am putting them in a 240z. Thanks for the tip about the coupon. I was going to give them a call and see what they could do for an 8 or 9 gauge package (debating on EGT gauge).

Rolling Parts most likely nailed it. Grabbed the clutch fork and try to wiggle it. If it is jammed and there is no play what so ever, then you've got the wrong collar. Another possibility is that the throwout bearing is not fully seated on the collar. Did you change throwout collars and the bearing? If so, when pressing the new bearing on it may not be fully seated on the collar.

The whole set plus 2 more.

I am most likely going with Speedhut gauges as well. How long did it take from when you placed your order?

Thanks for all the comments. I like the look of the Revolution gauges over all the others I've seen. I should just bite the bullet and swap out the gauges.

I have a quandry. I love the look of the stock gauges, but given my setup I should really be running gauges that provide more accurate data. However, I really like the look of the gauges and they go with my whole theme for the car. What are everyone's opinions? Should I forgo the gauges and install some Speedhut or Autometer gauges given my setup? Is relative information good enough for a car that will rarely see a track? I am really torn.

The pressure plate looks like their heavy duty pressure plate with the hollow rivets. Prox and myself both experienced failure of the rivets (mine within a year) due to their design. ACT fixed both of ours at no charge. The disc looks like their organic street disk, however, the springs are not yellow. My springs were/are yellow.

You are in Cali but have a swapped ZX. Good luck with smog.

After a couple unsuccessful hours of trying to get the Wolf V500 software installed on my new computer that has Windows Vista, I found the solution to my problem. As you know, the Wolf V500 software requires the installation of Net Framework Ver. 1.1.4322. My install of Windows Vista did not include Net Framework. When trying to install Net Framework on Vista, I kept encountering errors that would terminate the installation and leave it uninstalled. I found the solution on a web site that addresses this issue. After following the step by step solution below, Net Framework was successfully installed as well as Wolf. Following is taken directly from the website (http://www.mydigitallife.info/2007/12/27/install-microsoft-net-framework-11-on-windows-vista-fix-regsvcsexe-fails-error/): Windows Vista comes packaged with Microsoft .NET Framework 2.0 and 3.0, but not version 1.1, which may still required by some applications such as QuickBooks 7, GFI Report Packs, VS.NET 2003, InstallShield 11.5, and many other developed software. However, when trying to install Microsoft .NET Framework 1.1 (dotnetfx.exe) on Windows Vista, one or more error messages similar to one of the following text will appear, and stop or prevent setup installation of .NET Framework 1.1 from continuing successfully. RegSvcs.exe – Common Language Runtime Debugging Services Application has generated an exception that could not be handled. Process id=0xe50 (3664), Thread id=0xd44 (3396). Click OK to terminate the application. Click CANCEL to debug the application. If user click “OK’, the installation of .NET 1.1 will be cancelled, while clicking “CANCEL” produces another error message similar to below: RegSvcs.exe – No debugger found Registered JIT debugger is not available. An attempt to launch a JIT debugger with the following command resulted in an error of 0×2 (s). Please check computer settings. cardbg.exe !a 9×8e In Even Viewer of Vista, the following log or similar can be seen: Source: MsiInstaller Event ID: 1030 Description: Product: Microsoft .NET Framework 1.1. The application tried to install a more recent version of the protected Windows file C:WindowsMicrosoft.NETFrameworksbs_wminet_utils.dll. You may need to update your operating system for this application to work correctly. (Package Version: 1.0.0.0, Operating System Protected Version: 1.0.0.0). Source: MsiInstaller Event ID: 1030 Description: Product: Microsoft .NET Framework 1.1. The application tried to install a more recent version of the protected Windows file C:WindowsMicrosoft.NETFrameworksbs_system.enterpriseservices.dll. You may need to update your operating system for this application to work correctly. (Package Version: 1.0.0.0, Operating System Protected Version: 1.0.0.0). The error pops up in the end of .NET Framework 1.1 setup when it’s almost finished, and is registering “System.EnterpriseServices.dll” when the error occurs, time remaining for the installatin process shows 0 seconds. Why exactly the error occurs when installing Microsoft .NET Framework 1.1 in Windows Vista is not known, as the issue happens randomly. It may affect both 32-bit and 64-bit Vista system, but not all system will have the issue. But one thing is for sure. Microsoft .NET Framework 1.1 SP1 (Service Pack 1) has resolved the issue. However, Microsoft does not provide download to standalone .NET Framework 1.1 installer that integrated with SP1. Thus, the workaround to fix the Microsoft.NET Framework 1.1. installation error on Vista is to slipstream .NET Framework 1.1 SP1 into .NET Framework 1.1 installer, so that both the .NET Framework and the Service Pack can be installed at the same time. To slipstream .NET 1.1 SP1 into .NET Framework setup package to have a integrated .NET Framework 1.1 SP1 installer, follow steps in this trick: Create a new folder named DotNet in C: drive (C:DotNet is used in this guide, you can change to any folder you prefer, but ensure that you use correct path in the following steps). Download Microsoft .NET Framework 1.1 Redistributable Package (dotnetfx.exe). Make sure the setup file is saved as dotnetfx.exe. Download Microsoft .NET Framework 1.1 Service Pack 1 (NDP1.1sp1-KB867460-X86.exe). Make sure that the file is renamed and saved as dotnetfxsp1.exe, so that the rest of the steps can be followed easily. Move both installation files into the same directory (i.e. C:DotNet), if you’re not saving them together. Open command prompt as Administrator. Change to the directory where the two installation setup files for .NET 1.1 are saved (i.e. C:DotNet). Run the following commands one by one, press Enter after each one. dotnetfx.exe /c:"msiexec.exe /a netfx.msi TARGETDIR=C:DotNet" If you’re not using C:DotNet directory, change the target to your path accordingly. Then click on “Yes” when prompted to answer “would you like to install Microsoft .NET Framework 1.1. Package?” Wait for the uncompression, extraction and setup to complete with the display of the following dialog which says installation complete. dotnetfxsp1.exe /Xp:C:DotNetnetfxsp.msp No status message for this step. msiexec.exe /a c:DotNetnetfx.msi /p c:DotNetnetfxsp.msp Wait for Windows Installer for Microsoft .NET Framework 1.1 to finish and disappear automatically. 8. Install Microsoft .Net Framework 1.1 with slipstreamed/integrated Service Pack 1 by running netfx.msi created in the working folder.

They are M10x1. Flying Miata carries them if I remember correctly.

Nigel, I knew that the 260z and 280zs had the prop valve in the front. I mistakenly assumed that all 240zs had the prop valve in the rear. Thanks for the clarification.

The front valve is not a prop valve. It is a switch that senses pressure differential between the front and rear circuit. The prop valve is under the car back by the passenger wheel, bolted to the rear deck.

You have 240sx calipers in the rear but are using a 280zx rotor? What bracket did you use to attach the caliper? This swap commonly uses the 300zx rear rotor with the 240sx calipers. You say MSA Stage 2 front brake upgrade, is that with vented or solid rotors? What brake pads are you using? Did you remove the stock proportioning valve located in the rear of the car?

This has been extensively covered. Please search.

Stony, check out their site http://www.wolfems.com

Looks interesting. The slope of your trim line is dependent on the original duty cycle relationship since that is what determines you boost. If you original duty cycle curve is off too much, you'll need a steeper trim curve.

I order through Summit all the time instead of Jegs. Summit has "free" shipping but charge a handling fee. Fine with me, I think of it as a "shipping" charge. They've got a warehouse in Reno and I usually get my part within 2 days of ordering using standard shipping.

I was faced with a similar quandry a while back and it was your insight that helped me make the decision to keep my motor. Honestly, you will be entering a new chapter of your life in January when you start work with Penske. You will be extremely busy with work and when not working you will have your house upkeep. Additionally, you'll have to work out spending time with a significant other in there and poof! Your spare time just evaporated. I was going to recommend Clive's suggestion as I am contemplating the same thing. Keep your car and enjoy driving it while you work on a clean shell. Swapping over the parts will be relatively easy once the shell is done. That way, you can enjoy your car while working on perfecting it.

Butterfly valves are very inefficient at modulating/controlling flow. You were damn near close to 100% at 95% throttle. Hell, you were close to 100% at 90% throttle or less.

Looks good. How do you attach the lid to the spare tire well or is it attached to a bottom? Most enclosures I've seen are glassed into the spare tire well. It looks like you used a single piece of MDF or equivalent which is the route I was investigating. Thanks for the pictures.

Ron, it is my understanding that Wolf wired up six channels but he only wired up three when he swapped it over. His last response is his current configuration with the L24. Wolf configured the ems using 6 channels with a firing order of 2 0 1 1 0 2 and a pulse skip of 2 for each channel.