hughdogz

=========== Is this you? Print out the Inquiry Form, fill it out and send it to the Oregon Department of State Lands Property Details: This asset has a cash value over $50. =========== What the ?? I guess I'd better send it in to see what I get, LOL! My ultimate dream would be a property with a giant barn full of Z's and vintage racers!

I think BradManQ45 hit the nail on the head. The AFM wasn't designed to measure compressed air. Say that you add an intercooler that is 100% efficient (for sake of argument) so that temperature doesn't play any role. The mass flow rate of the air is the same regardless if it is still atmospheric, pressurized or even a higher temperature. Say for instance, you are boosting at 14.7 psi. That is twice the atmospheric pressure (on the absolute scale). If the pressure is doubled, the velocity must be halved since mass flow rate is the same (assuming same diameter tubes). Therefore, the AFM is only "seeing" half the flow in the pressurized pipe (versus the atmospheric location) . The ECU then adds only half the required fuel. [Edit: This logic seems right to me, but I'm not 100% sure.]

There's not that many S130 project pages to sift through, but here you go! http://forums.hybridz.org/showthread.php?t=133409 {Edit: Making your own Pantera-style hatch for the 2+, huh? Cool! }

To use SU's wouldn't it have to be a draw-through setup? (versus a blow-through) Either that or you'd have to figure out a way to pressurize the SU's float chambers. I could be wrong though (it wouldn't be the first time )

If your regulator didn't come with instructions you can probably download it off the Aeromotive website. That said, my Aeromotive instructions said to set the static pressue at 43 psi IIRC (that's without the vacuum reference, and the hose plugged). When you plug the vacuum reference hose back on, you should drop to about 36 psi, assuming your engine is pulling 7 psi of vacuum. I think this is a pretty general rule of thumb for EFI and has probably been covered MANY-o times before...

Mmmm....intellesting. Thanks Globerunner!! I thought they were pretty decent wheels. Since Rocket Racing? went out of their way to get SFI spec approval back in the day, they are probably decently strong rims. I know what you guys are going to say, just because it meets SFI spec, doesn't mean squat (in reality). Kind of like ISO 900x certification, it just means that the processes are well documented. I really like your black finish. I second Woldson, I'm anxious to see how they look on your ride!! Cheers!

I've been frustrated using Logworks2. I tried to create user charts to calculate corrected injector opening times based on current injector opening times, target AFR and Actual AFR. My problem was, after I would create all the charts, enter the formulas, save settings, blah, blah, I couldn't figure out why my settings weren't saving! Ugh! I went on Innovate's forum and discovered that they have a Logworks3 Beta_2 available for download. :-PI didn't even have to uninstall my Logworks2. What I noticed first off is an enhanced user interface: Different skins Max / min markers on gauges Common commands are added as toolbuttons And get this, a Template Manager!! Now I can finally save my user defined charts. I was using Logworks2, MS-Excel and the Wolf3D interface to tune my fuel map charts. Now at least I don't need Excel. Here are some screen captures so you know what I'm talking about: Template Manager: Here are some of my user charts that use formulas to calculate other user charts (this is the actual AFR table shown): What is really nice about the user-defined formulas (macros?) is that you can add a qualifer. Say that you only want calculations if the number of data points is greater than 20. This will ignore those "oddball" data points!! I'm still pretty rough in my maps, but here are some chart examples: (current inj open time when AFR's were recorded) My target AFR map: Corrected (automatically calculated by formula) injector open time: Just for kicks, I wanted to see how far off I was in milliseconds for injector open time: Here is the same chart as above, only in percentage difference: Some other useful charts that you can create that haven't changed much from Logworks2: There's still a few bugs in LW3 that I noticed (not all user defined formulas show up). In general, I like it MUCH better than LW2. Cheers, -hughdogz

I've been frustrated using Logworks2. I tried to create user charts to calculate corrected injector opening times based on current injector opening times, target AFR and Actual AFR. My problem was, after I would create all the charts, enter the formulas, save settings, blah, blah, I couldn't figure out why my settings weren't saving! Ugh! I went on Innovate's forum and discovered that they have a Logworks3 Beta_2 available for download. :-PI didn't even have to uninstall my Logworks2. What I noticed first off is an enhanced user interface: Different skins Max / min markers on gauges Common commands are added as toolbuttons And get this, a Template Manager!! Now I can finally save my user defined charts. I was using Logworks2, MS-Excel and the Wolf3D interface to tune my fuel map charts. Now at least I don't need Excel. Here are some screen captures so you know what I'm talking about: Template Manager: Here are some of my user charts that use formulas to calculate other user charts (this is the actual AFR table shown): What is really nice about the user-defined formulas (macros?) is that you can add a qualifer. Say that you only want calculations if the number of data points is greater than 20. This will ignore those "oddball" data points!! I'm still pretty rough in my maps, but here are some chart examples: (current inj open time when AFR's were recorded) My target AFR map: Corrected (automatically calculated by formula) injector open time: Just for kicks, I wanted to see how far off I was in milliseconds for injector open time: Here is the same chart as above, only in percentage difference: Some other useful charts that you can create that haven't changed much from Logworks2 (3D surface plot): There's still a few bugs in LW3 that I noticed (not all user defined formulas show up). In general, I like it MUCH better than LW2. Just thought I'd let you guys know about the improvements. Sorry if this was a repost. Cheers, -hughdogz

Wow! Now that is an awesome job there!! Yasin, I noticed your pyrometer is pegged at 1600F. That's what happened to mine on the trip to MSA and never came back. It used to be when I turned the key off, it would stay at that reading. Then when I would turn the key back on, it would reset to zero. Now it resets to 1600 F. I'm thinking of sending it back to Autometer to see if they can fix it.

Haha! Very true...well, actually you only have to sell half your soul, because you'll be addicted to the search button in no-time.

I think this is the first time I've seen the EXACT same wheels that came on my 260Z! There are many variants on this style, most of which are less appealing to me. Check it out: Do you know who makes them? I only have the front two center caps, and those have a sticker that says "Rocket Racing Wheels". I notice you have a sticker on the rim, what does it say? And those DORAL tires were hard as rocks!! I have some low-end Toyo Proxies on now and it made a world of difference. I never thought a semi-generic cigarrette company would make tires.

Not necessarily, you could get ahold of a throttle body like a vintage Weber that has provisions to connect pre and post (two places) throttle plate. Then you wouldn't even have to mess with the J-Pipe. Although I think it would be pretty simple to spotface part of the BAE emboss (where the material is thickest) then tap in a fitting... It's the pipe that routes the compressed air from the turbo into the throttle body. It is in the shape of a "J", thus the name. It is fine for low boost levels where the compressed air isn't heated much. But at higher boost levels, an intercooler is usually needed between the compressor and TB to return the heated air back to ambient temperature as much as possible.

http://portland.craigslist.org/mlt/car/673460333.html http://s203.photobucket.com/albums/aa301/MunichM/GT2%20280Z/ There must be $50k worth of parts here! I should buy it just for the investment! But it's Waaaay out of my league for now... It's better that it gets back on the track soon.

That's how the stock L28ET is set up.

Shanghai at night (Pearl Tower) and yes, that is a lot of smog!! Cathedral of Notre Dame (France) The Saints holding the heads signify they saw the Gillotine I love these little Demons, Muhahaha!! Parisian Street performer: Mmmmm....French "fast food" This was the World's tallest Sitka Spruce tree, located near the highway between Portland and the coast. It broke during a storm last winter. I think the current tallest Sitka is now somewhere in the former Soviet Union. Some cool pics along the Wilson River, located in the Coast Range hills. Also showing how much Spanish Moss grows everywhere in the PacNW!! This was *I think* a base of a chimmeny (or fireplace) at one point in time: Some intersting 'shrooms grownig in my backyard during the winter: Some Grapes I had growing at my house: Last but not least, a pic of an American LeMans car (Panoz Team) when the series appeared at PIR (Portland Int'l Raceway):

I totally respect and admire your initiative. I hope you will post up pics of your completed pieces!!

Saaweeeet!! Thanks again Justin (and Ron Tyler)!!

Yeah, that doesn't look to bad actually. I'd say go for it. But, what is up with the rust and cutout in the driver's inner door frame in pic #4? Also, the passenger rear around the taillight looks a bit funky... But in general, I think it is a good start for what you have planned Justin!

He was just trying to keep up with our ZXT's in and around Anaheim. It's not like we were out rallying or terrorizing the neighborhoods, we were obeying the speed limits. Although he was getting pretty squirrelly around the corners following us...maybe he hit a pothole or something and his T/C rod finally gave up the ghost. It was a pretty clean 90 degree break, with kind of a thick line across the diameter. If it would have broken from torsion, it would have been a 45 degree break. I'm no failure analysis expert, but I'm guessing that it either fatigued from bending (cracks growing from opposite sides) or else snapped while buckling. If it would have broken from tension, I think I would have seen a cup and cone type of break.

Got IGES? I'd rather have a solid model than a 2D drawing. That way I won't have to reverse-engineer as much to finish my design.

I'd get them ASAP if I were running poly bushings, and lowered suspension without any RCA's. You should have seen it. When the S130 came to a stop, the wheel seemed like it turned maybe 10-20 degrees because of the broken T/C rod!! Nooooot good! I'm going to see about either using one poly and one rubber like Guy said, and / or drill out the poly's like the Dime quarterly article suggested.

Hi Guy, Damn I wish I would have seen this post a week ago! Guess what? The same thing happened to a friend of ours at the Motorsport show. Only he drove from Arizona. Yes, he did have Poly bushings but no lowered suspension on his S130. I thought the 510'ers would fit, but I talked to Gabriel at TTT and he said that they won't fit. However, he said he should have the S130 T/C rods available in the next month or so. I know you can't wait that long, and you already sourced materials, but if you could somehow cancel the order, or return those materials, you could get some TTT ones semi-soon. Best regards, -Hugh

YES!! Tim got back to me and said there are two 280ZX airdam molds (one with ducts, one sans). I suspect they could be from the Bob Sharp / Paul Newman era?? He invited me to come take a look for myself. 280ZForce, Prox, this is probably what the S30 IMSA widebody G-Nose kit looks like: Images courtesy of this page

Boost solonoid? Maybe you mean an electronic boost controller that uses a solonoid. The L28ET uses just a wastegate actuator sized at 7psi, so no external boost controller. A MBC inline between the compressor fitting and wastegate actuator should do fine, that's the way most of us set it up... What a MBC does is that it "intercepts" the boost signal from the compressor so that it will not let pressure through until a certain pressure is reached. Then it will let the boost signal through. Say that your wastegate actuator (stock) opens at 7psi. You can set the MBC to 9 psi, and the actuator will not see any signal until 9psi. It will now open at 9psi instead of 7psi. With a BOV, you want a signal from the intake manifold so that going from boost to vacuum by closing the throttle will open the BOV. If you take the signal from the compressor fitting, it is not under vacuum when the throttle closes. I've also heard that it is possible to connect a line from the manifold to the BOV, BOV to MBC, then to the wastegate actuator (and plug the compressor fitting). You can try hooking them up the other ways you mentioned too. However you choose to do it, make sure that the BOV will stay shut at idle. You don't want any unmetered (and not to mention unfiltered) air to enter the system. It is also a necessity to get a good boost gage to ensure you're not over-boosting (over ~9-10 psi no intercooler, some have run higher). Hope this helped...

Yes indeed. Some '82's had a P90A head with mechanical lifters (like mine) but as far as I know, there weren't ANY '83's with a 90A head and mechanical lifters from the factory. There's probably quite a few Timesert converted P90A heads around since hydro lifters are NLA. But maybe you're right, there could be some '83's with a P90A and factory mechanical lifters. I don't have concrete facts though...I could be totally wrong. Just because we haven't seen it in person, doesn't mean they don't exist. e.g. '82-'83's with slicktops. I will try to refrain from posting any more today... I apologize for the off-topic chippo280Z