Hey_Allen

Regarding the Subaru exhaust sound, most of that is due to the dramatically unequal length exhaust headers causing the exhaust pulses to be out of sync. The stock subaru headers run the left bank exhaust around the front of the engine, then back to join with the right side, and up to a turbo, or just down to the cat and out. When some of the performance minded drivers went with equal length headers to tweak efficiency, they found that the 'boxer growl' vanished, much to the dismay of a number of them.

I'd be interested in hearing anything as well, but I don't have anything useful to contribute. Being 6'4", I'm in the market for some decent seats as well.

I'm a new guy here, having just recently purchased a '73 240z with a SBC conversion in it. I'm looking at doing a MS conversion, partially due to having a hard time resisting making things more difficult for myself whenever given the chance..

If anyone else wants to send stuff, but doesn't have someone particular in mind, you can always send stuff through anysoldier.com They keep track of soldiers who are out in the field, and certain soldiers act as a contact point to receive shipments, then distributing them to those around their area. (I'd only heard about this until this current deployment, but we've been getting some strange things sent through that system! )

I was reading through a few of the seat threads, and I thought I read that the Corvette seats were fairly decent for us taller people. (Or should that be normal height people, instead of the vertically challenged masses that surround us? ) If you haven't already found it, there is a sticky in the interiors section on seats.

I'd always seen that running lean gave high NOx, whereas high HC was unburned fuel running out the exhaust.

Hello all, I'm Josh and I'm new here as well. I'm an off and on again military tech. Army Signal Corps for 4 years, 3 years as a general communications contractor (AT&T Wireless tower testing and site installation, mostly), now followed by Air Force Reserve avionics maintenance. I'm thinking that when I eventually come back to the civilian side, I need to stay away from communications, so probably going back to school for medical technology repair in the near future. All in all, staying employed to earn money for the various automotive projects, the "new" 73 v8z conversion being the latest in the series. Happy wrenching, all!

The one I last made had a metering tube to measure the MAPP gas that was used to fuel it. By using a regulator, 2 ball valves, and a length of pipe between the valves, you could regulate the fuel charge against the known volume of air in the chamber. This was a 1.5" barrel, and the friends who's house I left it at figured out that grade AA eggs will often fit nicely in it's barrel. We had a few complaints from boaters out in the Puget Sound, saying that someone was shooting golf balls at them.. I don't remember where the calculator is located, but there are a few sites out there that have automated the math, and related it to the appropriate sizes of plumbing.

I just wish I were currently in the States, I'd be happy to join you all, even if the Z wasn't yet on the road! Anyone have any idea if there will be another meet later in the year, or next year at some point?

A number of factory turbo cars come with a seperator of some sort fitted. The idea being to seperate the oil from the airflow. Often they have some sort of return to the crankcase or oil pan to drain back down. I know my old Mercedes diesel has a spring loaded valve at the top of the oil pan where the seperator drains to. On an Isuzu turbo I had long ago, it had a set of baffles in a little box on top of the valve cover, again with a drain back to the oil pan. When they work properly, they seem to cut down on the oil burning, and reduce HC in exhaust to some extent.

If I remember correctly, my 17" wheels on my dead Subaru weighed around 15 lb each, but it might have been a little more. Those were fairly light wheels though, BBS forged aluminum.

I am a new owner to the HybridZ game, but when I get back home, I live in Tacoma, WA. I was raised between Portland and out in Tillamook, on the coast. I'm definitely going to have to chase down some of you, just to compare notes and ogle other's cars!

To the best of my knowledge compression checks do require that the engine be runable. Dry is just putting the compression tester in the spark plug hole and cranking it over a couple of times. Wet testing is the same, but you squirt a little bit of oil in the spark plug hole before running the test. The difference between them typically is an indicator of piston ring problems, if the pressure on a cylinder comes up dramatically when wet.