Leon

In the Reference section of xenons30.com. Side-note: I think it would benefit everyone if the forum rules have a requirement of downloading the FSM prior to posting.

Look up the torque specs in the Brake section of the (free!) FSM.

I typed in "R200 diff" into google image search, lo and behold...

The springs need to be stiff enough in order to not hit resonance within the bounds of your rpm range. fn = 0.5 * (k/m)0.5 Where, fn is the natural frequency k is stiffness m is mass Solve for k to get stiffness... As you can see, resonance is a function of spring stiffness (and mass). I'm not sure what you mean by "valve spring pressure". If it's pressure at the valve seat or open pressure that you're after, that can be easily calculated once stiffness is known. http://www.efunda.com/DesignStandards/springs/spring_frequency.cfm

I'm not following #4 here. You're not going to have "too high timing, past detonation threshold" unless you're firing the plug seriously early, something like 120deg BTDC, in which case it's like having your plugs in the wrong spot and the engine won't run at all. Otherwise, spark knock is a function of spark advance and the earlier the knock (whether by spark or hot spots) occurs the worse it will be. I'd make the threshold vertical.

That, I'll agree with!

I think the biggest issue with that chart is that the detonation threshold should be a vertical line, not horizontal.

Good to know, thanks!

Nathan, you've flipped a few things here. A richer mixture burns faster and is easier to light off (makes sense when you think about it) than a leaner mix. Thus, leaner running requires more timing advance, and a richer mixture needs less timing to hit MBT (max brake torque).

Ray, What shop are you using?

Hmm, good point. Not sure where you can get new 280Z brackets, besides a parts car.

Sounds like you need these?

Congrats on the new job! Motivation to get started is tough sometimes. I've found that if I can make myself walk into the garage and start, I usually get on a roll and re-motivate myself.

Your offer is tempting...

Sounds like you're looking for a "housing", not a gear.

Nice, sounds like you have a solid plan!

Not a problem! I had thought that there are TPS units available that "bolt-on" to Webers? For example, something like this? By the way, you can still run a clutch fan while making room for the VR sensor! I found that the 280ZX fan is spaced further away from the engine, and gave me plenty of space for the VR sensor. Relevant thread HERE. I'm not sure how hard it would be for you to get a ZX fan, but they're very cheap and plentiful around here. I paid something like $20 shipped for the fan and clutch. Be careful with fan-to-radiator clearance. The clutch fan works great and I didn't have to add extra relays, wires, fans, switches, etc. I was very happy with the outcome!

I live just south of SF, so space is a concern compared to you lucky guys with lots of land. The rust-free shell is a continuation of my first Z project. I have visions of grandeur about restoring it, although I haven't quite gotten to the "restore" stage. I've got boxes upon boxes of parts for it so it's ready when I am. The other issue is, if I decide to sell the shell (by the sea shore?) I have to dig out all the parts inside, under and around it. Then there's the issue of moving it since it doesn't have any wheels, let alone any suspension bits attached to it. It would be a good idea to get rid of it, but honestly, getting rid of it will take a bit of work for what is likely to be a small payoff. It's a straight, rust-free shell but even then, I doubt I'd get $1000 for it. The orange car is great, but it's a salvage title due to superficial body damage (got rear-ended). It was repaired long ago and the alignment is dead-on, hence "superficial". It's got a pretty cool story itself, the kid I bought it from got the car from his HS auto tech class. The teacher was a Z/RX7 fanatic so it fit in as one of the shop cars at Gunn HS in Palo Alto. I believe the Z got "restored" there as there are a few signatures in the hatch, underneath the carpet. I've been meaning to track them down but haven't done so yet. Hmm, maybe it would be fun to find one of those guys and see if they'd like it... I planned on have 2 (running) Zs, the 240Z and 260Z, in the garage but that hasn't quite happened yet. I think you hit it on the head, it's just too many projects at once. Maybe even downsizing to one Z might be a good idea.

Hey Matt, I'm using MAP. All I did was run some vacuum hose from an open port in my Cannon manifold to the MJ unit. Simple! The signal is a little bit noisy at low engine speeds but I'm not running a vacuum box at the moment, just a direct run of hose. BTW, I'm using a stock cam so using MAP with an aggressive, high-overlap cam would be more difficult.

Dea... wait-a-minute. Nice try, Alex!

Have you solved the low fuel pressure issue? That sounds like a possible root cause.

I like where your head's at! I should rephrase my original statement to, "I wish I had more space!" I'm really contemplating selling the orange car. I absolutely LOVE the color, but if I sell it, it just means that the 240Z shell will have to be painted orange. Boom, my decision on what color that car needs to be is made for me. We'll wait and see if he wants to sell his Z, if he does I'll have a tough decision on my hands.

Nice, that makes sense! I didn't realize you were running COP. Aural L-series pleasure awaits!

On another note... I've hit quite the dilemma! One of my former (awesome!) college professors emailed me recently and said that he's thinking of getting rid of his early 260Z! He was my Ground Vehicle Dynamics prof as well as the team advisor and my senior project sponsor for FormulaSAE. Before teaching, he worked at a few race teams, notably at Benetton-Renault F1. Basically, the guy knows what he's doing and this isn't some ratty, beat-up Z. The car even went with him to the UK and back since he wanted to drive it in England while he worked at B-R! The car is supposedly in great shape, exterior gone over ("British Racing Green"), new interior, ITS engine (among others), coilovers, parts, etc. You get the picture. He's attached to it since he's owned it for over 20 years but he's considering getting rid of it. I NEED FREE SPACE IN MY GARAGE!!! This means that either the orange 260Z goes or my rust-free 2/71 shell goes. Damn, damn, damn, damn!!! I'm mulling over whether I want to get rid of the shell or if I keep a few things from the 260Z and then sell it. Hell, maybe I should just get rid of both current Z's and keep only one in the stable, if I get it that is. I wish I had a bigger garage...

First of all, I've sucked at updating this thread. Life has been very busy and I haven't even had a chance to upload my JCCS adventure! I've been doing a lot of carb tuning and went to a tuning day in Sonoma along with DCOE guru Keith Franck (of the Sidedraft Central Yahoo group). He's developed new idle jets (hypojets) and emulsion tubes. There were a few Z guys there and we had a great time tuning and disussing air-bleed carburetor phyics. I came out of it with some new jets and a much better running Z. I'm currently using H221 hypojets, meaning a 0.022" orifice, 1st air bleed hole. There are 4 air bleed holes to choose from in a hypojet, making it 4-idlejets-in-one. I'm using Keith's O3 etube, meaning it has 3 air holes in it. Throttle response became crisper and I've managed to get idle to about 14.5:1 and cruise mixtures are now leaner (but not lean enough) at about 12-13AFR, depending on load. I had a chance to play with the main jet this weekend as well. I was running 125 mains with WOT AFR going very rich, down to 10.5AFR at high rpm. I went a few sizes down and tried 110 mains but they were too lean, the car didn't like to accelerate at WOT because of the 15-16AFR mixture. I have 120 mains on order. I'm also putting in stiffer pump springs, as recommended by Keith, in order to increase and quicken my accel pump shot. New internal throttle return springs are getting put in as soon as the pump springs come in, hopefully this will alleviate the sticky throttles. More to come on this soon!