HowlerMonkey
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Posts posted by HowlerMonkey
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Nice weldless solution.
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+1 on the longshifter.
Those short shifter guys have it all wrong.
If you're using the FS5W71b, I do know that the "ears" that the shift lever pin go through are longer or shorter depending on the year.
Lengthening the shifter will lengthen your shift throws (fine with me) but, if you want a shorter throw, you will need to have the pin higher relative to the trans.
Some short shifter kits do this already.
This ,may require lengthening the "ears", the shift lever below the pin, and whatever length you want to add up top.
If you're going with a Z32 type trans, there are a few options but a "short throw shifter" (not just a short lever) for that trans. coupled with the longer lever should net you close to stock throw with the longer shift lever.
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If you're going through all this fabrication, might as well go to the r230.
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What's really amazing is how well the factory "J-tube" and "vacuum control valve" work.
Sure, the air is damn hot but there is only a fraction of the pressure drop you find as compared to the average intercooler setup.
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Maybe it's aftermarket and designed to run with the cap normally used with the automatic setup?
I'm reaching...because the cap would interfere with the input shaft.
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I know this is an old thread but none of the answers above is correct.
This part is called the "vacuum control valve" but it's operation is different than it's name implies.
In operation, it is a blow off valve which vents excess pressure between the turbo outlet and the throttle plate when the throttle is closed while under boost.
Yes, it vents into the intake manifold runner.
Because of the way this car manages conditions in which the injectors are on/off, shoving air from the J-pipe through this valve into the intake manifold has no ill effect because the injectors will be off during the condition in which this valve is open.
If you are using a different ecu or injection scheme (or your tps is adjusted wrong), this valve's operation can cause it to hang rpms for a little bit because it's operation assumes the injectors are off when it is open.
Another up side to this scheme is that all air metered is put through the engine rather than some metered air being vented to the atmosphere.
It's actually a pretty brilliant scheme and likely responsible for stock 280zx turbos lasting longer than they would if the column of air would be allowed to "stack up" and spike in pressure when the throttle plate is closed.
That said, it's capacity to flow is probably not enough when used alone with higher boost, added volume of pressurized air (intercooling system), or a larger turbo.
If you're already running a blow off valve, removing this and/or plugging it should have zero effect
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The Mickey Thompson drag radials started having having belt shifting after 10 runs over 250mph, many runs over 200mph, and more than a few donuts.
We started some inquiries with manufacturers a couple of years ago and a few prototypes have shown up but mum's the word at this point until a design is finalized and tested.
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No intercooler
Stock M30 ecu with stock 280zx turbo injectors and dropping resistors.
19 degrees of initial timing
7 pounds of boost
no intercooler
93 octane
position #1 on the cam sprocket
victor reinz head gasket
stock m30 exhaust system with catalytic convertor in place.
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I think we will be running a few cars on the NASA space shuttle runway that weekend.
It's a 3 mile runway with the grooves smoothed out on damn near a mile or it, if not more.
NASA did this because shuttle touchdown on the grooved surface was pretty hard on the tires.
Here's where the nose gear touched down on the last shuttle landing.
We had at least 2 cars go 200 or high 190s in the standing mile and ran the length of the runway at 200mph on the twin turbo car using it as a dyno to get our tune proper and pull data on suspension height and temperatures that you just can't do on a dyno and we had no issues with the runway grooves at all.
One issue we had was that the runway has such amazing traction which, combined with the mid-engine layout on the ford GT and super quick boost ramp up profile we used with the ams1000 boost controller (boost by gear) that we had the pinion collapse it's bearing mounting which is part of the casting of the case.
If things go right, we should do 280mph in the standing mile as 253 came so easily with substantially less horsepower than we now have.
Anyway....this is close to a hijacking......sorry.
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I mentioned earlier I swapped a stock p79/f54 longblock onto a turbo car running stock boost.
Last week, I swapped the p90 head onto that block out of fear that the p79 liners would come apart under boost and it runs identical as far as I can see.
The liners were undamaged.
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Fan clutch pulling air when sitting and warm?
Does it heat up when driving over 45mph for a bit?
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How many gears do you have?
I am thinking that an official record could be had on a long runway with the proper officials in attendance.
Traction is not an issue on grooved concrete.
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I've actually used two fuel rails to get the returned fuel to cool the injectors themselves as opposed to only getting cool fuel through the rail and the return.
I used dual feed injectors similar to ones found on 1987 and later 300zx but securing them to the manifold was a chore.
Nissan put those scoops on the 280zx turbo and 300zx turbos for a reason and it was to get hot air out while sitting moreso than cold air in while moving and you will notice that nissan did away with the scoops the same year they got the dual feed injectors.
Sure...it works but on later cars I just used the factory nissan blower for hot soak issues.
As far as this happening when you are idling, the factory scheme will not help unless you do some fancy work and enable it to react to a temp sensor and run while the car is running.
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While Managing Blue Streak, I had a 30,000 sq. foot warehouse full of ecus.
I compared every bosch ecu sorting by connector and found many to be near identical to the nissan ecu from 1975 to 1983 non-turbo nissans with minor component differences from S30 to S130 applications.
Of course, the tunes on the rom are different for each application but I ran a 1984 maxima with turbo bits bolted on at 5psi for about 30,000 miles without any issues on non-turbo injectors but I did use a 1982 280zx ecu and air flow meter which might have allowed for more fuel flow as it was intended for an engine .4 liters larger.
The 280zx turbo ecus were the first in the newer nissan specific ecus that later ended up in the z31.
This doesn't mean you can put a datsun ecu in a bmw 530I but many of the components such as injector and coil drivers are similar (darlington...etc).
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Is this engine in the car now?
If so, there are solutions depending on how much room you have to work.
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Don't both manual and automatic a/c systems use a "blower amplifier" mounted to the case next to the motor?
If so, it could be having issues.
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There has been a thread in the group buys section on this....might be what you need.
http://forums.hybridz.org/index.php/topic/78709-stainless-gas-tank-straps-for-240z/page__st__40
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You might have a ground issue that is causing the car to draw current through the ecu because it is seeking ground.
I would make sure you have good ground from battery negative to body as well from battery negative to engine.
It's easy to get a 10 dollar cable from auto zone with ring terminals on each end and install it from a bolt on the engine to a clean spot on the body.
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Battery connected backwards?
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I think the truck transmission is called the FS5W71G.
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I've acquired the 5-speed but may be interested in a rebuildable 4n71b from a 300zx turbo.
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I already have a FS5R30 with Austin Hoke's L28 adaptor for the current L28ET engine.
I have no use for a 4 speed because I need the overdrive ratio of 5th gear as this is for a LD28 diesel with turbo and I need the overdrive.
I'm expanding this search to include a Z31 turbo automatic or 1984 nissan maxima either of E4n71b or L4n71b in rebuildable condition.
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Title says it all.
I need a FS5W71B transmission (and the clutch fork) for local pickup.
I'm willing to drive from key west to orlando but I am in west palm beach.
Condition needs either to be daily driver working (ok with 1st to 2nd grind) or rebuildable but with undamaged gearset.
PM or e.mail response ok.
sparkus@att.blackberry.net
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How is the turbo drain to pan flow?
If this is restricted, it can cause oil to seek exit into the exhaust or intake side of the turbo.
Excessive crankcase pressure can also cause this but this would cause smoking most all the time.
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Not making my target boost
in Turbo / Supercharger
Posted · Edited by HowlerMonkey
Is the pressure line that leads to the wastegate actuator plumbed to the turbo housing (stock setup)?
If so, the slight restriction in your intercooling system is the culprit.
The pressure your wastegate is seeing when plumbed to the turbo housing is before the pressure drop through the intercooling system so it's probably operating as normal and the actuator is seeing and reacting to target boost levels but the pressure drop through the intercooler/piping is responsible for the boost you see at the intake manifold.
To check this, run a gauge Tee'd in on the wastegate actuator hose and see what the turbo is seeing and compare it to what you are reading off the intake manifold.
You could change the "boost reference source" from the turbo housings to after the restriction of the intercooler and piping and you should end up with more consistent boost control.
One thing to consider before moving the wastegate pressure source......if your pressure drop across the intercooler/piping is too much and you're already running the turbos near thier limits, you could cause the turbos to overwork because they would be controlled by the pressure after the pressure drop.
If you're nowhere near the limits of the turbos, you should be fine.
All intercoolers introduce some restriction but some more than than others so this is a good time to see if your issue is caused by too much restriction.
Of course....after writing this, I see tony covered it on an earlier thread.
http://forums.hybridz.org/index.php/topic/100405-280zx-turbo-boost-issues/
When moving the wastegate signal to the intake manifold, keep in mind that an older actuator diaphragm might not be happy being fed near 30 inches or more of vacuum when decelerating since it has lived it's entire life never having seen anywhere near that vacuum level...........but....also discussed in that thread was a poppet type boost controller.
These also have the benefit of acting as a one-way valve which should keep the wastegate from being sucked to death.