HowlerMonkey

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.

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).

Is this engine in the car now? If so, there are solutions depending on how much room you have to work.

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.

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

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.

Battery connected backwards?

I think the truck transmission is called the FS5W71G.

I've acquired the 5-speed but may be interested in a rebuildable 4n71b from a 300zx turbo.

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.

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

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.

Then there's that converting the L24e to rear sump issue. Whatever you do, don't throw away that maxima cylinder head.

Back in the late 80s, Dan Bisone lapped the field in a Improved touring race in his 240z. Pretty sure it passed tech. that time and a rumor was about that it turned 190hp to the wheels.

Make sure the sensor isn't touching the "wheel" that triggers it. Removing the fan makes it easier and I used a feeler gauge but don't remember thickness.

I searched in vain as well. I have a fel-pro gasket here and it's really thin so I will try it and then maybe do an a/b comparison.

Does anybody know if we can trust a fel-pro gasket to be the thickness to achieve proper rotor to housing clearance? Now that we have have all these pumps apart, we'll need gaskets that won't compromise in this area.

Just pulled one from a 1996 pickup....will measure rotor tomorrow.

Dang...forgot to suggest oil change but am glad to see you did it.

240sx not a bolt in......different tranny. I'm sure Bernard has the solution.

How long did the car sit cooling or idling before the dyno run?

Click.....add to favorites....thanks.

Apparently, thermostat selection in the L6 is very important....don't buy crap but rather spring for the good stuff. Many aftermarket thermostats have a much smaller diameter hole....some as much as 30% smaller but it is definately a good idea to replace a 30 year old thermostat. The fan clutch started freewheeling about the same time the temperature sender stopped working but not before I heard what sounded like someone knocking on the floor of my car..........it was water banging around from extreme heat when I was in traffic. I replaced the fan clutch and it immediately overheated the next morning on the way to work but I wisely had a laptop connected to the consult port and turned around as soon as the temperature climbed above 220 without stabilizing and drove 1 block home. The temp at arrival was 329 degrees!!! Head gasket blown and who knows what else so a spare p90 goes on (after close inspection) and an ishino head gasket. I have a LD28 now and will be installing it with turbo soon but I need it running now so the write up on the diesel will have to wait a couple of months.

I've had about 10 m30 ecus (5 got stolen) and found intermittence issues with about half of them. Luckily 3 of the 5 stolen had the issues but sadly one was a california ecu that was yanked forcefully off of the car without unscrewing the bolt which ruined my harness connector. That said, I snipped the M30 harness and fit it to the L28et in my M30 car in one day and tossed in stock 280zx turbo injectors (using dropping resistors) and the car runs rich for a few seconds on cold startup before the o2 sensor comes on which causes the M30 ecu to pull fuel. I'm not really sure how much fuel the m30ecu can pull but I've put 28k miles on this ecu with a L28et and only had issues from running too much initial timing and a bad thermostat. It's not fully necessary but, to get all the benefits from the m30 ecu, you will need to make sure you get the firing order correct for the injectors since the m30 ecu is sequential.

Innovate motorsports, makers of the LM-1 have an obdII bluetooth adapter for the iphone. I think they are working on one for the android.