HowlerMonkey
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Posts posted by HowlerMonkey
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3n71b is normal forward valve body....unless you buy a performance valve body from a performance tranny supplier.
Most aftermarket shifters are cable operated.
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AVgas is also formulated for a low piston speed.
May people only look at the octane number which is only a very small part of the equation.
If you want good high octane gas that will give best power, try VP racing fuel's SR1.
It makes more power on cars with below 10 to 1 compression ratio N/A than most any other fuel that tests as legal........at least at this time.....might change soon.
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Most of the crazy octane requirements in normally aspirated aero engines are there because the engines run lower rpm ranges which makes them more susceptible to knock.
Also.....the mixture is in the hands of the pilot and a higher octane will resist detonation better than a lower octane fuel when someone manages the mixture badly and runs it too lean with high map at low rpms.
That is why you commonly see avgas with ratings such as 100/130 in that the first number is the octane when run very lean and the second is the octane when run rich.
AVgas is also more consistent in it's vapor pressure with regard to density altitude changes.
All of this goes toward ensuring engines are harder to blow up which keeps airplanes from dropping out of the sky.
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When I worked at Z shop of miami, I didn't have a lift....I had jackstands.
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I made the mistake of taking out the plastic boxes and paving the top with wood that and fitted 6x9s.
Even stuffed, that area had a horrible mid bass hype that sounded just plain bad.
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The S130 slicktops have an amazing amount of headroom but the one thing that worried me as a 6'5" guy was my shin (4 inches below knee) being against the stereo console while driving.
I was always worried I would hit something hard enough for my shin to break the plastic and run into the knifelike metal behind it.
Really my only real complaint with the S130 was that they gave you a taste of how awesome speakers reflecting off of the windshield sound but then compromised it by putting the "left" speaker to the right of the driver. (passengers got the good sound)
Anybody who's driven a GM car with a nice set of front speakers knows the awesome stereo separation and "in your face" sound this setup gives you.
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I am using a 280zx turbo (1981) resistor pack and it's only 6 ohms which has me wondering if my 2.6 ohm injectors and the resistors combined will eventually kill the injector drivers from overcurrent but.......so far I've had no troubles.
I know the ecu expects to see 12 to 14 ohms and am also wondering if adding a bit of resistence to make my setup ohm out at that range would end up changing the opening speed of the injectors and affect my mixtures.
I would do more searches on other makes as well as nissan concerning dropping resistors (yes you will need them in your case) and find out if possibly a higher resistence than the honda pack delivers would be better.
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Funny you mention the timeline.
I've noticed that both of my L engine (both injected though) have started experiencing vapor lock issues after a hot soak of about 10 minutes.
This started in both cars at the same time and I can estimate it started about 11 months ago.
I'm wondering if the gasoline blends were changed at that time.
I'm in florida.
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That might be a manifold for a SD33t.
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The thing that affects high speed scariness the most on both the S30 and S130 is your toe settings.....at speed.
I had a friend who took a pic of my s130 going past at 125mph which allowed me to study the attitude of the car at that speed.
Then I went to the alignment rack and duplicated the attitude with strapping and jacking and performed an alignment.
Though the car then made lots more noise in underground parking garages and turn in was a lot less crisp (from excessive toe in at low speed), it felt perfectly fine right up to the limiter on a 3.54 geared 280zx turbo with 215/60 tires (proabably over 135) even though I lacked a front spoiler........for that matter....the front valance.
If you want good alignment at both high speeds and for ultimate turning, you really need to stiffen up the car to reduce attitude and ride height changes to minimize toe and camber changes through a wide range of conditions.
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Probably means to differentiate his N47 from the early to mid 80s L24e N47 head that many here call "mn47".
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Sweet...that monteverdi has A/C.
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Hmmmmm.....does this also mean that the distributor shafts out of those engines will allow usage of the 1982/83 distributor on a L28?
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Video of it running.
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That dude is cool!!
Looks like a fun car and I love insane projects like this.
Reminds me of this bike.
Or this tractor.
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This is because the stock fuel system uses both mechanical and electronic "computers".
The mechanical computing done by the air flow meter is carried out by the spring tension and rate through it's range of travel on the airflow meter flap and flow through the bypass port. (yes the bypass port affects more than just idle and does have an effect on light throttle cruising)
The ignition timing mechanical computing is done by the the vacuum diaphragm diameter and spring tension working against it as well as the mass of the mechanical advance weights and the spring tension .
A high performance camshaft will require a "re-calibration" of both the mechanical computational devices and the electronic computer to yield good results in all circumstances.
If you ever spent time recurving a distributor back in the 60s or 70s, you will know how much trial and error is required and try to imagine the additional work required to "re-curve" the mechanical computation portion of the fuel system as well.....but without the benefit much information at all since only a few have attempted it.
Think of it as setting up carbs and distributor curves which is difficult enough and then add a computer that has it's own "curves" and was carefully designed to work with the stock parameters of the distributor and airflow meter.
Going to a Z31 engine management system with MAF and an editing suite like nistune would be a lot easier to make the engine happy across a variety of hardware changes.
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For some reason, I was expecting one of these kriedler 50cc racing bikes with 14 forward speeds.
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Those look like the hood scoops we sold at electrodyne in the early 80s.
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I guess you're talking about he ZD30?
If so, the fact it came in later nissan patrols means it might bolt to a FS5R30 tranny.
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Here's one of the first implementations of "turbo compound" in the wright 3350PRT (prt stands for power recovery turbine).
This one is in the naval aviation museum and you can see the 3 power recovery turbines at the rear of the engine with the exhaust pipes (look like a genie bottle but with two outlets).
They drive the crankshaft through a torque convertor type device (fluid clutch) and bevel gears.
They add 600hp to the engine output.
Strangely enough, they have this engine in front of an airplane that never used a power recovery turbines version in the skyraider of squadron VA25.
My dad flew 6 missions in that airplane behind the engine.
You guys might have seen him on dogfights in the story of the skyraider that shot down the mig 17 (jet fighter).
Hijack off.
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15 btdc is what I have my L28et at.
The tps should only have continuity at zero throttle opening (idle position).
I find an unbelievable amount where somebody adjusted the throttle body open to compensate for low idle and ending up having the idle switch never making contact because of the throttle opening.
This will throw off timing since it is different with the switch in the on position than off for the same throttle opening.
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Not used in S130s.
The S130s used both the oil pressure switch and alternator output to energize a relay and later ones had up to 3 fuel pump relays.
To check the air flow meter for compatibility, I would check manuals for both the maxima......or 1982 280zx n/a and compare the testing proceedure and resistence expected on the terminals.
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I've swapped a 1982 280zx air flow meter into a 1984 maxima L24e engine.
I think the early L28s before 1979 require a microswitch inside the airflow meter for the fuel pump control.
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If it wore out the tire quick, I would check the toe.
Camber doesn't wear tires out quickly but a toe problem will.
am i one tooth off?
in S130 Series - 280ZX
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Are you able to run the engine down to 750rpms to check timing and also have the throttle switch on the tps in the on position?
If you're higher than that or the switch is off, you won't be able to set base timing.
Now I'm pretty sure the pcm only advances timing if the switch is off or the rpms are too high so, if you cannot get 15 degrees with the screws in the middle (or close) then you are one tooth off.
Are you sure the balancer rubber hasn't slipped causing the timing mark to show tdc when it is not actually there?