Tony D

Those could be used on a Toyota M-Series, they had a manifold that used three IDF Webers. I got a Nissan A12 manifold for 44IDF's!

Larger radius bends flow better, less restriction. That is the purpose for using them. Fujitsubo made a header for the non-cross flow L-Head that looks almost identical to the OSG DOHC u it...definitely a RHD Only piece...goes right through the steering shaft area on the U.S. Models. Long gradual bends out of the head, almost to the strut tower before making a very large radius bend south to the collectors...

Both the AFR and EGT are done using a header modified for the requisite instrumentation. Data logging consolidates the readings to a single timeline making interpretation easier. EGT is limited to a 25F spread generally. The WBO2 in the collector is used for ECU Correction and is logged against the individual cylinders. That was all done on an engine dyno so it was possible to hold load points precisely for stabilization of the readings. At least that's how we did it building up the Bonneville car, and again with JeffP's Turbo Prototype. There are 6 cylinder Aircraft Engine Analyzers that make this type of monitoring an in-dash affair in regards to EGT.

A beat up blue Z in the Post Apocalyptic world? I guess my 260Z makes it then... It already has the flamethrowers...

You need tapered feeler gauges, not the valve setting 1/2" wide flat variety. We have the same issue with guys taking radial clearances on Impeller Tips. There are actually feeler gauges you can get that are long and about 1/4" wide, and they work great for setting that...alternately since it's a 0.003" starting point generally recommended you can buy a spare individual feeler gauge blade and cut it down with a good scissors to an appropriate width. One important thing to remember is after setting all barrels equally using a vacuum flow bench setup (or feeler gauge) that they are moved equally afterwards when setting idle speed. Especially with a physical flow bench setup, if you have variation cylinder-to-cylinder it's in the engine! Valve adjustment, rings, stuck,valve, worn cam lobe, plugged exhaust port.... The flow reading you see is related to the flow generated by the cylinder. If you have a standard source and have set them to that standard...variation is coming from the engine cylinder and must be investigated further! It's usually a valve adjustment or cam / rocker arm / lash pad issue. That's why the tune up instructions from Nissan always start with a valve clearance adjustment. Yes, it makes that much of a difference!

Seriously? A 6-Year Necropost? Mightn't he have progressed past that point in his build by this juncture. Unless you have the Delorean with Mr. Fusion on it, n which case you went back to 2009 and posted this then...

EGT Probes and WBO2 sensors in each port will be a bit better than plug reading for cylinder-to-cylinder variation. It will be difficult to get more than a 30-second top gear pull to get requisite stabilization for accurate readings. Using plug reading to try and counter AFR/EGT information garnered from instrumented Dyno (Engine and Chassis) testing is not really accurate. As some would say "comparing apples to wheels"!

The Intermodal beasts at 48 and 53' High Cube are awesome! Six cars EASILY, plus spares in a 48! I can't imagine a 53'.... I've got 5 45' HC, one 48' HC, and two 40' standards which now Imregret buying before even knowing about the 45'HC option (every 45'HC I've bought has cost less than the 40' STD's! If I could pawn them in exchange for a pair of 45' HC's or even 40' HC's I'd do it in a second. That extra foot in the container overhead makes a BIG difference in what you can do easily! Though the Intermodal 48' and 53' are wider than ConEx boxes, can't just wedge an 8' timber into the corrugations to hold it there while you cut your 54" cribbing uprights... Gotta cut a 10' down to that wider custom width.

Corkage regulation on the front end of the ECU should make over voltage moot issue. It all operates near 5VDC. UNDERVOLTAGE on the other hand makes for massive board level amperage increases and fries components. Really, the answer is to,toss the ECCS....unless you do a competent total system overhaul of all board components yourself you are never sure who decided a component was "good enough" and that tolerance stack adds up to be an issue. The change from stop to restart says there is a bias building up that is discharged when you turn the key off. To verify it, you could stick an automotive meter or o-scope that reads duty cycle of the injectors....you should see the pulsewidth change. That is the key...if the pulsewidth narrows on the scope as you run, then gets wider after you key off and back on, it's a bias in the electrical,side of the circuit. If you see a WIDE pulsewidth that NARROWS after your key off back on, then it's a fueling issue...but I don't know if this second characteristic would be exhibited on an older system as the pulsewidth is set over 3500... Basically by rpm with the WOT switch closed... I think you will see the first characteristic...the preprogrammed pulsewidth set by basing components on the board to be set and give set fueling through a given rpm load point slope. If a component is failing, then it will start affecting that pulsewidth. If it returns to the original pulsewidth after key off, you isolated it to the board. To find the component.... Well, maybe JeffP is feeling generous and will cut you a break to pick apart the board components. He's reverse engineered the Z31 ECU Board...but not the earlier ECCS...maybe it would intrigue him enough to ferret it out. But a current generation ECU with programmable fueling points and better processor can maintain the same emissions performance of the earlier boxes, allow for troubleshooting, and...well...keep you from getting in the bind you are currently experiencing! Good Luck. If Ray Mayes it to Bangkok, I,found the Sheep Farm, and it even has ducks and chickens to satisfy his urges along those lines!

Pulley and fan clutch from 280ZX won't work and there is your problem if using that same fan! Look at the assembled height of the L26 fan and clutch assembly, and of the ZX unit. It may be just the fan, the ZX having the clutch mounting surface closer to engine inside the central hub compared to the S30 configuration. Eats radiators!

My enclosed trailer is old, heavy, and weighs 6,000# empty. I can also jack it up on either rear corner and still open the back ramp door.... No twisting! Towed with a matching Chevy Dually... Always have people who can push to load. For short stuff, I'll run the F150 and a towbar, or the two-wheeled Demco Dolly I have.

Got a nice FRP Conversion for some Kei Pickups, nice Dodge COE, and working on an old C10 Chevy Body. Cool beans! Now to talk to the guy about custom G-Noses! LOL

It's the water pickup for the heater in a Nissan Patrol...

Muahahaha, over the combustion chamber makes a Reverse-Flow Scenario using the new Davies Craig EWP-150 a snap...

This sounds like an incomplete 'reman'... Like a solid state component internally is warming up during use or a capacitor on the board getting overcharged, causing a biasing to the fueling curve... Resetting the Capacitor when you turn it off and restart it again. I had a compressor doing this with a display value. A broken trace in a multi-layer PCB was overcharging a capacitor and it biased the circuit for one of the readouts. You could see it jump up during startup, and then progressively discharge and let the reading return to normal (once we turned up the trip point to where the high-charge point wasn't a tripping point.) That's what it sounds like to me. Or Ray is just spending too much time doing those Black Chickens like he's wont to do, and just stringing you along till the next big black chicken comes along to satisfy his needs. And regarding "Needing Stock ECCS to Pass Smog in CA"... You need to LOOK LIKE you have a stock ECCS to PASS Smog's Visual, and need SOME system that will maintain the mixture properly and function the EGR properly to pass the dyno check. That's a bit different than what you stated. There's the law, and there's reality. There is a group of VW Bus Owners in SoCal that were in on a Group Buy back in 2001 who have been passing smog on their VW's for over a DECADE now since changing to something that actually held the calibration and wasn't 40+ years old filled with desiccated capacitors bleeding the factory calibration of the ECU all haywire!

My suggestion, do a search in 5 years nearer the end of your enlistment. LOTS can change in the time you're in... Apparently the MotorEx decisions are still misconstrued...people have a problem reconciling the fact that ANY 'state' that allows registration DOES NOT trump FEDERAL laws. You can get anything you want locally registered. Does that make it federally legal? ABSOLUTELY NOT. BAR Tags do not denote FEDERAL Compliance. Without FEDERAL compliance, your swap is illegal. In CA, without reporting to the DMV unless under very specific conditions, almost ANY engine swap is illegal ... including "Pre-75 cars" with later-modeled engines. And it was the FEDS taking those cars, not the state of CA. Same as the guys impounded for illegal headlights by the DOT in VA and San Diego. There's Local Compliance, and Federal Compliance---one does not necessarily satisfy the other.

Porterfield R4 (not R4S which is dual purpose street/strip) with a good, fresh fluid like RBF650.

Someone talked to Hiro at Datsun Freeway out of Yokohama yesterday at the MSA Z-Bash and got quotes for the parts, FYI the numbers were: Nissan OEM G-Nose - all original $10,000 Aftermarket 2-Piece $800 Aftermarket Multi-Piece $3,000

With or without the squeeze Texis30O? I thought you posted Dyno sheets in your build thread?

Wow, so the 78 rack I had with 24,000 miles on it may be worth something (along with three others in my Hoarde?) Mmmmmmmmm, mmmmmmm, mowhahahahaha!

And people ask why I moved to The Philippines..

1976 280Z 2+2, F/GPRO Land Speed Record Holder 172.325mph at Bonneville as certified by SCTA & FIA... So "yes"! Eric L also did the same on his black 2/2 Fairlady Z. Up front it's all the same.

Yes, it's s starting point and the rationale has been stated previously for why it's there (wherever it may be). Idle tuning will be accomplished with very little rotary motion one way or the other from that initial,set point.

Available soon on eBay, "electric superchargers as Mercedes is using"!

Cool Beans!