Mudge

Must have been a group purchase!

I'm glad to hear about the coil! As for the bright green relay, it has 5 connectors on the bottom and I have 5 wires to feed to it. I am going to have to unravel the harness to figure this out without testing leads all weekend long, for now all I know is one or two of these wires go to the ACC portion of the fusible link box, and that is from the wiring diagram, likewise this is the wire that blows on battery being plugged in. The connector I have on the harness is in the Haynes as a "white" connector, it has space for 6 pins but is only using 5 on this one. The EGI relay cannot plug in directly without another connector, so this somehow got lost or was more likely never pulled off the car. This is the relay I have: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33596&item=2409334938 But I do not have the black connector, and there are only 4 wires shown on this one. Oh, I had to cut the cooler lines to get it off the car in a reasonble time period, but I would suggest getting a cooler, or it looks like oil changes should be 2000 miles or so without it, I'd recommend semi-synth but that is a personal preference. I'll probably start in on the relay fun in a couple hours, unless you feel like playing Superman and mapping it out for me I have 2 yellow wires, black/white, blue/red, and solid green all off an 82ZXT harness/engine setup.

Right, but the computer needs to have power to turn on the injectors, and so on. So without the EGI relay, I'm stuck.

Sweet, I think whats left is the EGI relay, I've looked at a few diff schematics from what years I can find, and it seems to be the root of my problem, blowing ACC and not having ignition/gas.

Yep, the early O2s I've seen start at 30k mile service life, they are now up to I think 120k, old single wire stuff though, blech.

They goofed by showing the 2+2 260Z, but otherwise a cool article.

SUCKER - NO SOUP FOR YOU!

Umm, ok? First gen Camaros are one of my favorite all time cars, and the ZL-1 along with the Yenkos and Baldwins, were thee sheet of the day for GM.

http://www.camaros.org/copo.shtml Some ZL1 Camaro dyno configuration numbers are listed, it goes from 375HP to 523HP, both from parasitic drag and of course some "hop ups" like headers.

Could someone with a turbo car and stock computer setup PLEASE do a simple favor for me. Wiring appears different on this relay for the NA car, different color wires and only 4 used, maybe even only a 4 prong relay I dont know. The bright green EFI/EGI relay, on my car first has a connector like so: blue/red stripe| Black/white st | | <-Green Yellow solid .. | | <-Yellow All I need is to know which wires go to which lead on this 5 prong relay. There is another relay right next to it, black with 4 wires which I have thankfully, whatever it is. Wire colors are different so doesn't give me alot of clue as to the other. The connector I have makes it appear that there was yet another connector attached to it which would have somehow been misplaced, because it is not ready to accept a relay as is. This should be in the vicinity of the fuseable link coming off the negative battery terminal as well.

Playing with diz will change idle speed somewhat, I hardly ever use a light just adjust till you ping and back off, after awhile you know about where the diz is in relation to timing. You can also check carb linkage adjustment/idle screws. Next option although not likely is a vacuum leak.

The IAC connector on my 94 is nothing like the fan connector, IAC should be right near the IAT on the harness, unless the 93 doesn't have that in the intake duct?

Does anyone know if the ignition control module is the same on both cars? I see so far that the EGI relay is not wired exactly the same, and I know the computer is 1 connector versus 3, so I am unsure about the ignition setup which I am missing. There is an NA ZX one available so I'd like to know, or if anyone has a pic of a ZXT version that would answer as well

I would go grade 8, grade 5 stuff seems to have soft threads, after repeated R&R it starts to eat it up a bit.

I dont know that its a strength issue, but since its a thread on a thread I imagine there is a slippage concern, as for the reality of the issue I dont know how big "problems" are or if it is just prejudice against getting a possibly abused block. I have seen people complain about finding helicoils in thier new crate engines, like in the starter area, etc

Nah, if you get blocked at work, you will probably get a notice from the firewall, a 403 is server side I have a filter setup at work also, but it only scans for dirty words.

I post a "bit" at work too, it sucked

You could always consider the 93 also, its a close ratio trans but I think 6th is "only" .78? Anywho its listed at http://www.f-body.org/gears You can also calculate gears http://www.geocities.com/z_design_studio/transmission.html if you didn't know of it.

If this is not in a gassy area, I removed some absolutely frozen brake lines with a propane torch, took about 30-60 seconds holding and they came free almost like butter. In comparison I used locking pliers and could not budge the others without killing my front hardline, which I then had to replace! Propane torch was like magic, I sheet you not.

It is especially a blessing in tight spaces, like large diameter header primaries threading into aluminum heads That is mostly why I love them so much, makes threading by FEEL easier and much safer, especially when installing headers in a car with crappy clearance and holding the header in place while trying to locate the proper thread and hold a gasket all at the same time!

http://www.ioportracing.com carries Autopower cages.

Some advantages/disadvantages to both setups, but I sure love that Ford sound. The 5.0 engine is also reportedly small, and should tuck in quite nicely. I would certainly pick a 302 over an L98, but versus an LT1, its mostly a cost/size/preference issue for me. The only thing I dont like about the 302 FI from what I know, is the cost of working with the computer. It is not cheap like Tunercat is for a GM car at not even $100, minus the cable or bench top setup. If you have knowlege though of cheap solutions for programming the 302 FI that would be great to pass on there is no way I would get a carb engine, I'm highly prejudice against them, but that is just my anal attitude 8) 350-400 HP from a potent 302 would be astounding in a Z car I am sure, and thusly it is tempting, although I know likewise I could easily pull a streetable 500HP out of an LT1 and still bang down good gas mileage and make good torque, that is why I love FI and fully programable timing/fuel maps. LS1 would be great too but the cost sure goes up drastically, especially if you want to open it up, although then again there are guys getting 390-420 RWHP on stock heads and WEENIE cams, the tuning is about $500-$550 though currently. I dont like the idea of band aid tuning like adjustable MAF setups, but what were you planning on doing to tune it? One of the things which will have a huge impact on a car with a large cam, is how your timing is. Most moderate cams seem to run well though on stock timing, but I like them mid-sized, 230/240 or thereabouts, McNasty cams

He has alot of other auctions going on as well, either people are going to wise up fast, or... Yes it is misleading, even though the facts are there.

I thought it was interesting that Forbes did these kind of articles, its short. http://www.forbes.com/2001/01/08/0108VOW.html

For the curious, drag and drop the links to your address bar, and then hit BACK to check the next link. http://www.geocities.com/nesbabyalways/DSCN0023.JPG http://www.geocities.com/nesbabyalways/DSCN0024.JPG http://www.geocities.com/nesbabyalways/DSCN0025.JPG