rags

David, Sure I can host. Vinh, is your timeshare right next door to the convention hotel also? Joe

I'm up for that. As long as this time it's not in the parking lot wrenching on my car! Dave are you volunteering to organize? Joe

Thanks Bill! I'll check for that bushing tonight. Joe

There's this one too. Same opening dates. Maybe same owners? http://v-17.com/

Noise that I always attributed to being the diff moving around is really coming from the 280zxt T5 trans. We (TeamNissan, EvilC and I) found the output shaft to have a lot of lateral play (Thanks VinhZXT). Dropping the trans and opening it up shown no unusual wear but the main shaft bearing and race seem to be very sloppy allowing the main shaft to move around. When you move the output shaft side to side when the trans is assembled it makes the same exact sound that I was attributing to the diff! I know that the tail section of the trans holds the main shart bearing race in place. It seems that it isn't being held tight enough against the bearing. Could this be? How much lateral movement of the mainshaft is acceptable? I really didn't need this with only 10 days remaining before leaving for the convention. Joe

I'm leaving Saturday morning at about 4:30AM. Meeting Jim260Z on the NJTPK at the Exit 12 rest area by 5:30. Then meeting my friend Tony at the exit 1 rest area. Joe

I probably won't make it by 11 but I should make it a little later. Just keep your cell on Clive. What's the number again? 0001234567? Did you say a lift and free beer?? I'm there, hopefully installing a new diff mount! Joe

Thanks Rick. Makes perfect sense. I'll try that tonight. What are you using for initial timing? Do you get any hunting with the lower initial setting at stoic? Joel, I have an idea for what's causing the fireballs but I'll let one of the "Big Dogs" answer first. I don't think it has to do with Min Injector on time. Joe

My post wasn't meant to make anyone go on the defense. I understand the principle's and I do like the piece.

From the pictures I think Tim's concerns are valid. there is no longer a "guide on the slack side of the chain. All of the wedge tools I have ever seen (I personally use the handle of a Craftsman screwdriver) wedge the chain against the chain guides. With no more guide, the friction fit will have to be between the idler gear and the taught side chain guide. Joe

Ron, Yes I did have it set with the vacuum line connected. Once I removed the vacuum line and reset it to 38 all is now well. I was even able to increase the Minimum Injector On Time slightly and I can still get it down to 13.5/6-1 at idle which is fine. Thanks! Joe

I swapped out the 50lb injectors for a set of 72lbr's to fix the lean out condition at 20 lb of boost and +6k rpm. This worked well and I can now hold 11.8-1 all the way to 7k. My problem is I can't get the AFR's any leaner than 12.6/8-1 at idle. My Min Injector on time is already set very small at 1ms and since I'm pulling 45 or so Kpa at idle the injector offset won't do anything (Already below Min Inj On time). I've turned down the fuel pressure to 38lbs at idle. It still idles pretty well like this but I'd like to know if there are any tricks to get it to idle any leaner at idle. Joe

That shaft is from an R230?? It looks exactly like the output shaft on a Q45 R200. Is the diameter on on a R230 shaft larger than the R200? Joe

I haven't opened this thread until just now because I also get tired of seeing all the same posts with the same response. I think if I were an admin I would probably do the same thing. My advice to the newbs? Use the search. And I do as I preach. 7 years here, less than 600 posts (questions), a V8 car and a stroked turbo L6. Need I say more? Oh yeah, one other thing...... Not any more!! Just kidding Mike. Couldn't resist!! Joe

That's great! ^ I say if your thinking about it why not try it? What's the worst thing that can happen, you do see any improvement in aerodynamics but the rear of the car looks better? I don't think it's gonna hurt anything. Give it a shot! Joe

Yep. But while I have him on the phone I'm asking him to see if he can get some other NLA stuff

Wow. I don't know what to say. I don't even want to think about what I'd feel like if one of my family got hurt in a crash like that. Makes you realize just what is important. I'm glad no one was seriously injured. As for the wonderful car......I'm sure the next one will be 10 times better Joe

Tim, What is the pin height on the pistons?

"Special case"? That's a nice way to put it. That graph is just plain crazy!

I just got an email from Russell. He said they are NLA but is trying to get them from overseas. We shall see. Joe

Mine still isn't here Water Wetter has been working for me but to what extent I couldn't tell you. I do know that I don't worry about driving in the street at all since using it. Still worried about track time, I've made many other changes so it would be impossible to tell how much cooling difference will be attributable to WW once on the track. My fingers are crossed. Joe

Tim, You have a P.M.

Jeff, That's basically the same way I'm doing it wit one exception that probably makes my way harder. I turn correction completely off from the start and don't turn it back on until I feel I'm finished. Anyone have comments on only using map points up to the max boost an engine will see? Joe

Well I found something interesting while tuning tonight. I was having a problem where I would go very lean as soon as I went past 1lb of boost. What I fouund was the kpa readings never went past 100. This started happening when I went from a 2 bar to a 3 bar map sensor. I put the 2 bar back in and things now work as they should. What I did when using the 3 bar was to use map points up to 240kpa as that's the limit that the engine would see. Is this the correct way to do this? I see from both screenshots above that the map points used were all the way up to the 312kpa that a 3 bar map can read so I'm assuming my way was not correct. Joe

John, What are you using for a min inj time for the 550cc'ers? What is your TOG?