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nmehdikh

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About nmehdikh

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  1. I didn't place in a circlip, there was already one in there. However, the axle did not slide in very easily, so I wouldn't expect to slide them out by hand, even if they weren't seated. I had to use a rubber mallet to get them in, and I don't know if I get them all the way in. I can try prying them out and see if I get any movement. Or trying to hit them in further. Do we have a measurements of how far the flange should be from the diff body? I could measure it fairly easily. If they weren't fully seated, do you think they would be causing the source of the noise? Looking at pictures of
  2. 1) I'm using silverminemotors side axles. I'm not sure how to check if they are properly seated in the LSD. I tapped them in with a rubber mallet until they didn't seem like they were going in any further. I'll get photos in the next couple days https://www.silverminemotors.com/datsun/datsun-240z/drivetrain-26/lsd-r180-sti-out-output-flange-conversion-stub-axels Not the best photo, but its what I have on my phone off hand. Looks like the side axle is all the way in to me. Compared to what "moelk" posted on classiczcars a couple years back: Bad Good 2) yes, halfshafts have been
  3. On the topic of ujoint binding, how much angle is too much angle? Now that I think about it, the coilovers haven't been adjusted yet, so the car is sitting relatively high (probably 2-3 inches higher than stock). So even when the car was on the ground and rolling, maybe that was still too much angle for the ujoints causing it to bind?
  4. Sorry, the clunk occurs when applying power. Not just when shifting gears. Next weekend I'll try moving the jackstands and loading the drivetrain with the ebrake on.
  5. The jackstands are under the body, not on the suspension. Before I had the differential out to take to the shop, I put the car down and went up and down the driveway. Still clunked hard. Also, if they were binding, I'd feel it while rotating the wheel by hand correct? I've rotated the wheels multiple times and there is no obvious spot its hitting/binding either. The clunk can instantly be reproduced by engaging the clutch, it doesn't even have to go a full revolution.
  6. I have gone down the rabit hole of rebuilding my suspension and driveline. Car did not have any noises like this before I started. I installed a Subaru R180 out of a 2011 STI, with torsen LSD. Sitting on jackstands, going through the gears, there was massive clunking and banging coming from the rear end. Very apparent when going on and off the clutch. Checked to make sure everything was tight, no luck. Removed the differential, and took it to a specialty shop to check it out. The differential has a clean bill of health. If you hold the differential input, and try to turn the output, there is a
  7. Yeah I cracked it open. It was as expected a 3.55:1 Torsen diff. Had all the proper markings on the outside as well. It also had the temp sensor built into the fill plug. Looking through the subaru parts diagrams, the companion flange appears to be the same throughout the model years. Part #38358AA040 Maybe there are differences in the Datsun R180 input flanges through the years?
  8. I bought a 2011 Subaru STI R180 recently with the intention of putting it in my 73 240z. I got the different stub axles, and they fit fine. However when I went to swap the pinion flange from the Datsun R180 to the Subaru R180, I was surprised to fine it doesn't transfer over at all. The Datsun pinion flange bore is much larger than the Subaru, by about .5" in diameter. So it doesn't engage with the splines at all and just rattles around. Am I missing something here? I was under the impression it should just swap over. My solution was to just take the Subaru flange and drill the Datsun pattern
  9. Had some time this weekend to buff the paint and start putting it back together. Still need to get the front end put together.
  10. Bodywork and paint done by my dad. Paint code is NH0, Honda championship white
  11. I don't know anything about the bottom end of the engine, just that the block is stamped L26 and it has flat pistons. The head is a N42 that I only had rebuilt and got a Isky L-490 cam on, as well as new valve springs etc. Didn't do any head work. The header is a "Top end performance" 6-2-1, with mostly a straight section with followed by a relatively small magnaflow muffler. Besides that its just the whole EFI / ITB setup. I'm honestly very surprised how much power it made, I was expecting 160-170ish.
  12. Finally hit the dyno, made 190 horsepower to the wheels. Very happy with the results. https://photos.app.goo.gl/qB5vufWp9q44WQiA9
  13. I'm really scratching my head over this. I swapped out the IAC with a new one. Car idles stable at 550 rpms, but regardless of what the IAC is doing, the RPMs don't change. The valve is physically opening and closing when commanded by the ECU. (click the pic for better quality) At fully closed, the valve is still moving air through it. At fully open, the valve is still moving the same amount of air through it. Blocking the valve with my hand kills airflow to the engine and stalls it. Car is warmed up to temp and idling stable in the log. The only possible thing I can think of is the plumbin
  14. 99hz. The valve moves as expected, and responds to ECU commands. I just wasn't getting a change in RPM, which lead me to believe I had a vacuum leak. Which made me check the valve at "closed" and it was still pulling in air.
  15. I got in a new IAC, but haven't had a chance to mess with it yet. I'll try your suggestion this weekend, thanks for the input. My bigger issue is that I wasn't really getting any change in idle speed regardless of the position of the idle valve, which leads me to believe I may have a vacuum leak to hunt down as well.
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