NewZed

That's not good. You might have been running rust particles through there for a while. Might explain the excess noise. If that was my pump, I would test pressure and flow then decide if it's worth keeping.

That looks like the stock pump too (maybe not original but factory issue) and they should be pretty quiet from what I've read. That atlanticz link is a good one, read the whole page. Might help you get your safety system back working. The way you're set up now, if you bust a fuel line, your pump will just keep pumping gas. Not a good scenario.

I'm asking. What was the issue? Save someone else from having the same problem in the future. That's what the forum is about.

That sounds pretty noisy. You should crawl up under the car, right where your first video is pointed and see what kind of pump you have and how it is mounted. You can probably squeeze up under there without even jacking the car up (parking brake on of course). I've read that the Walbro 225s are pretty noisy. Or yours might be mounted with no sound deadening rubber mounting material. Ideally, the pump body and fittings are not contacting any metal, only rubber. If your pump runs continuously with the key at On but the engine not running, then someone probably bypassed the safety switches.

Maybe it's described in the FSM...

The atlanticz site has a variety of full and partial diagrams. http://www.atlanticz.ca/zclub/techtips/electrical.htm Edit - The FSM diagrams in the downloadable FSMs from xenons30 are pretty good also. 1972 is the earliest available though. http://www.xenons30.com/reference.html

Simplifying (or maybe not) this concept even further - has anyone run or even started an engine on a typical engine stand, like the 1000 lber that Harbor Freight sells? Of course, the transmission mounting points are occupied so that's a problem. And the torquing of the engine's mass when you hit the gas might be dangerous, the whole thing could fall over. It would be fun to build a solid sturdy engine stand with space for a bellhousing, starter, radiator, etc. but afterward it would just sit and take up space. I have this vision of possibly fabricating a plate to sandwich between the stand and the engine, to mount the starter on. Just thinking at this point. I've already ruled out a rope around the crank pulley... If anyone has done this with an L engine, or seen it done or heard horror stories of why not to do it, please share. I still remember watching a high-compression big-cam small block chevy motor dance around on the shop floor just so my friend could hear the results of his work as soon as possible.

Thanks for the ideas. If the Ranchero and Falcon are possibilities, then the Mustang should be in there too, I assume? I checked the weights and the E30, Ford products and the Chevy II all look in the 280Z ball park. Firebirds and Camaros are surprisingly heavy. That E30 looks like a tight fit. I am curious about the 240K in Noddle's sig though. Is there a US analog or is that Asia only? And I would guess the Maxima and 810 are Datsun options (maybe they are the 240K analogs?). I think that I've seen a 510 with an L6 but not sure. I've only been on these forums for a little over a year so haven't absorbed it all. I wiki'ed E49 - http://en.wikipedia.org/wiki/Chrysler_Valiant_Charger - I'm starting to understand how the Mad Max movies came about...

xonix, I think the conversation went off on a tangent with the E85 comment. Probably the worst case in your situation is that you find that you can't optimize your timing without running high octane, or at all. If so, you'll have a freshly rebuilt head that you can probably sell to someone who wants what the Maxima N47 offers, and you can go from there in getting the head you want. But you might be fine with how the Maxima N47 head ends up running. If you do stick with the Maxima head, I'm sure it will of interest to some out here how things turn out for you when it's done. Modifying for E85 is a whole separate topic from what your original question was.

Describe how they look compared to the old ones that you took out. Add an Autozone web site link to the specific injector that you bought. Take before and after pics. Did you get new injector seals (rubber seals between the injector and manifold) also? Maybe they are the problem. Just trying to help. There's no way of telling what you really bought, from your question.

"Done!!!" meaning done driving your car for a while after you fill the tank with E85, unless you make some substantial modifications. Wrong? It takes a lot of work to get an old car to run dependably on E85, doesn't it?

I have a spare L28 and 4 speed in my garage and lots of free time. I'm looking for other car models that will take an L28 without too much modification. So far I've seen an Austin Healey 3000 over on zcar.com (way out of my budget), and heard of some Z31s and Z32s. Has anyone seen or heard of any other interesting L6 engine swaps, sports cars or otherwise? I'm trying to put together a list of possibilities that I can look for, for a low budget winter-time project. Something that will actually produce a useful car in the end though, so a 63 Pontiac Bonneville swap, for example, might not be viable. Thanks for any ideas.

I got a Hybridz daily new topics digest today and the content didn't match the link. The following is directly from the e-mail message. Not a huge deal, but signs of a bug. NewZed, This your daily new topics digest! ---------------------------------------------------------------------- Forum: Nissan L6 Forum ===================================== ------------------------------------------- Topic: Help with what unused brackets to remove from engine bay (cgsheen -- 19 hours ago) http://forums.hybridz.org/index.php/topic/96330-help-with-what-unused-brackets-to-remove-from-engine-bay/ ........................................... ------------ QUOTE ---------- Thats a GREAT idea!!! I don't know if I think it will have a great effect; I honestly have a doubt or two about that (but it wouldn;t be the first time I was wrong.) But maybe my doubts are just questions.. Why would splitting the intake tract in twain be beneficial, when it seems to be a detriment to install headers that do the same thing, and connect both output pipes to a divorced twice pipe exhaust system? Even if I am right, your idea is a FANTASTIC thing to try "as a tuning option," just like you said. You never know what sort of effect it might have and it probably isn't drastic enough to be judged as a "bad" enough change to outweigh any potential benefits. It is certainly easy enough to try the next time the engine goes to the dyno. ----------------------------- has anyone ever tested this? because i am doing a similar setup but with only the su intake and j30 throttlebodys have to find room for injectors before the flange, and removing this would help. Thanks for any answers givin. Thomas Gribble ===================================== ---------------------------------------------------------------------- The forum can be found here: http://forums.hybridz.org/index.php?showforum=32 Unsubscribing: -------------- You can unsubscribe at any time by logging into your control panel and clicking on the "Manage Watched Forums" link in the "Forums" tab.

BRAAP and z-ya, thanks for spending the time on this. xonix_digital, thanks for the loan of your thread, I hope your Maxima N47 head works well for you. Going back to your other post - "My $200 L28 Surprise" - there's some data not really discussed. The Maxima head was already showing detonation on a dished piston N42 block. Too bad you can't go back and find out how the guy who owned it was running it. It will be interesting to see if there is any ring land damage, just to get a clue on of how bad the detonation was.

Thanks for the numbers, and the dynamometer results. So, assuming that the N47 and N42 are essentially equivalent in this case, I should be able to just replace the dished pistons in my N42/N42 stock motor with flat tops and achieve an ~19% increase in peak horsepower and 7% increase n peak torque. Or, if the effect is solely due to CR increase, I could swap my N42 head for a Maxima N47 head and get a similar result (assuming negligible difference in cam lobe profiles or a cam swap). Again, not trying to stir things up but that seems to be what's being shown here, and this is the best head to head (piston to piston, CR to CR?) comparison I've seen reported. Especially considering the variability between dynamometer setups that I've seen discussed in other threads. I'm on a low budget so a simple piston or head swap for ~20% increase in HP seems like a good deal! (Note to Admins - of all the forums out there, this is the last one that I would expect to have dynamometer flagged as misspelled...!)

I too am a big fan of real numbers. Do you have the timing values for those two motors and dyno runs? That would be very interesting as far as showing that the higher CR needed reduced advance. Octane rating of fuel would be key also, since high octane could negate the need to reduce timing. I'm not arguing or defending either side. But I think those two items, plus coolant temperature at dyno time, would add a lot to the example, and make things much more clear.

Run without your fan belt for 30 -40 seconds. That will take your water pump out of the picture.

Not to be a buzz-killer but don't the quench pads only "quench" on flat top pistons? With dished pistons you'll just get a higher compression ratio but without the benefits of a quenched chamber. Slow burn with possibility of detonation. Just testing out my understanding of what I've learned since getting in to Z world. I might be totally off-base.

The MSDS from CRC actually says avoid contact with aluminum and other metal POWDERS. Powdered aluminum would have a high surface are which would give a high concentration of aluminum oxide, which, apparently, can cause the tetrachloroethylene to decompose, releasing nasty chlorine. Here's the EPA's view on tetrachloroethylene - http://www.epa.gov/safewater/pdfs/factsheets/voc/tech/tetrachl.pdf. It doesn't look too bad, just don't get exposed every day for long periods of time - chronic.

I have a 76. I just looked. The yellow wire goes to the connector on the solenoid, where you have the black one. It should slide right on. Can't tell you what the black wires go to. Follow it out, maybe it's your oil pressure sensor? One male, one female?

Probably frustratingly funny. Because it does seem so simple. It's just a board you push on with your foot, and one simple looking spring that brings everything back. When I got my car though, it had a spring from the top of the throttle linkage stretched across the top of the valve cover to return the throttle. The original was broken. The linkage was all gummed up so I had to put a strong one in the original position to get the throttle to stop hanging open. I found that the stronger springs were more difficult to control, because you have to put more effort in to moving the pedal off closed throttle position. I spent a lot of time lubricating all linkage rotation points so that I could get the lightest spring possible on. It took a while to get it right but made a big difference. Try a lighter spring and a can of WD-40. He probably already rear-ended someone in stop-and-go traffic and won't be back....

I'll bite. What the heck is it?

Search "280Z" on Craigslist and you'll find a few guys selling parts, one in your area I believe and a few up here in the Portland/Gresham/Oregon City area. At least one calls out half-shafts specifically. If you don't find one down there, I have one with u-joints already removed. Might be what you want anyway. You'd have to come up and get it though, meet in Portland or close to it. I already have a spare set.

Have you considered a newly rebuilt one? Might be better off in the long run since it will have new seals, bleed screws, etc. Any brake component that's been sitting for a few years is likely to have corrosion inside which will tear up the seals when you start using it. http://www.oreillyauto.com/site/c/search/Brake+Caliper/03345/C0066.oap?make=Nissan&model=280ZX&year=1979&vi=1209293 Not too costly...

Which part broke? The u-joints or another piece? And did you have stock u-joints or aftermarket? Asking because there's a general discussion that pops up occasionally about strength of Z half-shafts and differential. If you had pictures that would be even better. Thanks.