NewZed

It's not normally done. There's only a tiny stub at the top of modern injectors after you cut the plastic away. Not much to fit a hose and hose clamp on to. And it's not a barb, it's just a round tube shape. Looks like these guys are doing that modification and selling them as replacements. But it's kind of a hack job. The injector companies put those barbs on there for good reason. With no flare and no barbs the hose could easily pop off. https://www.fiveomotorsport.com/fuel-injectors/nissan/280zx/ pallnet sells rails for the Z engines that will take o-ring injectors. http://forums.hybridz.org/topic/99098-pallnet-fuel-rails/page-15

IR is infrared, and it's basically another name for radiant heat. The system is a powerful heat lamp that melts the powder from the outside. Probably possible to find a set of conditions that work, but I wouldn't try it unless I had lots of throwaway parts to test on. Thick parts really need to be pre-heated, or heat-cured to get a good consistent, well-bonded, finish. Power coating is simple in concept but developing a good process takes time. I can't imagine setting up an IR lamp that's hot enough to melt and cure a powder in an interior of car, unless the interior was devoid of rubber and glass. You'd probably get a better idea of how it works if they supplied the instruction book. " included instruction booklet's cure charts to determine how frequently the light should be moved." I'd think that any coating that could be cured using this system wouldn't be a very durable coating. Edit- actually there are low temperature powders out there that might cure to be fairly durable. Used for furniture for example. You'd want to spend some time defining what you're expecting from the coating before choosing a system. I can't imagine curing one area at a time without getting a blotchy appearance.

You don't need to know TDC to adjust the valves. And you don't need to adjust the valves yet, just check lash. All you need is a set of feeler gauges. And you can turn the engine by putting the car in 5th gear and rotting a wheel. Turn it until the valve you want to check is on the base circle, off the lobe. Lobes pointing up. Don't make it too complicated. Make a chart, take the valve cover off, measure lash on all of the cam lobes that are properly oriented, and turn the engine over to do the others, until they're all done. Do it cold so that you'll have the same conditions for all and take your time. Then decide if they need adjusting. The reason you can get rich in single cylinders is because the multiport EFI system squirts the same amount of fuel to each cylinder. There's an assumption made that the same amount of air is entering. Not like throttle body injection or carbs where the fuel and air are mixed first, then distributed.

30 amps implies high current. The only thing that draws that much in one shot, without blowing a smaller fuse, is the starter motor. You could disconnect the battery cable from the starter lug, and run a nut and bolt through the lug to reconnect the power supply to everything else. Turn the key to Start and see if the fuse blows. If it doens't blow you've isolated the problem to the starter motor. Advice based on "attempt to start" meaning turning the key to Start.

http://www.zccjdm.com/catalog.php/azcarbum/dt/pd858294/KAMEARI_L4__L6_LIGHTWEIGHT__BIG_VALVES_ http://www.rhdjapan.com/kameari-l-type-lightweight-big-valve.html

You should put Quaife in the the title. R200's are still out there in the wrecking yards for $90. Nobody that knows Quaife costs is going to be interested in a plain old open R200.

Do you have a meter? Or any other kind of testing device? Eyeball alone isn't going to do it.

Are they out of spec.? A used factory part might be better than a new aftermarket part. You should change your title to reflect what you're looking for. A comparison of quality between brands. Rockauto has a couple of choices - http://www.rockauto.com/en/catalog/nissan,1975,280z,2.8l+l6,1209204,engine,intake+valve,5544?a=Referer+www.google.com+URL+%2F

Just joking. You often hear that "the engineers must have done it this way for a reason" but nobody knows for sure. Maybe Nissan designed the pressure plate to fit the transmission. Maybe they just got lucky.

Just a guess: I think that the flasher needs a certain amount of current (heat) to actuate. You might have low current. Your right side is probably not very bright, maybe just needs a cleaning. Bad ground maybe. Or bad contacts in the Hazard switch. Power runs through the Hazard switch on the way to the switch and lights. Check Body Electrical for an easy to understand wiring diagram.

Based on further research I withdraw my comment about just using a stock gasket and running it. Unless you pull the ring from the groove, or the ring is flattened in to the groove. Fraught with peril...

My mistake. I was thinking of the o-ringed block only. In that vein though, you could go all the way and do the block. Either way, I think that you're supposed to use a certain thickness of ring, depending on if you use both grooves or just one. If yours is too thick, designed for two grooves, it could stand up the other sealing surfaces. Better check. Some say head OR block, some say head AND block. http://www.bhjproducts.com/bhj_content/products/blocktooling/org.php http://www.hotrod.com/how-to/engine/mopp-0108-isky-groove-o-matic/

I'd set a head gasket on the bores and if the metal sealing ring of the gasket covers the o-ring grooves, just put it together and run it. Unless you're building a race engine that you plan to use and abuse. Why'd you show a picture of the head and not the o-ring grooves?

So that you can adjust the pressure to zero? Where does the pressure start and where is the gauge located in the system? Is it pump unplugged AND zero pressure. Or is it one or the other. Coincidence. And, as soon as I plugged the pump back in it died, OR is it as soon as pressure increased it died. One could be electrical and one could be fuel pressure. Kind of sounds like your injectors are shorted and wide open, flooding the engine. You can check that with a meter. Key On they should measure the same on each terminal of the plug (measure from the back of the plug with the injector still connected to the injector), about battery voltage. If they're shorted one side will measure lower voltage.

This can mean so many things.

Pretty sure he meant conformable during the installation process. And the word is friable. Fryable means cookable. Anybody working on an old car with original parts is probably looking at asbestos in brake pads and shoes, and clutch discs. Much more of a worry than a static gasket clamped between two pieces of metal.

You're exhibiting signs of cognitive bias dissonance. The 71B used the 240mm clutch on the 2+2 cars.

Be careful that you don't pull it completely off though. Pretty sure it's removable. You could probably remove it, insert it in the hole, then push the booster in to it. Just guessing.

Actually, that's what I was trying to say as my first thought. Most people equate JB Weld with crude though, so I spent more brain time and went with two machined surfaces as option #2. More expensive, but all metal when it's done. Disassembly, welding, machining, and reassembly seems like a lot of work for what it essentially just an oil seal holder. Not much load to deal with, unless it gets dropped again.

A little lubricant like WD-40 and pulling it from the inside will probably do it. Pulling will make it smaller. Pushing makes it spread out. It's supposed to be a tight fit though, it's a seal. Make sure the hole doesn't have old sealant making things difficult also. You can make a crude thread chaser by filing a slot on the inside of a nut. And you can clean up damaged threads with a small file and some patience. Also, if you have extra thread and the damage is at the tip you could just grind the or file the bad portion down. Just make sure the part that does the clamping is in good shape.

The flat part of the spacer. AKA the mating surface with the MC. Where the spacer and the MC meet, to the tip of the rod.

Factory Service Manual. Not Haynes or Chilton or other. Rod adjustment is in there too. Edit - didn't see Miles's Hai(y)nes comment. I prefer the factory book myself.

Most of your questions are answered, with illustrations, in the Brake chapter of the FSM. People do get wrong parts from the reman companies though. Don't forget to adjust the booster rod to fit the MC.

I'd set your head gasket over the rings and make sure the gasket sealing ring matches the o-ring. Today's generic one-size-fits-all head gaskets might not work with an old race engine. Get on the interweb to see about the o-ring's purpose. They're used on all makes, not just Nissan. There's a ton out there.