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Thanks for the post, I'm trying to get a spare clock working now. My 1978 quartz clock started losing time last summer. I had a spare, so took it apart to see what could be changed. There are only 5 components on the circuit board as follows: 1. 16v 100uF capacitor (Nippon chemi con CEO4W) 2. 200 ohm resistor. (Cant figure out the exact specs. It has 200 ohms and either I or 1 JL6 printed on it and its green. Its about 11 or 12 mm long, which from read I have read may mean its a 1 watt??? and 3 or 4 mm wide. Under it on the board is printed R for resistor presumably.) Not sure what kind of resisitor it is. 3. Next to that is what I'm guessing is a Zener Diode as it has ZD printed on the board next to it, and has a band on one end. Its white with a red band and has either LX or X7 written on it. 4. I think a crystal oscillator labelled 4194.5 TOYO COM 7C4. It has XTA printed on the board next to it. 5. A 16 pin chip that I think the symbol on it may be hitachi? HD44001 7K 33. The capacitors are all over Amazon, so not a problem to find. Does anyone know if any of these other parts can be sourced anywhere? I would like to replace with new as much as possible while I have it apart. Thanks.

Thanks! Pretty darn happy with how it all came out.

Thanks alot! It is a manual. I have been searching alot and this is very helpful.

More piling. Sorry, but now that the original question has been answered I'm just following this new thing. Edit - there is a lot in this Hybridz thread. Answers some questions. Way beyond my skill level, couldn't even try to fake it. Just curious. HybridZre-mapping and live tuning L28ET 1982/83 S130 ECCSEdit for latest information; See posts further down for full details on modifying 1982/83 ECCS for re-mapping and live tuning. All information related to reproducing this project can be found on Gi...

Usual pile on... I found what is supposedly a 1979 280ZX ECU on the internet with some good pictures. I don't see a 6801. Maybe there's an earlier controller in there somewhere? I'm not an electronics guy. The guy has a nice web site. If you click on the picture you can scroll through all of them and blow them up to a good size with another click. https://www.importapart.com/product/79-datsun-280zx-2-8l-l28-ecu-ecm-pcm-engine-computer-a11-616-420-oem-1869/

I found an old thread that might have some pictures. Haven't gone all the way through it. Funny though, Nissan uses the word "compute" in describing how the ECU (1978 I think) sets the injector pulse length. It's on page 3, post numbers are gone. Edit there's only a few pictures of early 280Z "ECU"s.

But what do you mean by "computer"? Does the controller contain a program? Does it perform computations? Or does it just convert one electrical input in to another? I don't know. I found some interesting things about it. It looks like it does contain programming, I wonder how complex it is. It would be interesting to see some of the code with comments. I assume that the code/program would be considered digital but the inputs and outputs not. https://www.cpushack.com/2017/12/07/cpu-of-the-day-hitachi-hd6801s0pj-automotive-6801/ http://www.bitsavers.org/components/hitachi/_dataBooks/U24_Hitachi_6301_6801_Assembler_Text_Editor_Users_Manual.pdf So, going backward from 1983, do you know when the Hitachi controller was introduced in to the ECU's? I know that the FSM's say that the 1979 and later ECU's cannot be plugged in to 1978 and earlier systems, even though they use the same connector. The pinouts are different, maybe because 1979 and up contain the controller. Does 1979 contain the controller and 1978 does not? Referring to what HS30-H said above, maybe the controller was introduced in to the ECU's also in 1979, along with being used in the ECCS. Only commenting to learn some new stuff. I started watching repair videos for modern vehicles and learned that they have all kinds of modern tech with high speed and low speed communication networks, and numerous "modules" each usually with its own controller, communicating on the networks. I think that even the intrument cluster in my truck has its own controller. Crazy. Always something new to learn...

I've been inside a non-turbo 83 ECU, and it was, in fact, computer controlled. They were running a Hitachi 6801 embedded controller. And even though I've never personally been inside the turbo ECU, I am nearly 100 % confident that it would also contain a microcontroller as the turbo required much more control than the NA version. So yes, the later years were digital, and computer controlled. Don't know when they made the switch though.

Thanks for the clue. I had looked in the 1982 FSM and found the combined EFI and ECCS descriptions, letters only, but should have started at the beginning. In the first 280ZX use of the ECCS, the 1981 Turbocharged 280ZX, they created an ECCS-only Supplement chapter, where they actually used the words, as defined above. Image below. They do call it a "micro-computer" in their description. I'm still not sure though that it does computing, in today's sense of computing. Besides the fact that it's not digital. (Sorry SteveJ, now that's really pedantic, Just having fun.). But it was still early days for computers, and I think the definition still varies today. From the 1981 Turbo Supplement Engine Fuel chapter -

Not bad. There are still good Z project opportunities popping up out there. https://bringatrailer.com/listing/1972-datsun-240z-357/

The odometer clicked over 500 miles on Friday night, so I took the valve cover off yesterday and did both the leak down test and adjusted valves. Here were my leak down percentages: #1 = nearly 4% #2 = 2-3% closer to 2 #3 = 4% #4 = 4% #5 = 3% #6 = a little over 1% For my Iskenderian cam, the valve lash is .006" on the intakes and .008" on the exhaust. I set each so that the feeler gauge was a snug fit while the engine was cold. All of the cam lobe surfaces looked great! The next time I fire it up and get the oil warm, I'll change the oil. Today, I removed a portion of the exhaust and the driveshaft and measured the angles of the front engine dampener and the pinion flange on the differential. I believe I will be able to lower the transmission rear crossmember to bring the engine/transmission assembly to the same 87.1 degrees that the pinion flange is at. I will just need to add shims between the transmission crossmember and the car body. Oh! And I just remembered that I should check the angles in the horizontal plane (not just vertical) as well.

I found the angles today of the front dampener and the pinion flange: I measured these with the car on the lift. The rear moustache bar is locked in solid - there is no vertical movement at the mounting location. Same for the front. So, I don't have to consider suspension movement (doing this with the suspension loaded). The angle at the differential pinion flange is 87.1. And the angle at the engine dampener is 89. I should be able to drop the rear of the transmission, hopefully a small amount, to get the angle at the dampener to match. I am glad I didn't use the original motor mounts, which were shorter, and would make this problem worse.

ECCS was first used on the 430-series Nissan Cedric in Japan (June 1979). ECCS stands for Electronic Concentrated (Engine) Control System. Electronically-controlled (via an ECU) injection was introduced on a 230-Series Nissan Cedric 'EL' model at the 1970 Tokyo Motor Show: Nissan was actively using a system ECGI (Electronic Controlled Gas Injection) back in 1971. Nissan group affiliate Diesel Kiki licensed the Bosch D-Jetronic system patents and re-engineered it to use with double and triple sidedraught throttle bodies on competition cars:

And a perfect spot to put it. After I did the alternator upgrade I used that spot for my headlight relays. The location ads to a "stock look".

Don't forget the "black box" or the "voodoo" part. "Dr. Bosch's Black Box of Analog Voodoo and Wizardry". That's what makes the engine go vroom. * "DBBBOVAW"

That's awesome. You totally nailed it!!

Just for fun - CECU. Figure that one out.

I didn't even get my explanation right. I used the chapter label, EFEC, instead of ECCS. I'm not really sure what ECCS stands for.

I'm just going off what here. They call it an ECU. My FSM calls it a "control unit". Either way, the analog wizardry box that makes the engine go vroom.

The 280Z control system could easily have ended up as the EFIS.

Actually, the the ECCS was introduced with the 280ZX's. The ECU is used in both but started with the 280Z's. Generally, ECU stands for Electronic Control Unit or EFI contol unit. Edit - not sure what ECCS stands for. Of course, it's all translated from Japanese, so the words might not make the most sense in English. But that's how ECU and ECCS are used in the FSM. From the 1982 FSM, below. Might be the the ECCS "computer" should actually be called the ECCSU. There have been some discussions about what should be called a computer. I don't think that either of these actually do any number crunching.

Nice! Thanks

Hey,@Parman I was wrong about the symbol being for YEC brand. I had a look at my pats stash and found that is actually for Daiichi Mfg Co Ltd.. Here are a few pics of some more ignition parts with the same symbol. Also shown are an OE Hitachi contact point set and condenser, you can see the Hitachi logo on those.

Is your 260Z a manual, or an automatic transmission? On the manual cars, the EGR relay only controls the EGR system. But on the automatic trans cars, the EGR relay also controls the ignition timing by switching the ignition module to use either the retarded and advanced pickups from the distributor. So, if your car is a manual, then yes... The only implication of removing the relay (and it's associated wiring) is to the EGR system. But if your car is an automatic (or came from the factory originally as an automatic), then there will be implications to the ignition system as well.

There are times to be pedantic. This isn't one.