LeonV

All sorts of Z's in Long Beach on 9/15! On a more serious note: nice orange 240Z on 19th Ave in SF at 5pm yesterday!

It's simple. Reference Blue's guide on atlanticz.ca in the "Tech Tips" section.

Those Coupes and Willys are also body-on-frame vehicles, meaning the frame can be replaced/repaired separate from the body. Not so on the (unibody) Z. Start with the best body you can unless you like to spend countless hours cutting, fabricating and welding.

Yeah, the tach is the last thing to figure out. I'll post up when I solve it. Well, the thread has been thoroughly derailed! As to the original post, find the main jet which gives you 12.5-13:1 AFR at WOT. The e-tube/air jet combo will control the slope of the AFR curve.

DI engines can run very lean but the idea has been around for a long time, e.g. Honda's CVCC! Good choice! MJ is great, just finished a 1000 mile road trip to JCCS and back. My speedo doesn't work for now, hence I don't have a working odometer to track mpg. However, it is definitely improved and I'm somewhere in the 20-30 mpg range . Once I deal with the speedo, I'll have a better idea. From memory, I'm running 42deg advance at cruise but my AFR is way too rich (about 11.5:1). I'm attending a DCOE tuning day here in Northern CA (that conedodger has organized) in October. I'll be aiming for far leaner cruise while keeping transition tractable and WOT around 13:1. Let me know if you have any questions about EDIS and MJLJ, I'm happy to answer. I've got more details posted in my thread at hybridz.org.

I don't have that problem! Let's compare 12.5 and 17 AFR on the chart you posted: CO is way lower HC is slightly lower NOx is about even CO2 is about even Comparing running 14.5 AFR with 17AFR: CO is slightly lower HC is slightly lower NOx is slightly higher CO2 is slightly lower Plus, you get an additional benefit of higher mpg. You're right about requiring more spark timing with leaner mixtures and lighter loads, but that is why I recommended to run as lean as possible without misfire (or losing power). Certain combinations will be able to attain leaner mixtures than others, depending on mixture distribution, spark timing, combustion chamber design, etc.

I've heard that one too many times as well!

Awesome story, that's fantastic! May the next 40 years be just as good!

Sounds like your expansion tank isn't doing its job. I'm not sure which model you're speaking of so go to xenons30.com and download the proper FSM under the "References" tab. It'll be under the EC section.

On a non-catalyzed vehicle, run it as lean as possible without misfire at cruise for optimal fuel mileage and least emissions. There is no good reason to aim for a rich AFR at cruise, or at idle for that matter. WOT is another story, 12.5-13:1 is a good place to be. I'd go with the Subaru guys' recommendation if a catalytic converter were involved, which of course is not the case for a 240Z.

I just did about a 1000 miles on the Z over the weekend. Only thing that went bad was a slave cylinder (which was new a year ago), and my Z has not been gone through like your car! Just have some key tools on hand (wrench set, screwdriver set, flashlight, duct tape, etc) and at least a spare water pump/alt belt and you should be good to go. I'll second the drive-the-wizz-out-of-it comment!

That's no way to treat a Z! Attaboy, Jerry!!!

JCCS was awesome, albeit hot as hell! We drove down to San Luis Obispo on Thursday, spent the day there on Friday and woke up at 4am on Saturday to make the trek to Long Beach. The show was amazing, I'm sure there will be good coverage on it, I haven't had the chance to look at my pics yet as I'm sitting in the hotel at SLO right now. Heading back to the Bay Area later today! With that said, never again am I doing a long trip in that car with the way it is. Ear plugs are mandatory and it stinks. I think I've had a good fill of driving it, time to do some more work! And here's my chance. The slave cylinder died (again, it's only 1-year-old) on the way in last night. Looks like I'll be fixing that in the parking lot before heading out...

You have that backwards. In no way is torque at take-off in 1st gear "exponentially more" than in high gear at torque peak. Refer to Lazeum's post. In higher gear, the road has an increasing mechanical advantage over the engine. In low gear, the engine has a dramatic mechanical advantage over the road through gearing. The proper test for clutch slippage is flooring it in high gear, on an incline. This is where you'll see the highest load on the clutch.

Awesome, thanks Rob! See you all there.

Welcome Nic, Z looks great! I can tell you've been doing your research.

That's a great video!

I'm in.

Stwike him Centuwion, stwike him vewy wuffly!

If you take a picture of the trans, near the tail section, underneath the car we should be able to ID it easily. Nice! My 240Z is HLS30-22344.

AFM can be: Air Flow Meter: device used in stock L-Jet EFI to determine engine load. or Air Fuel Meter: a gauge that outputs an 02 sensor reading from your exhaust stream. Totally different things.

280Z trans may have 2 "ears" with slots for exhaust hanger mounting, instead of 1 (located on the bottom of the trans, below the shifter) Speedo pinion retaining screw is at the 12 o'clock position on 280Z, 6 o'clock on late-ZX 280Z shifter has different shifter bushings than ZX 280Z trans has fill plug on the left side, late-ZX may have it on the right 280Z trans has a larger spread between 2nd and 3rd gear, and 5th is very close to 4th (500rpm drop 4-5 on a 3500rpm shift on 280Z vs 900rpm on the late-ZX) I believe the boss that needs to be trimmed when installing that header is only on the late-ZX trans.

I'm totally in, that would be awesome!!!

Right.

It's for the fresh air vent, just as TM said.