240260280

Sure

I can do it. I am posting Z stuff here: http://240260280.com/Docs/index.html I have 69-72 TSB's so those will be great to ad! I'll PM my address.

I looked up anode bag and lots of hits: https://www.alliedplating.com/product/anode-bags/

He also circulates the solution... probably a filter in there too. He bags the anodes with a permeable membrane to prevent particles and impurities from floating away and contaminating the solution.

Very nice... like jewels.

Drool! Nice work... wish you were closer to teach me!

I re-read the thread and checked on a few items. Here are my thoughts: 1. The 00 exhaust/spill/bleed-back jet could be the bug bear that has been on our back the whole time. It would cause the rich high rpm tilt that we have been trying to tune out with very large air correctors. 2. The 00 exhaust/spill/bleed-back jet could also be causing the rich dip when you start your run. The squirt of liquid fuel would be the reason. 3. The two above effects will cause the WOT run to always appear to have a hump in the middle and hide the subtle effects of the E-tube. 4. By adding a larger air corrector, to try and bring back the high end from its richness caused by the 00 exhaust, it also delays the E-tubes with the high holes from coming in early enough. The F16 is particularly affected by this due to its higher holes and it will come in later if the air corrector is too large. This will cause a flat spot between the progression circuit stopping and the main circuit starting. I also ran Weber's formulas for your engine and rpm range. - Ideal bore is 44.1mm so 45DCOE's are as good as it gets. - Ideal Venturi is 35.8mm for 6500rpm redline so your 34mm or 36mm would be fine. The carb and chokes you are using are well within the ideal range. In the spring I think the first order of business is to do a run with the 00 Exhaust in place and another with the Exhaust valves replaced by screws. This will help us better understand what that beastie is doing.

FYI what Passini says about Pump Jet leaking at WOT (btw Keith Franke claimed this did not happen). It is why I tune main circuit with bleed/spill jet's blocked. A very large pump jet can enrichen the top-end mixture to such an extent that a larger air corrector may be needed in order to prevent over-richness. This may, of course, in certain contexts achieve the desired mixture slope but, on the whole, large pump jets making up for the main system weakening off too much in the top range cannot be recommended. The pump jet is also in operation during full-throttle running. There being sufficient depression at high revs and a wide throttle opening to lift the weight holding down the delivery valve ball. Once the flow has been initiated, only the weight returning the ball to its seat will stop it entirely because the pump jet orifice lies below the fuel level in the float chamber. This is one important reason for not mounting DCOE carburettors with the trumpets tilted upwards more than about five degrees, or the siphon effect will overcome the weight and the flow will continue in the form of a dribble which will enrichen the mixture detrimentally. In addition to the depression in the venturi, high gas speeds past the pump jet are in themselves capable of drawing fuel because of the streaming effect of the low-pressure area which forms downstream of an obstruction (e.g. pump jet protrusion into the throat). The very mixed blessing conferred by the fact that there are, in most cases, several combinations of main jet, air jet, emulsion tube, nozzle, and pump jet (leaking) that will all produce the same flat-out (WOT) maximum power. None of these three items (rod length, discharge bleed, spring) have any effect on the delivery from the pump jet at full chat (WOT) when it is acting as a high-speed fuel bleed (leaking). Figure 5 shows that the pump jet is also in operation, there being sufficient depression at high r.p.m. and a wide throttle opening to lift the weight holding down the delivery valve ball. Once flowing, only the weight returning the ball to its seat will stop the flow entirely, because the pump jet orifice lies below the fuel level in the float chamber. This is one important reason for not mounting the DCOE carburettors with the trumpets tilted upwards more than about five degrees (absolute max: 7degrees), or the siphon will overcome the weight and the flow will continue in the form of a dribble and enrichen the mixture detrimentally. The pump jet is the only one that delivers fuel in liquid form and not as an emulsion. So, unless the gas velocity is sufficiently high there will be little break-up of the stream. High gas speeds past the pump jet in themselves are capable of drawing fuel due to a 'streaming' effect of a low pressure area downstream of an obstruction.

Hi Pop's it could also be something that crawls which is dropped from a drone. I see a lot of progress for finding victim's trapped in collapsed buildings after earthquakes so heat resistant variants would be good for sure.

Thanks for the update! I'm glad the tapping has gone. We can pick it up in the spring. I have been reading a great deal about DCOE's in the last month and it is possible the rich at high rpms could be due to the acceleration jet leaking. We can look into it in the spring. I should have my SK's running then and can work in parallel. Merry Christmas!

Excellent! Nice to hear! I think they will also be useful in man-down situations too.

I always thought FD's would exploit drones and send them out with the trucks to do early reconnaissance. A big bird to fly to the site and smaller UAV's inside the big one that could be dispatched into the site would help prep the team. Maybe I watched too much International Rescue/Thunderbirds as a kid.

Not much to it: 1. The 240z fuel system has to go to high pressure so you just need a pump, filter, and high-pressure hose. Typically it makes a circuit so you re-use the send and return hard lines from/to the tank. 2. The manifold needs to be changed to one that takes injectors. 3. The injectors need to be sized to the engine demand. 4. An injector controller/driver and engine sensors are needed to drive the injectors based on the engine speed and load. 5. The controller system needs electricity from the existing 12V bus.

Nice info here: http://www.alfabb.com/bb/forums/carburetors-fuel-injection-air-intake/101677-replacing-throttle-plates.html

From CO's observation it may be best to simply re-use the original plate. Just solder up the hole and file the solder smooth. on the edge.

Nice video: https://www.youtube.com/watch?v=Nmn94B5UUuU

Great thread! I've been off line for the past two weeks so I've been quiet From recent reading, the Dellorto's are reported to work better than Webers and have better castings. The Aux Venturi Nozzle in particular has been tested by David Vizard and it atomizes fuel much better. In fact some modify the 40mm Dellorto Aux Venturis to fit in 40DCO's. The error in plate stamping is most likely another example of Chinese quality control. Parts made there are now flooding the market place. (FYI Weber tested and matched jets on flow benches before stamping, I doubt the new jets are tested and matched) For your drilled throttle plate, I first thought it may have been drilled to balance air but like you point out, the vertical drill angle seems like it was from the roof of the throat. Please check all progression holes in the 6 throats and ensure they are all the same (diameters, quantity, and location). They need to exactly match to ensure even progression. The other important dimension to check on the replacement plate is the angle cut into the edge. It determines where it stops and seals. A quick check for sealing is to release the throttle plate stop screw so that the plates stop in the throat. Once fully closed, hold up to a light source and see if any leaks between the plate and the throat. You can also place the carb vertically on a plate and pour alcohol into the throat and see if any leaks between the throat and plate.

Since buying a "rust free" aluminum and plastic Honda Insight, I have gained a great deal of experience in dealing with corrosion due to dissimilar metals, moisture, and electricity. The Insight's steel suspension bolts, seatbolts, and wiring harness stays all corrode where they contact aluminum. The front engine cover on our Z's is especially prone to this same problem due to the steel bolts, steel block, aluminum cover and gasket insulator. MORE IMPORTANTLY , the alternator's current passes through these bolts due to the front cover gasket insulating most of the path. In places where steel bolts fasten to, or pass through aluminum, I now use this product available at Home Depot in the electrical section for aluminum wiring (NOALOX) NO ALuminum OXidation. I recommend it for timing cover bolts, and water pump bolts. It works like antiseize but is better suited for steel bolts into aluminum parts.

It is a province. Garage-kept, summer-driven cars are very nice here, just like all places.

If interested, contact me. I can ship Z's to France from Canada (Nova Scotia).

Here is HLS30-00126. No Evap Vac switch or line:

It must have been a UN spec that went to Washington, (by ship or by road) or it was restored as a UN?

HLS30-00048 is the earliest UN I know. It may have had some part delays or issues because it was started life in October 1969 but was not shipped from the factory until February, 1970. HLS30-00126 & HLS30-00127 are both UN's Some crude info: Nov 28, 1969. Brandon Manitoba Brandon Sun Feb 5, 1970 " See the new 240Z arriving soon and watch for our Datsun new-car showing. " 1969 Hamilton Ad:

I now have a hankering for Werther's .

Imagine that!