Bambikiller240

I'm fairly certain that Dave and the guys can modify the E31/E88 to use the larger valves, etc. that the P90 offers.

For 240Z's the armrest was an aftermarket item that was widely available from mail-order parts companies, and some dealers also bought them in bulk and added them to new cars (along with aluminum wheels and stripe kits, A/C, etc to pad the sale price and profit margin). They were never available from Nissan as far as I know.

Smokey: When I sold Bambikiller's older brother ( a 71 that I'd spent 3 years rebuilding from a bare shell) back in 1986, I tried to tell myself that I didn't need a Z anymore. For over a decade I kept trying to tell myself that story. Over, and over, and over. Finally in 1999 I admitted defeat and bought the one that I have now. I've been so much happier with a Z back in my life. For some of use there isn't cure, once you've been bitten by the bug! Carl

:stupid: Are these items NLA? Is there some other reason that they could possibly be worth this kind of money?? http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33657&item=2405933883

Gosh, they sure do look straight! They also look like significant work has been done. On my car you can see the spot welds and the"step" where the frame rails meet the floorpans. On this car it appears that the "step" has been welded or filled in . I can't see the spot welds at all and the paint is way too shiney for factory. To me, it looks like the car was painted top AND bottom. (maybe on a rotisserie?) I'm not saying any of this is a bad thing at all, just pointing out the observation. It looks like the work was done nicely.

Yeah, I got home in time. It was a good race, huh? Montoya did whine a bit, kinda silly since he basically tossed is chance of winning out the window when he spun by himself. The Safety cars really didn't make much difference. Kimi is the one who really got hosed, with the drive through for "speeding" on pit lane. I wonder how much he was speeding. The kid can't seem to buy a break. It was a bit surprising to see Ferrari miss the podium for the first time since '99. Mark Webber was going great until his suspension fialure. I think he was up to 9th or 10th from his last place starting position (except for the ones who started from pit lane). He may have been on really light tanks, but he was moving through the field. They can't say that there wasn't any passing in this race! Gonna try to stay up and watch the tape again tonight. See ya later! carl

They have changed the designof their website. The previous design had more detail and I'm operating from memory of what I saw there last spring, and from conversations with Dave rebello back in May of 02. They 2.7L uses the Maxima Diesel (stroker) Crankshaft. I don't remember what pistons and rods are used, so I know I'm not much help. The story told was that everything was maximized for efficiency. "It's the details that make the difference between what we do and what others sell". is what Dave stressed to me. For the ITS style cylinder heads, "Match ports, new seats, grind valves, clean & assembled. Using stock cam, springs, with the rocker arm geometry maximized". is what the site describes for the 4 cylinder Nissan heads. Dave told me that they spend over twice the time on an ITS head as is needed for a standard cylinder head rebuild. Too bad they didn't leave all of the information up when they redesigned the website. http://www.rebelloracing.com/ You can send a request for info and pricing on the site. Probably would take a day or so for Dave to get back to you. I had them do my cylinder head, but not an ITS job as I couldn't afford that, but what he delivered to me looks really nice. I haven't installed it yet, It sits in my spare bedroom with the rest of the engine parts that I plan to assemble this spring and summer. Procrastination is a bitch, and so am I !!!!

Hi Jerry; Yeah, I found that info on the SpeedTV website. I'm leaving work in about 15 minutes to rush home for the start. I'll be rooting for a battle between Rubens and JP Montoya. That could be a grand spectacle in the wet! (if that comes to be). They are both hungry for a win. Here we go! carl

Minardi surprised the Formula 1 fraternity by instigating a deliberate strategic ploy during final qualifying to avoid its cars being placed in parc fermé overnight along with the rest of the field. Instead of completing their qualifying laps, Justin Wilson and Jos Verstappen simply pulled into the pits at the end of their flying laps without registering a time. Team boss Paul Stoddart explained afterward that he had checked the strategy out with the sport's governing body and that there was nothing in the new rules preventing such an action. This means that Wilson and Verstappen will be forced to start tomorrow's race from the pit lane, but also means that the team was able to continue to work on its cars overnight. “This allows the team's mechanics to give us our best possible opportunity to finish the race, but perhaps most importantly, to allow us the latest possible opportunity of assessing the likely race conditions, and thus planning our strategy accordingly.”

Hopefully the previous owner didn't have his head up his a$$ and DID get a NON-OP certificate for the car. If he did do that, you are OK and will just have to pay the transfer fees, taxes and new registration. If he screwed up and just didn't register the car, you will most likely have to pay penalties which could be very high. CA DMV charges extreme penalty prices for registration violations. Good Luck! Carl

It has a Half Dash cap, but it doesn't look too bad.

Hi Jerry: I don't know either. SpeedTV was saying that the 107% rule was eliminated for this year so they were assured of having a starting spot since the contracts with the promoters require a field of 20 cars and only 20 cars showed up for the race. They speculated that they didi the qual runs withmore fuel than other teams and would try for a one stop strategy, but only time will tell on that one. I doubt it would work out for them as they would be dead slow in the opening laps and would have a huge deficit to overcome. Yeee HAA, Here we go F1 is back!!

The car does appear nice, but who ever re-assembled it, did not know what the heck they were doing. As mentioned before they have the side marker lights installed in the wrong direction, they assembled the antenna with the plastic spacer rotated to a ridicules angle that any fool should have known was wrong. Not to mention the screw or whatever it is on the side of the dash/dashcap. Lord knows what else they assembled wrongly or left out, or modified in some fool way. The details of the paint job(see the overspray EVERYWHERE in the engine compartment) show that no care was taken at all to do a proper professional job. I would not pay more than $3,500 on a good day. There are too many discrepancies visable for me to trust that any care at all was excercised in the areas that I cannot see. Wiring harnesses would be a big concern of mine. It doesn't take much lack of care to do something that could cause a major short. To quote Geo Bush Sr "Not Gonna Do It!" Carl

Hi Jerry: I wached the F1 qualifying show and I like the new format. Geez, Kimi had a bit of a scare on his qual lap, huh? Ruebens, also with catching up the McLaren. Good to see that Michael gave credit to Ruebens for the set-up which gave him him the opportunity to get Pole Position. Looks like Button is keeping Villenueve working hard to maintain #1 driver status. Should be an exciting race, as it seems obvious that different teams will be on different fuel stop strategies. What the heck was Minardi thinking with both drivers not even completing a Qual lap? I can't wait to get off work tomorrow and fly home to catch the start of the race! Regards, Carl

Dave: There are two ways to get rid of rust: 1. Throw lots of money and time at the car 2. Sell the car and get a low rust / rust free car 240Z's are extremely rust prone if not cared for properly. Minor surface rust is one thing, but major body rot is a serious issue that only lots of time and money will cure. Post your specific issues and there are many folks on this site that will be glad to give advice. I hope it is not as bad as you made it sound! Carl

Oh, I wish I was an Oscar Mayer Weiner..............!!!!!!!!!!!!!!!! LOLROFL :stupid:

Hey Mike: Is that a HOT DOG that the Wench in your avatar has in her hand? Sporting a lusty grin Carl:tapemouth

I've never done this modification so be aware that I cannot be responsible for the outcome of your attempts to follow this procedure. I'm not repsonsible for anything! Yeah, That should cover it! Carl (bambikiller240) This information is from an article prepared by Steve Golik of the Smoky Mountain Z Car Club. I copied it from ZHome.com and from the archives at ZCAR.com The Purpose of this page is to give the reader an understanding of how your present externally regulated alternator, can be replaced with a newer model, internally regulated alternator . Converting to an Internally Regulated Alternator Question: I would like to know if anyone has converted from the external regulated alternator to an internal. What wiring did you change? Answer: First a little background: The 60 amp internal regulator alternator was used on the '78 280Z and then the non-turbo 280ZX. I have also seen it on the '78-'85 810/Maxima and the '81-'85 720 pickup trucks. It is marked "LR160" on the case. There was also a 70 amp version (marked LR170) that was used on the 280ZX turbo's. [Note: It looks like the '84-'86 non-turbo 300ZX 70 amp alternator could be used as well, but the wiring connectors are different, so get (i.e., cut it off) the corresponding engine harness connectors as well if you get one of these alternators. I'll write this up this conversion later.] Because I don't like to give instructions without some explanation of what you are doing (it makes troubleshooting easier), I will start by describing the internally regulated alternator's electrical connections: 1. An "L" connection which goes to a "switched" 12V supply. By this I mean a 12V source that is active only when the ignition switch is in the ON position. I use the mnemonic "L" for "lamp", the alternator warning lamp (if used) is in series with this connection. This terminal also supplies the "excitation" current to the alternator field winding at engine turn on, allowing the alternator to begin producing voltage as the engine is ramping up to idle speed. Once the alternator rotor is turning fast enough, it generates it's own supply for the field winding and the current in the "L" connection stops flowing. The warning lamp (if used) goes out. 2. An "S" connection which goes as close to the positive terminal of the battery as physically possible. The "S" connection "senses" the battery voltage and this is the voltage that the regulator is tying to control. This connection has a high impedance, so it only draws only micro amps from the battery, so it can be left connected without fear of battery discharging. The "L" and "S" connections are in the plug connector on the rear of the alternator that looks like the capital letter "T". The top of the "T" is the "S", and the other part of the "T" is the "L". SEE IMAGE FILE AT BOTTOM OF ARTICLE FOR DIAGRAM OF PLUG 3. An "A" terminal, which is the output of the alternator, which also is connected to the positive terminal of the battery. This connector carries the charging current. Because of the high currents this wire must carry, it is a low gauge wire, which means it has a large cross sectional area. For safety reasons, a fusible link should be in series with this connector. The "A" terminal is the insulated threaded stud on the rear of the alternator. Of course, someone may ask: "Why do you need two separate (the "S" and the "A") connections between the battery and alternator?". It is because of the fact that even large wires have some resistance, and therefore there will be a voltage drop between the alternator and the battery when the battery is being charged. If the regulator sensed the alternator output (which is higher in voltage) and not the battery terminal, the result would be undercharging of the battery. Now there are alternators which work this way, but they need a fairly large diameter charging wire to reduce the voltage drop. The separate "S" connection is a much better method of regulation. 4. There is a "P" terminal on the 280ZX turbo alternator (but I have also seen it on a few of the non-turbo 280ZX alternators). There is not a corresponding connector on the engine harness to mate with the "P" terminal, even on the turbo 280ZX's. So, the "P" terminal is not used/needed. 5. Finally, there is a ground connection on the alternator, although the case is a pretty good ground connection to the engine block. Now, the following procedure only applies to the 240Z. The 260Z has electrical connections between the regulator and the interlock module and the electric fuel pump, so it's more difficult to convert to an internally regulated alternator, but I have a procedure for it as well. Please email me directly if anyone is interested. I have not looked into converting a 280Z, but I would think that it would be possible as well. 1. Disconnect the battery. 2. Unplug the external regulator and note the color code of the wires that are on the regulator connector of the engine wiring harness. You will be connecting some of these wires together, so get another plug from a junked regulator or cut the one off your old regulator. Now the wire colors I will be referring to are on the regulator connector of the engine wiring harness. This is because although the regulator wire colors match the engine harness with the stock regulator, I've noticed that some aftermarket regulators have a different wire color code. 3. Connect the white wire to the yellow wire. This connects the battery to the "S" input. 4A. Because of a minor wiring difference between late and early 240Z's, you may need to add a diode so the car will shut off after it is started. An electronic component called a diode can be used to prevent this. Obtain a 1N5062 (or equivalent) from your local electronics supply company. A diode has two leads, an anode lead and a cathode lead. The cathode lead is identified by a band near that lead. 4B. Connect the anode of the diode to the black with a white stripe wire and the cathode of the diode to the white with black stripe wire. This connects the "L" terminal to a switched 12V supply through the diode preventing reverse current from flowing. 5. Disconnect and unbolt your old alternator. Bolt up the new alternator. Depending on what particular internally regulated alternator you use (I've seen different pulley sizes), you might need a different length belt. 6. At the alternator, connect the white with red stripe wire of the engine wiring harness to the threaded stud (the "A" terminal) on the alternator. This connection provides the charging current for the battery. Connect the black ground wire to the alternator. Don't forget to include any bypass, or filter capacitor. Plug the two-pin "T" connector into the alternator. 7. Re-connect the battery and start the engine. With a good digital voltmeter measure the voltage directly across the battery terminals. This is the charging voltage. It should be 14.7V +/- 0.3V, but this voltage is a function of the ambient temperature and the state of charge of the battery. If the voltage reading is not correct, then re-check your wiring. More than 15.0V indicates that the "S" connection may not be connected correctly.

$^!#! Don't you just hate it when some :stupid: IDIOT leaves out a step in the middle of directions! Sorry Burt. I corrected my instructions for the next fellow who needs them! Carl

From Main (Home) Page at the Club site, on the left side near the top is the "OPTIONS" Menu, select , "USER CP" that takes you to the User Control Panel page. Select "EDIT OPTIONS " from the bar across the top of the page. That takes to to the "OPTIONS " page. On that page scroll to the bottom and select the button that says "CHANGE AVATAR ". That will take you to a page where you can select from a list of avatars that Mike offers OR you can scroll to the bottom of the page to the area called CUSTOM AVATARS to either upload an avatar from another website or (as most of us do) click the BROWSE button to select a picture from your own computer to upload to the club site. Note the size limitations mentioned below the words USE CUSTOM AVATAR. After you have selected the picture that you want to use, click the SUBMIT MODIFICATIONS button, your done! Depending on the picture that you choose you may need to re-size it to fit the 150 by 150 pixel limitation. That was the most difficult part for me. I stumbled my way through that, so I really can't offer intelligent directions on how to do that part, but I did use the MS PAINT program that came on my computer to manipulate the image size. Hope this helps you. Carl

OH, I thought you were talking about the VIN plate of this car that we had been discussing throughout the thread. ------------------------------------------------------------------- In CA you can replace the License plate (doesn't happen automatically, you have to request it) when a car is sold to another person. You can also request to be issued a new plate at any time, you just have to pay extra fees to do so. License plate numbers here in CA are not connected in any "offical" way to your location. A sequentially numbered pile of plates is sent to each DMV office for issue, but many are also issued from the main DMV in Sacramento via the mail.

Hi Burt: Our weather for yesterday and today has been FANSTASTIC. Almost 70 yesterday and today I think we did break 70. Nice and clear and WARM. Too Bad the rain and cold is due back by Sat/Sun. I've been off work on a mini-vacation since Sunday, so I've gotten to enjoy it. Now I have to go back to work tomorrow and I'm not looking forward to it. I Shoulda Been Born Rich! Carl PS If you can find a small picture, it really isnt very hard to do an Avatar. If you email me a small picture I can TRY to make sure it is the correct size and send it back to you to post for your avatar. I know it has to be you to do the actual entry of your avatar.

Just get a FRAM #G3359 filter. It is the same a the stock one and inexpensive.

No. The car we are refering to has VIN #HLS30 000212 It is one of the first 500 240Z's imported. Mfg date was said to be 11/69 I don't know what you mean about : Starting number is "987" mine's a '72 with "705" All 240Z VIN #'s start w/ HLS30, then have the serial number. My 72 was mfg'd in 11/71 and is in the HLS30-55,xxx serial sequence

#212 was the all Primer car in San Jose, CA http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2405109223&category=6187