Bambikiller240

Brandy: Once you have your wiring harness addressed, there is a Technical Article on our website that describes in great detail the installation of a Pertronix Electronic ignition upgrade. It is relatively inexpensive, and quite simple to install. It's a real improvement to eliminate the points and condensor from your car. Take a look in the Technical Articles forum if you are interested.

It is my understanding that CA doesn't recognize common-law marriage.

Doesn't use of Halon require breathing apparatus? My understanding of Halon is that it displaces breathable air. When I worked in an electronics manuacturing company we were told that if the Halon system was activated we were to leave the room immediately or risk death by asphyxiation.

Dave: The driveshaft that operates the oil pump and the distributor does have an offset tang to it which should be in a specific orientation. When it *is* in the correct orientation, the distributor can only be installed in the correct orientation. HOWEVER, the driveshaft *can* be installed in any orientation (i.e. it will "fit" in any orientation) that someone cares (or more accurately "doesn't care") to attempt. If this driveshaft is installed wrong, the distributor will be trying to fire the cylinders at the wrong time in relation to the combustion cycles of the cylinders. I had that problem also due to the picture in the FSM and How to Rebuild books being slightly out of whack. This image shows the picture in the How to Rebuild Manual on the left and on the right is a picture of my engine with the driveshaft tang set to match the picture in the manual as close as possible. The engine would not start. http://www.classiczcars.com/photopost/showphoto.php?photo=8805&size=big&sort=1&cat=3109 ---------------------------------------------------------------------- The below image shows (on the left) a picture that you sent me of your car showing the distributor with rotor pointing at #1 lug on the Dist Cap with the engine set at #1 TDC The picture on the right is my distributor with the engine set at #1 TDC and the Dist driveshaft tang set as shown in the above picture. As you can see, the rotor isn't pointing where it's supposed to be. The engine would not start. http://www.classiczcars.com/photopost/showphoto.php?photo=8928&size=big&sort=1&cat=3109 -------------------------------------------------------------------- The attached photo below shows on the LEFT the Distributor Driveshaft tang as set according to the FSM and How to Rebuild Manual pictures. On the RIGHT is a picture of the driveshaft as it appeared when I disassembled the engine for rebuild. After the Rebuild, when I set the driveshaft tang to match the way it was found, (1 tooth off from the way it shows in the books) the engine then fired right up. NOTE: This was discussed in another thread (that I can't find) and Victor Laury and sblake01 acknowledged that they had noticed the same situation when working on their engines. EDIT: Mike is right the oil pump doesn't care how the driveshaft is installed. It only matters to the Distributor.

Probably an example of the original part being over engineered initially, and later redesigned in deference to the bean counters.

the firing order is the firing order.

153624 (ten charecters)

No one looked.

The guy should have listed the "Item Location" as FANTASYLAND instead of La Jolla. Did anyone notice the sales tax rate charged to CA residents? 0.075% (correct CA sales tax for La Jolla is 7.75%) Some businessman! :stupid:

probably a fa..... er, Vintage Z j/k

Used Z Parts Vendors: http://www.classiczcars.com/forums/showthread.php?t=15454

Some of these are really funny. Here are some conversations that the airline passengers don't hear. The following are accounts of actual exchanges between airline pilots and control towers around the world. ============================================= Tower: "Delta 351, you have traffic at 10 o'clock , 6 miles!" Delta 351: "Give us another hint! We have digital watches!" ============================================= "TWA 2341, for noise abatement turn right 45 Degrees." "Centre, we are at 35,000 feet. How much noise can we make up here?" "Sir, have you ever heard the noise a 747 makes when it hits a 727?" ============================================== From an unknown aircraft waiting in a very long takeoff queue: "I'm f...ing bored!" Ground Traffic Control: "Last aircraft transmitting, identify yourself immediately!" Unknown aircraft: "I said I was f... ing bored, not f... ing stupid!" ============================================== O'Hare Approach Control to a 747: "United 329 heavy, your traffic is a Fokker, one o'clock, three miles, Eastbound." United 239: "Approach, I've always wanted to say this... I've got the little Fokker in sight." ============================================== A student became lost during a solo cross-country flight. While attempting to locate the aircraft on radar, ATC asked, "What was your last known position?" Student: "When I was number one for takeoff." ============================================== A DC-10 had come in a little hot and thus had an exceedingly long roll out after touching down. San Jose Tower Noted: "American 751, make a hard right turn at the end of the runway, if you are able. If you are not able, take the Guadalupe exit off Highway 101, make a right at the lights and return to the airport." =============================================== There's a story about the military pilot calling for a priority landing because his single-engine jet fighter was running "a bit peaked." Air Traffic Control told the fighter jock that he was number two, behind a B-52 that had one engine shut down. "Ah," the fighter pilot remarked, "The dreaded seven-engine approach." =============================================== Taxiing down the tarmac, a DC-10 abruptly stopped, turned around and returned to the gate. After an hour-long wait, it finally took off. A concerned passenger asked the flight attendant, "What, exactly, was the problem?" "The pilot was bothered by a noise he heard in the engine," explained the flight attendant. "It took us a while to find a new pilot." =============================================== A Pan Am 727 flight waiting for start clearance in Munich overheard the following: Lufthansa (in German): "Ground, what is our start clearance time?" Ground (in English): "If you want an answer you must speak in English." Lufthansa (in English): "I am a German, flying a German airplane, in Germany. Why must I speak English?" Unknown voice from another plane (in a beautiful British accent): "Because you lost the bloody war." =============================================== Tower: "Eastern 702, cleared for takeoff, contact Departure on frequency 124.7" Eastern 702: "Tower, Eastern 702 switching to Departure. By the way, after we lifted off we saw some kind of dead animal on the far end of the runway." Tower: "Continental 635, cleared for takeoff behind Eastern 702, contact Departure on frequency 124.7. Did you copy that report from Eastern 702?" Continental 635: "Continental 635, cleared for takeoff, roger; and yes, we copied Eastern... we've already notified our caterers." ================================================== One day the pilot of a Cherokee 180 was told by the tower to hold short of the active runway while a DC-8 landed. The DC-8 landed, rolled out, turned around, and taxied back past the Cherokee. Some quick-witted comedian in the DC-8 crew got on the radio and said, "What a cute little plane. Did you make it all by yourself?" The Cherokee pilot, not about to let the insult go by, came back with a real zinger: "I made it out of DC-8 parts. Another landing like yours and I'll have enough parts for another one." AND SAVING THE BEST TWO FOR LAST: The German air controllers at Frankfurt Airport are renowned as a short-tempered lot. They not only expect one to know one's gate parking location, but how to get there without any assistance from them. So it was with some amusement that we (a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747, call sign Speedbird 206. Speedbird 206: " Frankfurt , Speedbird 206 clear of active runway." Ground: "Speedbird 206. Taxi to gate Alpha One-Seven." The BA 747 pulled onto the main taxiway and slowed to a stop. Ground: "Speedbird, do you not know where you are going?" Speedbird 206: "Stand by, Ground, I'm looking up our gate location now." Ground (with quite arrogant impatience): "Speedbird 206, have you not been to Frankfurt before?" Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark, -- and I didn't land." ================================================= While taxiing at London 's Gatwick Airport, the crew of a US Air flight departing for Ft. Lauderdale made a wrong turn and came nose to nose with a United 727. An irate female ground controller lashed out at the US Air crew, screaming: "US Air 2771, where the hell are you going?! I told you to turn right onto Charlie taxiway! You turned right on Delta! Stop right there. I know it's difficult for you to tell the difference between C and D, but get it right!" Continuing her rage to the embarrassed crew, she was now shouting hysterically: "God! Now you've screwed everything up! It'll take forever to sort this out! You stay right there and don't move till I tell you to! You can expect progressive taxi instructions in about half an hour and I want you to go exactly where I tell you, when I tell you, and how I tell you! You got that, US Air 2771?" "Yes, ma'am," the humbled crew responded. Naturally, the ground control communications frequency fell terribly silent after the verbal bashing of US Air 2771. Nobody wanted to chance engaging the irate ground controller in her current state of mind. Tension in every cockpit out around Gatwick was definitely running high. Just then an unknown pilot broke the silence and keyed his microphone, asking: "Wasn't I married to you once?"

That's a good one Vicky. PS, Does Scott golf?

Never tried it, but as far as weight goes, the 280Z body is going to weigh significantly more that the 240Z body. Thicker metal was used in 280Z's chassis ,and things like the side impact beams in the doors were not part of a 240Z body (until 73) and could be even heavier in the 280Z. Does a 280Z have a manual choke? If not, the firewall won't have the hole for the choke cables. Holes for wiring harness grommets may be of different sizes or in different locations also. There may be issues with how the fuse box is mounted. Fuel tank may be shaped different and a 240Z tank may not fit properly in a 280Z chassis.

Oner of my Hot Rod friends told me that here in California, engine swaps are OK only if the engine being installed is from the same year, or is newer. Swapping to an older engine (even if rebuilt) is a NO NO. That being said, for a normal registration I have never seen the engine serial number checked. Most of the time they don't even look at the car, just your paperwork. That may be different if you are bringing in a car without a title. As for hurting the value, I don't believe it would hurt the value to anyone but someone looking for an all original Z, or looking for one to restore. IMO, the fact that it doesn't have the original engine should be disclosed to any buyer. We have a member who bought a car and only after the purchase (and shipment across country) did he discover that the 240Z had an L28 in it. The seller claimed to have never noticed that, but had advertised the car as "all original". Shame on him!

You do realize that he's living in TURKEY and believes that he has the only Z in the country, right?

That was the point I was trying to make. According to his post he doesn't even have a 71 dash to pull wiring out of.

But, at his age he's still naive enough to think that "test drives" could possibly be free. At our age we know better. There isn't anything "free" about women! I think that's why the seller has her on the market.

Rick: It means we should be classed as "very well experienced". Heck we were "Men of the World" long before he was a twinkle in his Dad's eye. We're still holding up fairly well, aren't we?

Alan: Interesting comparison photo's. Your explanation makes sense to me, however I would add that this would indicate that the internals (or assembly there of) have changed as well between the two versions to allow the input side of one version to become the output side of the other version. On the installations that I have seen, the vacuum fitting is always on the side of the valve facing the carburetors.

Will the wiring in a 1973 dash be compatible with the engine bay wiring harness of a 1971 240Z that it is going to have to connect to?

You could order them from suppliers in the USA: http://www.courtesy-nissan.com/ http://www.zcarparts.com/ ther are other places also, but these are the ones that use.

I didn't mean to rub his nose in it either, but if he keeps on playing Fred Sanford, he'll never get to play Z Racer, Focus, Bill, Focus!!

The car is meant to have a thermostat in it to regulate the engine temperature, if you remove it, the temperature will not be regulated. If the water in the top of the radiator isn't getting hot, "something" is wrong. I'm still thinking it's a defective thermostat not opening or it is installed backwards.. Have you replaced the water pump?

Especially since you already have a Z that needs lots of work ($$$$). Why wizz away $500 on another money pit?