madkaw

Sorry I didn't elaborate on my post, but you can modify what the shop did with your car, and still be somewhat stock. The switch I installed used the 2 wires that are behind your radio. With the switch you have the option to have key on wothout your pump running. You should have the green and black wires by the tank right nect to the fuel sending unit wires. That wire is 14 guage and can handle about any pump. Whatever wire the shop used to run to the backof the car- off of the relay- could be wired into the existing green wire under the glove box. This way you have a relay hooked to the stock wire running to the pump. Not sure if I would be using a 30 amp relay-how big is your pump? I think I am running a 15 amp fuse for my pump.

I've also had similiar issue. My issues amount to a worn out combo switch-which is probably half the problems out there. The contacts get dirty and the mechanisms get worn and viola, your turn signals don't work properly. I have cobbled three different combo switchs to get one good working assembly. I need to send mine to Dave(z-on the brain) for an overhaul-if he still does that.

It seems odd to me that it doesn't slip during the "burn out's" or whatever below 4000. You would think the ample torque at those rpms would also be enoug to slip it. But I agree with above statements, I would think the L24 stock clutch would be enough to hold your motor. Having the larger flywheel and clutch, I have noticed my clutch is much stiffer than a stock clutch.

http://www.classiczcars.com/forums/thread45836-2.html post 45

Go as low az you want, you'll have an OD for the highway and still get decent MPG. it might make 1st gear a little more useless, but these engines are capable of rpms, so why not use them. 3.54 's with my t-5 in OD was about ridiculous unless you wanted to cruise at 85 or more. Also, with anything other than stock exhaust that has any drone at 2200-2500rpm - you will be in the drone zone at cruise.

Problem solved as far as low AFR's ? Yes the tendency is to under rpm these engines- but I'm getting over that;) Mikunis like all carbs are a compromise , and I think the triples are the compromise towards a racing set up.

Well in Indiana we had a big weather change- cooled off dramatically and humidity dropped off. So I'm expecting a change in my AFR's to reflect this, but I didn't expect to go pig rich. So I'm figuring I have something wrong- maybe a stuck float ? This is based on the assumption that I am correct on air density in relation to fuel/air mixtures. I am also assuming any single issue with one carb will drive the AFR's askew.

I wanted to close out this thread on a good note. Les did come thru in the end and refunded me for the flares. I have no ill will towards Les and it's a shame this went on like it did. Maybe my case was just a bump in the road and I hope Datsun vendors like Les can stay in business to help support our hobby.

Sounds good!!!!!!!!!!!!!!!!

I posted on Hybridz about driving a Rousch Mustang and how I was unimpressed - it's all about the DRIVING experience. The mustang was fast, loud, comfy, and unconnected to the road. I have owned several subarus and they are more connected than most cars. My 1996 impreza handles amazing for a worn out beater. Still feel connected with this car

Good info! I thought about that after I posted - glad you clarified that. Vinyl it helps to get things warm for sure.

Great write up and I will add something if you don't mind. I didn't read it, and if I missed it I apologize . You want to get the material warm, like laying it out in the sun for an hour or so and then start your stretching the material over the seats. I remember doing mine inside in the winter and hanging the vinyl in front of the fireplace to warm the covers up. It will stretch easier with less chance of anytearing and be easier on the hands.

When I dynoed my L24 with the SU's with SM needles -at WOT I was in the 12's. The owner/racer/engine builder/dyno operator thought that my AFR's were too rich at WOT. For NA, his opinion was low 13's were best for HP. He thought I was loosing around 10 HP because of excessive fuel. It's obvious that your engine likes it on top, I would move the main airs in that direction. I think when you start getting as close as you are on the tuning, only a dyno will get you that 5% you are looking for. Then you factor in the weather that day-high humidity=less air= richer AFRs, carbs are a compromise.

Good point!

What have you tried? Looks like you could come down one size on the main and maybe up one size on the main air. What happens with AFR's if you don't let the the rpms get below 3500 in third before you go WOT. I have noticed that my AFR's go rich when at WOT starting at a lower rpm. Another words you are combining pilot and main for a while and it drives the AFR's rich. I would also offer up jets. We should get us Mikuni guys together to have an exchange program for all these jets. What's crazy is that my jetting is close to yours and some jets are bigger, and I am running the L24. Just goes to show that these engines all run under different parameters!

I got an old friend back to finish and market. Putting in an interior and finishing up loose ends. Haven't even had time to take for a spin-but I will soon:)

Thanks for the reports on these covers. I am also considering those ones off of eBay myself. I did MSA vinyl kits years ago and they have held up well and look good still. Regret not doing more with the foam, I should have replaced them. I think any covers would fill out better with new foam inserts . Reading the ad for the eBay covers it sounds like the covers have a thin layer of foam sewn in- can you confirm this??

I like them, and for some reason they look better in person. The dish seems deeper in person. With the right color combo someone could inlay the 'weave' with a color to contrast the car. Kind of like the gold inlay on the ZX snowflake wheels on a black car. The lack of a 'cap' makes a difference in the look. Trying to decide if these wheels would make the car more attractive on the market because of their uniqueness. Very period correct and very different.

Check out these wheels! I really like them, even more than the 5 slot mags. I have never seen these on any car before, let alone a Z. I think they will look good on a old skool type Z or stock Z. They are 14X6's. I will have to find caps, but I think they will be a nice change from what I have seen as far as stock size.

I thought I would add to this thread about carpet kits. I have been searching for a kit for a 1971. Suprisingly, I found ACC kits at Rock Auto that were almost half the price ordering directly from ACC:stupid: The kits are 186$ on Rock auto, and 360$ directly from ACC----WOW, what a difference.

I know I'm not a Weber guy, but I will agree with the great gain in lower end. Of course this is probably subject to the cam each of us are running. With my Mikuni's I kept pushing the envelope of the pilot side by seeing how rich I could get it. When I thought I was putting too much emphasis on the pilots and tried making corrections elsewhere, I would still be fighting the 'dead spot'. I started with 200 main airs and ended up with 180's. Started with 57.5 pilots and ended up with 67.5's. Had 40's acc.pumps and went back to 47's. In MY CASE, my motor wanted it down low. My engine pulls hard right from 1500rpm straight thru to 6000rpm. Only on a dyno will I know for sure what the number look like. I am idling anywhere from 12 to 13, and cruise is around 14 AFR. As I have read before, they like to run rich. Thus the advantage of EFI, nice lean idle and cruise, then dial in the power zone. Makes me want ITB's even more.

OOPS double post I know I'm not a Weber guy, but I will agree with the great gain in lower end. Of course this is probably subject to the cam each of us are running. With my Mikuni's I kept pushing the envelope of the pilot side by seeing how rich I could get it. When I thought I was putting too much emphasis on the pilots and tried making corrections elsewhere, I would still be fighting the 'dead spot'. I started with 200 main airs and ended up with 180's. Started with 57.5 pilots and ended up with 67.5's. Had 40's acc.pumps and went back to 47's. In MY CASE, my motor wanted it down low. My engine pulls hard right from 1500rpm straight thru to 6000rpm. Only on a dyno will I know for sure what the number look like. I am idling anywhere from 12 to 13, and cruise is around 14 AFR. As I have read before, they like to run rich. Thus the advantage of EFI, nice lean idle and cruise, then dial in the power zone. Makes me want ITB's even more.

I spyed a zx on Walnut ST , and it was purple!

I should have closed up the windows more, too much wind noise. Thanks Leon, one of these days I will do an outside version.

http://youtu.be/NGh6urUlzcQ For true listening pleasure--turn it UP!