Arne

I'd go with a yellow of some sort, probably not metallic, and not too greenish. Definitely not the original Lime color, not with the dark wheels and bumpers. The early 919 yellow wouldn't be too bad with the dark trim, nor would some of the later more vibrant yellows. Just my opinion, but to me yellow cars with dark trim are great looking...

I'd put a couple ounces of ATF into each cylinder and let it soak there for several days. Then change the oil and use the high-detergent diesel oil as step two.

I'm going to disagree. If the engine has been sitting, and it's passing enough oil to slick up the plugs, I doubt that it's the valve seals. Valve seals typically let the oil in on overrun. Rev it up and it runs clean, back off and while it returns to idle (high vacuum) it sucks oil down the valve stems, and then makes a big (but short duration) puff when you open the throttle back up again. No, my guess is sticky oil control rings. Compression rings are still doing their job, but the oil rings are stuck in gunk in the grooves and aren't scraping the cylinder walls clean. Did you pour ATF in the cylinders for a few days before starting it the first time? ATF is highly detergent, and can de-gunk the oil rings if you let it sit and slowly soak down past the compression rings.

PCV is the big nipple that points out and downwards in the middle between the carbs. It should have a hose that goes down to the pipe that sticks out of the side of the block below the distributor. Edit: I don't have a clean picture of my yellow car after I got it done, but here's a notated picture from the red car. A couple of things on yours would be cleaner with the correct air cleaner box. Plus the carbs work better with the factory air box with air horns - something to consider.

Whew!! I saw the thread title (some pics from cleveland!) and - what with all the spammers today - I feared more porn! What a relief to find real Z content!

Obviously the dual over-under glasspacks is very period correct, although they can be louder than some people like. About the only currently available commercial system that is similar to the period commercial systems (such as Stebro, Ansa, Daytona, etc.) is the Monza - which is a 2.0" mandrel bent, dual muffler system. Actually, my car still has a locally built system that the original owner had installed many years ago. Mine is a small diameter (1.75") single tube, with a single 24" glasspack in the transmission tunnel, and that's it. Mine is still fairly quiet, but it has a very smooth, mellow exhaust note. Not pretty, but it sounds pretty nice.

I would, if it wasn't 950 miles away... We have plenty of nice Datsun-only events up here in Oregon, but not much that include other Japanese makes. More's the pity.

I must admit that I for one don't see the need for yet another place to 'register' our cars.

Yup, I'm sure. I sold both brands for years. Big difference in construction design, but not obvious at a glance to those who don't have personal experience with both.In fact, my 240Z had Appliance Fine Wires on it when I bought it. So my memory is fresh on this one. P.S. - I sold mine...

Not Appliance, even worse - they're Tru-Spokes. Since the spokes go clear into the air chamber, there will be a thick green plastic sealer inside the rim. Because the sealer molds into the spoke nipple, these rims can not be trued, even if the need it. They are also heavy, and as Stephen mentioned, are not a direct bolt wheel. If you just love the look, go for it. But there are a whole lot of compromises you need to accept to get that look.

I tend to prefer more "vintage" cars for my play-toys. But if it came down to it, I'd far rather have a nice Z32 than a new 350Z.

Ross, what's your budget, and do you have a preference for a particular year or model of S30? There's been a few really nice 280Zs offered down here in Oregon....

DynoMax's documentation claims it is not a simple turbo muffler. If they claim one end should be the inlet, I figure there must be some reason, even if it is fairly trivial. Otherwise why not allow the greater fitment options that reversing it would allow?

No, not overkill, just bad. On a 240Z with it's lower ride height, doubling bump stops will eat all your suspension travel. Pick one or the other.

I figured as much, but couldn't figure out why so many people would all install it wrong. But now I see. If 'center in, offset out' is the way it fits properly, then when it fits correctly the muffler itself is technically backwards. Because the Dynomax documentation shows that the inlet is supposed to be the offset.

Welcome. Ross! You'll find that there are quite a few knowledgeable S30 people up here in the Pacific NW. As you continue your search, you may want to visit a few local or regional club gatherings to meet a few of these folks, who can help advise you.

Interestingly, I've seen this conflict before. I know that there are lots of people who have complained about the MSA oval muffler hanging very low. But I also have heard of (and seen) numerous cars where the muffler was able to be tucked up neatly as pictured above. I don't know what the difference is...

Darn it, I've only got one spare, I'll need to start watching for another. One more item to make certain gets pulled from any Z being parted out.

You don't mention whether the axle flange itself moves with the halfshaft or or not. But from your description, it sounds to me as if you either have worn splines on that side, or possibly a worn u-joint on that side. If the axle flange is moving and the wheel is not, that would normally indicate bad splines. Edit: Here's a question - did you have the wheels bolted on the car when you tested this? If not, the drum could have been locked up, but the outer axle stub can still move a bit in the lug holes of the drum.

No. You need to start your resistance tests at the other end. You have a wiring problem, not a device problem. Start at the fusebox and work towards the devices.I'd unbolt the fusebox from the body and turn it over so that you can visually begin tracing the entire circuit. Don't trust wiring diagrams. Just a thought - when you have the fusebox turned over, trace the wire to the cigar lighter. That is also hot all the time, regardless of ignition.

Stephen, the 5 mA draw is probably correct, as the short will not be evident when the fuse is blown or removed. Since the circuits that fuse protects are all hot all the time, the ignition being on or off is immaterial. Here's the fact. You do have a short, and it is somewhere in the wiring that the blown fuse protects. Since you can't keep a fuse in it without blowing, continuing to look for a draw is pointless. If disconnecting the easily identified items it powers has no effect, you're going to have to look deeper. Time to switch to the ohmmeter. With the fuse removed, measure the continuity between a good ground and the protected side of the fuse (the part that goes to the devices, not the part that has 12v at all times). Since the fuse blows instantly, you should see very little resistance. From there, follow the wire(s) out of the fusebox and toward the devices, checking resistance as you go. This will take time and some contortions to get under the dash and trace the wiring. My guess at this point is that you either have some wire connected wrong somewhere, or a wire has rubbed through the insulation and is shorting directly to ground.

Keywords.

Yeah, I figured that MapQuest was the problem, as soon as I saw it. No matter, all turned out great anyway.

Darrell, what is the part number of the DynoMax that comes with the MSA kit?

I've been looking forward to this event, ever since I missed it last year. (I was rebuilding my transmission at this time last year.) Datsuns NW once again held a cruise and BBQ outside Corvallis. They meet at a rural park, drive from there to another park at the top of Mary's Peak (highest point in the Oregon Coast Range), and then back to the first park for a BBQ. Last year's event sounded fun, so I wanted to try to go this year. On Saturday morning a7dz and I headed up the back roads to Corvallis, and then on to Fort Hoskins Park. That in and of itself was a pleasant drive. There we met up with a group of Datsuns from Salem and farther North. It was a well attended event, with a good mix of vintage Datsuns. Unlike many events from the two NW Oregon Datsun clubs, this one was a bit lighter on 510s and pickups than most, with a higher than normal percentage of Zs and Roadsters. After a while, people started breaking into small groups and leaving for the 25 mile run to Mary's Peak. The first miscue was when one of our fellow CZCC members hit a deer on his way out of the first park. No real damage (a bent license plate) thanks to low speed and 280Z bumpers! Then there was a small problem with the maps provided, they directed everyone on to a gravel road that was gated at the far end. Oops! Luckily, most of us figured that out in short order and took the paved roads instead. Said roads were all reasonably well-paved, pleasantly curvy, and had relatively light traffic this weekend. A good time, even for those of us not willing to drive as hard as some of the group does. After photos and chit-chat at the top, we all drove back to Fort Hoskins, where the club barbequed ribs and burgers for all of us. Finally around mid-afternoon, the group began to break up and trickle back home. The drive home (back roads again) was also quite pleasant. A very good day. I posted some pictures here: http://www.classiczcars.com/photopost/showgallery.php?cat=3524 More pictures are welcome. Mike, Gary, Kyle? One of you must have taken some pics?