Zed Head

The switch is kind of a mystery. SteveJ and CO have dug in to it. Looks like power starts at a fusible link, passes through the fuse box then a flasher, then to the switch. And in the diagram I attached, I'd guess that the switch needs to be active to get power out to flash the lights. I think that there are other diagrams showing how power is routed through the switch for other functions. Anyway, the power input wire for hazard flashing is green with a blue stripe. Then actuate the switch and green/red and green/black should have power. Search "hazard switch" and their names on the site and you might find some threads. @SteveJ @Captain Obvious

1977 right? Is the switch out now? Hard to tell how deep in to you are or went. You're going to get wiring diagram suggestions.

Are you looking for a local, easy sale, or trying to maximize value? Or do you just want it to go to someone who appreciates it? You're on the right site. There is a whole range of possibilities, from selling it overseas, to selling it to a local that shows up at your doorstep. Is it driveable right now or will it need towing would be one important question. General location also.

Have you been under the valve cover yet? Check lash and cam lobe quality. My first engine had bad valve seals that would seal up if I gave the engine a good romp, but then slowly open up cause a lumpy idle. So I'd get a good idle if I went out and abused it but then it would get lumpy as it cooled back down. It was fun for a while since I had a reason to wind it out. Be careful on the first few drives. People often lost a rocker arm because the valves have gummed up after sitting for years and get stuck. Then the rocker arm pops off and sometimes a retainer. Could be you have a sticky valve right now, who knows.

Both of my engines have always had a slight imbalance (that's what I call it) at idle. I've attributed it to the batch fire nature of the EFI system, with the cylinders getting their fuel at different times of the four cycles.. But I've only had two so not much experience.

Also, the fuse for the pump is the fusible link supplying the fuel pump relay. It's one of brown links, 0.3 mm^2, the smallest. So you could just remove the link itself and put the cover back on, for a short quick theft-proofing. Looks like it supplies power to the air regulator and the pump and the ignition relay.

Here's a chart from a company I've never heard of that felt confident enough to post what look like reasonable numbers. http://www.autoperformanceengineering.com/html/fpspecs.html Edit - realized after posting that the question might be a bit off target. Fuses are designed to protect the wiring, not the device. So, fuses would generally be specified by wire gauge of the power supply wire. Like fusible links were, in the beginning. And fuses are really just fusible links under glass.

Looks like they're not keeping their web page updated. Their eBay ad says they have three. https://www.ebay.com/p/?iid=222466640593&lpid=82&&&ul_noapp=true&chn=ps

SteveJ, you should put the link to the classiczcars Download section in your sig. Keep things in house if you can. http://www.classiczcars.com/files/

The PCV valve is screwed up in to the bottom of the intake manifold, about centered, away from the engine. There's a space in the heat shield for it. It would be to the right in your pictures of the crankcase vent tube. That tube should have a hose running from it to the PCV valve. We can't see the top of your valve cover. It might have a little breather on it because somebody deleted the PCV hose. You're probably lucky that you have a new AFM. Don't adjust anything on the AFM, get the hoses back where they should be, and you should be back in control, using the idle speed bypass screw on the throttle body. Good luck finding the hose. You could probably make a water hose work for a short while, for testing and tuning, but it's a very high heat area and the proper hose is designed for it.

Sounds like vacuum leaks, especially since you can't adjust idle using the set screw. The engine has to be completely sealed, including the PCV system and all gaskets, even the dipstick tube and oil filler cap. The hissing from the FPR is normal, it's just the fuel passing through.

Fun fact - the later fuel injected Beetles used the same injector specifications as the 280Z's, just Bosch brand with longer hoses. You can change the hose length and use them on our cars.

The only correct answer to the original question is yes and no. The last sentence makes no sense. The poster answered his own question - every vehicle has a number.

I think that you meant condenser or capacitor. It's there to suppress radio (electromagnetic) noise but if the positive wire touched ground it could have damaged internal components, I'd guess. I think that they might be available at the parts store from one of the displays, not the behind the counter stock. I reread your work in Post 172 and don't really see signs that anything is bad, the voltage readings are good. The external regulators allow up to 15 volts. But it's hard to tell sometimes with charging system problems. I had one internally regulated alternator go bad in my car and the vvoltmeter showed everything was right, the voltage showed battery level when the engine was off, and proper charging and voltage limiting when it was on. But the red light would glow brighter with RPM, like a little visual tachometer. I decided that wasn't right and replaced it. On my car that had the dim-then-bright headlights, there was no sign either. No engine light or dying battery. Just weird behavior.

I suggested the alternator because of the dash lights going from bright to dim constantly (post 172). I had a car that did that with a bad alternator, at idle. I only noticed it at home when my headlights were shining on the garage door. I forgot that she had a 76 with an external regulator so didn't mention it. And with the internal regulators most of us just think of the whole thing as an alternator (which is really an odd name for it anyway - we need an alternative). It might be some other flasher related thing. Maybe the hazard switch? Not sure how, just thinking outside the alternator. If it's reproducible, Jai could run on battery power alone and see if it goes away, as a test. The parts store guys are only trained in finding the right plug, attaching the belt, pushing the button, and reading the result. Sometimes it's just a green light (good) or a red light (bad). Finding the right plug is the hardest part of the process, from what I've seen.

Sorry about the misunderstanding on my part. I had assumed what made sense to me, that width meant tread width. The sidewall-to-sidewall width seems of little use, compared to tread width since rubber on the ground is the main purpose of being a tire. Weird that this labeling scheme has lasted so long, it's a lot less meaningful than I thought. There's no way to calculate tread width. So thanks for the TireRack link, it has immense value now. No offense I hope, if I add a few more references. https://en.wikipedia.org/wiki/Tire_code https://www.goodyearautoservice.com/en-US/tire-basics/tire-size https://www.tirebuyer.com/education/understanding-tire-sizes-and-types

Gear ratios are the same, regardless. That's all that really matters, within the possibilities. Edit - Just realized that I responded quickly, without a full think-through. 79 and 80 are ZX's. Anyway, unless it's some weird truck transmission, it should be a direct replacement.

The above is true. I had a set of 205-70-14's that rubbed on tight hard corners and the same size of a different brand didn't. The car's lowered about an inch. I think the 205 is the width of the tread. Sidewall width isn't defined.

Looks like a 77-79 5 speed. Two exhaust hangers, and no access plate on top like the 4 speeds have. The 79 ZX had the same 5 speed as the Z's. Should slot right in to where your old one was, no diff changes necessary.

Is it this one? - http://www.daytona-sensors.com/tcs-1--timing-control-system.html Looks like it doesn't actually have its own ignition (coil current control) module. And it requires a VR or optical input. What kind of distributor did you start with? And what ignition module are you using to control coil current? Looks interesting, but not clear that it's their fault it didn't work. http://nebula.wsimg.com/7d1431ada7cf5b57349f7457275d1d1a?AccessKeyId=1C3246E298A5DEFACC7D&disposition=0&alloworigin=1

You need to add some numbers. You "checked" a bunch of things, but, as you said yourself, you don't even know what "good" is. Provide the numbers and we can tell you. Ignition timing, cylinder pressures, fuel pressure, year of the wiring diagram you're using and where it came from, etc. 1978 didn't use a crank sensor. The 1980 fuel injection book covers all years up to 1980. Use it to test electrical components, using a meter. If you do, write the numbers down.

Could be a PO "tuned" the engine around the low fuel pressure. Now that you have it corrected, the "tuning" might need to be undone. There are many small things that need to be right for the engine to run right. You have a long path ahead of you, especially with a turbo engine. a turbo engine running lean due to low fuel pressure could easily suffer detonation and break some ring lands or damage a piston. You should really start with the basics and measure cylinder pressure, valve lash, timing, etc. to be sure that they are correct. Unknown engines can be full of small problems and mis-adjustments. Check your cylinder head temperature sensor resistance, and connection, maybe you'll get lucky and find that it's disconnected or broken. That would cause rich running.

Did you modify the vacuum advance or the centrifugal? Why don't you just bypass the Daytona thing, whatever it is?

A yard sale? What kind of yards do you live by? So a Nissan deanship diagnosed it, replaced the FPR, and it runs worse? Doesn't sound like much of a dealership. Did they tell you anything before they did the work? If you had a dealer replace the FPR then, unfortunately, an 83 Turbo might be difficult for you. It's not the best car to learn on.

K-Tee bid but someone else got it. He's still looking.