Captain Obvious

Thanks Leon. A plastic zip tie is a much better idea than using a marker. I might even be able to get that around the shaft even with the bellows installed. Might be impossible to see it once it gets pushed up though. Maybe I'll give it a try and see what happens. Thanks for the great idea regardless.

I did not know that... So they ditched the ballast for the 78 and changed the ignition module? I mean, I know the module was different as the connector design is completely different, but I was not aware that there was any functional difference. I thought it was just cheaper for them to plug in one connector than make the six or so connections on the prior versions. Has anyone heard any "the 78's burn better" claims or rumors because of it?

Oh, and I used VW connectors on my injectors as well, but I used a different version with end release clips instead of the one single side release. I found I liked them much better for the injectors, but I liked the side release in the other locations better. I used to have a pic posted, but photobucket extorted it out of existence. I'll get a new pic loaded up when I get a chance.

As an aside, remind me sometime to tell you a story about the fusible links and why they are a ticking time bomb. Post up all my measurements and investigation and stuff. But in the meantime, back on topic... I found the cheapest place to get all the links at the same time was off ebay. The ones I bought were purported to be genuine Nissan, and did all four links. You need the 77-78 version, and it should have three red (which are actually brown), and one larger black one. I did a quick look on ebay, and it seems they are still plentiful. A couple item numbers that seem to be the correct set: 323288133774 312138092640 223006930529 Or search for "Datsun Fusible".

I'm not so sure it's an aftermarket recovering. The 77 seats all had that sort of "woven textured" vinyl inset on them, but I think it's just an embossed pattern in a solid piece of vinyl. In other words... It mimics a weave, but I do not believe it is actually woven. I don't think there are any holes in it. I think it's just a pattern on the surface. Now as for the different colors... I consider it completely conceivable that the embossed vinyl and the smoother (leather grained embossed) vinyl came from different vendors or at least could have different compositions, and hence, have weathered differently over the years. So all of this is academic if you're just going to swap over to a black interior, but thought I would mention it.

Excellent. Thanks for the pics showing that mark. I've never seen that before. So, especially with that confirmation of the mark on the hub, I'm pretty confident that things are going to be OK. Wiggle the calipers around with very light pressure until you can achieve the absolute lowest reading you can get. Get the two jaws perfectly opposite each other to avoid the hypotenuse measurement. And check those shiny spots under magnification. In fact, I would use magnification on both sides of the hubs. Just to look for any anomalies or surprises. That's how I found the upset material on Matthews from the previous attempts to force the bearing in while misaligned. It was all nice and shiny looking to the naked eye, but I felt something funny with my finger. It wasn't until I looked with magnification that I was able to identify exactly what was going on in there. I suspect yours are just dents inward from the pressure (which is fine), but it's worth the thirty seconds to double check.

I was just kidding about the errors on the Rev M. I think I turned up something minor recently, but it was so inconsequential that I don't even remember what it was. I have no significant issues currently. Only thing I would warn you about is the position of the fusible links. What is shown on the diagram is NOT the correct physical location of the links under the hood. This is the correct positioning: And for the fuse values, here's a couple pics. This is the 77 cover (which BTW is a little different than 76): And here's a snipped from the FSM showing the artist's rendering. The fuse values are the same, but the printing is a little different:

Leon, Thanks for the input and I understand about the loss of travel and the increased risk of bottoming-out. I'm running KYB inserts, with stock springs and rubber bushings. In other words, pretty much stock 280Z with KYB's. I've been driving with this setup for a number of years now and I don't believe I have ever bottomed out the stock suspension. Ever. So how close to the limit do you think I am now with the stock set-up? Any guesses? If it weren't for the rubber bellows being in the way, I could put a marker line on the strut shaft and go for a spirited drive and see how much of it was worn off. And Chas, Yes, you're absolutely right. One inch drop on the rears is easy. The idea was just for the front.

Whoa. I got a serious case of diagram envy. That thing is beautiful! I guess now is not the time I should bring up all the mistakes I found recently, huh?

Well I put a whole bunch of my thoughts in your Lily thread: https://www.classiczcars.com/forums/topic/55369-1971-hls30-14938-lily-build/?page=8&tab=comments#comment-550587 Haha! Am I missing the joke here or something?

I'm not a suspension guy, and I got a stupid question... What would happen if I were to remove the lower spring perches from the strut tubes and reattach them an inch lower than they were originally? Make that change and nothing else... Put it back together with everything else the same as when it came apart. No adjustable threaded collars. Stock springs with a lowered bottom perch. The whole sprung weight of the car sits in equilibrium on the springs, so with a lower perch, the same weight should compress the same springs to the same length and that would lower the car by an inch, right? And the only down side would be that I would be at greater risk of bottoming out the strut on compression, right?

Accident on the way to the emergency room. It's like ten thousand spoons when all you need is a knife. So what dimensions are you talking about? Last I saw, you were messing with the calipers I sent and you were still measuring a couple thousandths larger than expected. Did one of us miss a post somewhere?

All that means is that it'll come back again some time in the future.

Well good luck, and I hope I'm wrong. One the good side, however, it's in a pretty easy to work on location, and since the holes go all the way through, it makes it a little simpler as well. If it were me and I found those threads were all ripped out, I would probably just re-tap for a larger size. I didn't verify any of the sizes, but it was mentioned above that the original is M10 x 1.5. I believe M12 x 1.5 is easily available as well, so it would be easy to follow (what is left of) the old threads and create fresh threads of the same pitch on top of the old. But here's to hoping you've still got a couple good threads down in that hole! :) PS - @Mike What happened to the traditional simple smile emoticon? The one you would get with this? >>> :) It's not in the list anymore, and it doesn't seem to show up automatically?

I ditched the inflat-o-matic spare for an always inflated donut spare a while ago. Details are here, but pics are dead because photobucket sucks: https://www.classiczcars.com/forums/topic/55424-always-inflated-mini-donut-spare-for-7778/ The 77 and later cars are tough because of the reduced tire well diameter. The summary is I'm running a T115/70/14 space saver tire on an old 4 inch wide rim from a Datsun Roadster. That's the largest rubber I could get into the spare tire well on the 77. Let me know if you want me to reload the pics and I can do that when I get the chance.

I was going to jump the gun and warn you about that, but I didn't. That was my first thought when everyone was wondering why you had bolts on yours coming through from the inside. I'm assuming a PO stripped out the hole(s) and used the smaller bolt(s) as a workaround. I wouldn't be surprised to hear that the original sized bolt simply will not work anymore, even if it's longer than stock. You might be looking at a heli-coil or retapping to a larger sized bolt.

Wow. That's simply no fun at all! Glad you're OK!

Oh, and forgot... About the bearing seating surfaces. What are the shiny spots at the 10:00 position (and other spots)? Are they dents IN or bumps OUT? I'm assuming they are dents inward, but figured I would check:

Yes, you have to wiggle the calipers around a little and look for the minimum dimension. This is because you are looking for the shortest distance between two points and unless you have the calipers perfectly square to the faces which you are measuring, you will be seeing the hypotenuse of a triangle instead of the shorter side. Problem is, in an application like this, down in a hole trying to register on small surfaces, it's difficult. If you have larger flat surfaces and better access, you could use the wider, flat part of the jaws to make the measurement (like you are doing on the distance piece). But down in that hole on those small surfaces, you are unfortunately limited to using the narrow ground tips portion of the jaws. So you have to "finagle it". And yes, the more pressure you apply, the lower the reading. And that phenomenon becomes more pronounced the longer the piece you are checking because you are actually bending springy things a little and the farther apart the jaws, the easier it is to bend the beam between the two of them. So you have to "just get a feel for it". But on the good side, look at it this way. You have already reduced your hub measurements by at least twelve thousandths. Only a couple more to go! Try doing things like this... First, the bore where the bearing sits does not have a perfectly square corner at the outside. There is a little rounded fillet down there at the bottom of the holes. Make sure you stay away from that as it will increase your measurement. Second, wiggle the caliper around while applying a small amount of pressure until you get the absolute minimum you can find. Let the jaws slip around a little on the hub until you get the smallest distance. That should help position the jaws directly opposite eachother and reduce the hypotenuse effect. Third, move your thumb off the dial, and use the little wheel below the dial to hold the caliper in place, And try to apply the same amount of force every time you take a measurement. See where my thumb is when I'm taking that internal measurement: I'm completely confident in the external measurement you are making on the distance piece. Try to use the "same amount" of force when making the internal measurement on the hub faces? All of this stuff is where "the knack" comes into play. From what I see above, my opinion is that last couple thousandths is "the knack" and you have the correct parts. Zed, Where on the casting is that mark? I've never looked for that mark. Is it in some rusty, crusty spot that is probably undecipherable at this time?

I'm still holding out 95% hope that it was a measurement error. Make sure the bores where the bearings go is clean and there are no burrs kicked up anywhere. I use an eye loupe for magnification of all the surfaces involved.

Oh... Here it is: https://www.classiczcars.com/forums/topic/60007-78-280-re-assembly/ Maybe the "M" spacers are .020 longer than "B"?

Crap... I knew it was just a matter of time before someone asked that question. I don't really have a good answer. I just can't explain how that could possibly be the case, and therefore I don't really have a good solution, other than to make special custom distance pieces to accommodate the situation. Or get "normal" strut bodies that aren't screwy. I haven't looked closely at the sizes involved, but it is also conceivable that one could place appropriately thick hardened washers "in series" with the distance piece to bring it's overall effective length up to what it needs to be to work in a hub that is .020 too wide. McMaster carries some very thin hardened washers. Haha! But I simply refuse to seriously entertain anything like that until someone can prove to me that you have a hub that far out of spec. PS - There was another guy looking for replacement distance pieces because he needed "B" and what he had in his possession was "M". I've never heard of "M" and was curious about what was going on there. I didn't look into it at the time, and now I can't even find the thread... I thought it was on this forum?

Oh, and I forgot... @Patcon The custom hub-fitting caliper is on it's way. You should see it soon. Weds or Thurs.

That's about the only thing I could come up with as well. Since that bronze is softer than the steel, it will ooze out a little if the torque is high enough. Although, I'm not sure the normal expected torque is anywhere near "high enough". Nissan said it was to reduce noise. We talked about it a bunch in this thread: https://www.classiczcars.com/forums/topic/58935-lost-rear-bearing-shim-washers/ They put it in at the beginning of 72 and took it back out the middle of 73: I still think the whole thing was a fire under some engineers butt and that was his knee-jerk bandaid. As long as the marketing guys were convinced, then it was a success.

Looks like it was a great time, and cool that CZCC was well represented. See the way Zup sits there with flat tops at his feet? Like minions.