Jump to content

EuroDat

Supporting Member
  • Posts

    3,224
  • Joined

  • Last visited

  • Days Won

    19

About EuroDat


  • User Group: Supporting Member


  • Member ID: 25317


  • Title: Registered User


  • Content Count: 3,224


  • Content Post Ratio: 0.83


  • Reputation: 703


  • Achievement Points: 18,110


  • Member Of The Days Won: 19


  • Joined: 02/22/2012


  • Been With Us For: 3874 Days


  • Last Activity:


  • Currently:


Clubs

EuroDat last won the day on August 11 2020

EuroDat had the most liked content!

Contact

  • Map Location
    Noord Brabant, NL

My Cars

  • Zcars Owned
    280z
  • About my Cars
    Porsche Boxter S, 3.4ltr
    Mercedes A180 - Ambition sport edition.
    Porsche Macan S

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

EuroDat's Achievements

GrandMaster Z

GrandMaster Z (14/14)

  • Dedicated Rare
  • One Year Anniversary
  • One Month Later
  • Week One Done
  • Conversation Starter

Recent Badges

703

Reputation

  1. In his video and ad you can see the red spring. It is what they call the stage three. What does stage I, II, and III mean? Basically it mean a lightish, medium and heavier spring which means more pressure and faster reaction time. There was quiet a discussion on the stages back in the nineties. Many manufactures with varying spring rates. If you don't drill out the ports, you will not achieve full "stage III" benefits because the porting will restrict flow. It will probably limit the benefits of the stage II spring. You could just fit the spring and not drill the ports. It will work, but to maximum effect. By the way. If you drive it normally, light throttled, you won't notice much difference if any. Full throttle gear changes is where it becomes very noticable. Remember, you are only doing the modulator spring. The torque convertor is still standard, so it won't be big changes. It will stillbe very drivable, just sportier.
  2. A little searching and I found Tim on Gumtree. Still selling these kits. https://www.gumtree.com.au/s-ad/gladstone/engine-engine-parts-transmission/vl-turbo-commodore-nissan-datsun-jatco-automatic-shift-kit-servic/1021151782 You are probably looking for datsun or nissan, but you might find more by looking for the VL commodore. If you want to know a little more about these transmissions, you could ask the guys on the justcommodores.com.au forum or seach their forum for more info.
  3. I think the shifter kit was originally design for the holden commodore VL with the 3.0litre inline six. Well the Holden guys were the ones that started playing with them, more than the Skyline guys. The 280ZX has the Jatco 3N71B and the VL commodoe had the RB30 and RB30ET with the 4N71B. The kit is basically a spring kit to replace the pressure modulator spring in valve body and therefore incease fluid pressure. You will also ned to drill some ports to accomidate the extra flow to aid the faster change over. Repco use to sell the springs back in the day and I can still remember a detailed write up in a magazine called "Street Machine Magazine" based in Sydney. The couple people I helped do back in the nineties were definitely happy with the "sporty" improvement. The transmission changes quicker with little slip in the change over phase. It can feel harsh if you are use to the original style it changed gear. The bands and clutches tend to wear less after the change. This is most probably due to the limited slip time in gear change. Less slip, less wear. There is a guy on youtube "VLTim" that made these kits. Not sure if he still does. He does not show drilling out the port in the video, but I'm sure there is a video somewhere on youtube. I might have some old photos somewhere. The kits made a noticable difference in the commodores. A lot of aftermarket companies use to make them in the nineties.
  4. In the workshop where I worked (a long time ago), we always used the plastigage and left that table for what it is. Far too easy to make mistakes taking measurements. I would torque it down to specs when taking the measurements. The gasket will still seal when you do the final assembly. Don't use any glue on the gasket went doing your measurements. If you are fitting the front cover + gasket + shim (0.4mm original) and getting a reading of 0.37mm on the plastigage, I would opt for a total shim size of 0.7mm. Don't go over the total measurement with your shims. The bearings have (small) clearances and with the pastigage you are pushing the bearing to the most rear position. You don't want to push the bearing into a pre-loaded position so a little bit of free play won't hurt.
  5. Good point, but in Patcon's case he most likely pushed it back as far as it would go when he tried the thicker shim.
  6. When you are calculating bearings, which is not an exact science, tolerances can effect bearing clearances. Too much interference fit etc and incorrect axial clearance. The C3 clearance specification is a radial spec, but comes close to the axial movement in the deep groove single row bearing. In this case you are in the 13 to 28um or 0.013 to 0.028mm range. The shim 0.003in is 0.076mm and that is binding the bearings. I would fit it without shims. It is beter to have a little axial clearance than actually having a axial pre-load on the bearings. That would shorten the bearing life. When you say "it locks the tranny up" you mean it makes it hard to turn and feels like a bearing is bad? It's not actually locking up and will not rotate at all. ISO Bearing clearances.pdf
  7. After all that work they put the old bumpers back on🤐 Gives me the impression that it really was a low budget resto. Under the conditions they were working in they managed a decent restoration, all be it the car wasn't in that bad a shape to start with.
  8. I'm not an expert on the issue, but my experience on the ZX distributors is as follows. There are two (three for Fed) "main" design differences in the 280Z and 280ZX distributors. 1. The 280Z Cal and Fed a 6 pronged star wheel would pass a single fixed magnetic sensor and induse a pulse to trigger the TIU. The Fed had dual fixed magnetic sensors. One sensor was retarded 7 degrees and the TIU used it during warm up phase. The magnetic sensor only gets one prong to induse a pulse. This gives a weak signal starting at 0.5 VAC at cranking and reaching somewhere around 8 to 12VAC above 3500rpm. Well 12 VAC was the best I could get out of three units in my dodgy test with a drill in a bench vice. 2. The 280ZX (non turbo) has a fixed magnetic ring with 6 prongs pointing inward and the rotor has a matching 6 pronged star wheel. When the rotor star aligns with the 6 fixed magnetic prongs it generates a magnetic pulse through the spool located under the magnetic ring. The voltage signal activates the TIU. Typical cranking voltage is 1.0 to 1.5 VAC and goes up to around 50volts as rpm increase. 3. Location of the TIU. The 280Z has an external bulky TIU located at the passengers kick panel. The 280ZX has a compact (matchbox) sized TIU mounted on the side of the distributor. The 280ZX is not the best location for the TIU. Heat is your enemy so lets mount the TIU between the radiator and the nr.1 exhaust manifold☹ Usefull info: If you are looking for parts. The pickup in the 280Z is the same as the early L20B (75-78) EI distributor. You can also use the L20B TIU LX507 or LX512, but on the 75 - 77 280Z you will need the TIU connector plug to connect it and replace the coil and ballast with a 12V version. The L20B after 78 had the matchbox TIU like the early 280ZX. It will work on the 280ZX distributor. Both types of distributor will trigger the GM 4-pin HEI module. The GM HEI requires a minimum of 0.3VAC to activate. Altough the 280Z has a poor (low) voltage pulse during cranking it will still be enough to trigger the HEI.
  9. Ok, now I get it. It was dragging on the low clearance in the thrust bearing and after adjusting the clearance it turned freely. Nice work.
  10. Charles, I not sure I'm reading that right. You couldn't realy turn the crank without the pistons and now with the extra resistance (piston rings rubbing the bore) it's doable? I like your carefull approach to assembly and checking everything thoroughly as you go. Enjoy your rebuild with Cody.
  11. Just for the info. I'm on holiday in france and not online much atm. The GM HEI 4-Pin have current limiting abilities. It is designed for a 0.6ohm 12volt coil, but will run fine up to 1.5ohm. Any higher ohm rating will risk open circuiting the hei module. I used my HEI module for 5 years without every having any issues with it. My original module would give up when it was hot. Had to spray itwith circuit cleaner to cool it and it would run for another ten minutes. Location of your module looks good. Best to get as far away from external heat sources.
  12. Hi Charles, You are checking the clearance with a gasket? You have about 0.3mm difference. Seems a lot.
  13. Highly likely an Australian Skyline head. They wre also in Japan, but I don't know that market at all. Skylines in Aus used the E88 on the L24(E) engines and later the (M)N47 heads. The 260Z never had efi in Australia. They had the 260Z untill the 280ZX came along.
  14. I worked out a method to test the system for leaks back when I was having this problem. It ended up being the check valve at the fuel pump. Sounds like it could be your FPR, but new parts or rebuilt/refurbised parts can also leak. It's here in Resourses --> Knowledge Base --> Fuel system
  15. The alignment tool hangs on the spigot bearing and can actually mis-alignment. Insert the tool again and check the pressure plate finger around the tool are equally speced. Pay special attention directly above and under the tool are equal. If not equal, loosen the pressure plate and adjust accordingly. I wouldn't force it in. You can gently pull it in using threaded bar, but be gentle. You can scrape a thin layer off the inner side of the spigot bearing. That can cause unbalance.
×
×
  • Create New...

Important Information

By using this site, you agree to our Privacy Policy and Guidelines. We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.