gundee

What are you using for the carb insulators between manifold and carb? I cannot tell for sure by the photo. Are you by chance using the o-ring type insulator?

I still have a FAR Performance catalog from the 1970's. Remember watching both drivers at Road Atlanta too. Fun times.

Correct. Set at 3.5 max. You are flooding at anything more. THEN start working on setting up the carbs correctly. Did I miss the part where you gave the venturi size and jet sizes?

Don't say that. I have one on the way.

Your fuel pressure doesn't bother me too much if you have good volume output. No way to test that though. Electric one, yes.

If you are still having problems and have not done this, I would next pull the distributer. On the bench remove the breaker plate that the points attach to. You now have access to the weights and springs. See if you have any broken parts floating around in there. Such as a broken spring. Make sure the weights are not dry and move freeely. Reassemble. Then you can eliminate another item.

FYI. I trigger mine with points using this MSD diagram. No ballast. Now that I have the car out of winter storage I will be changing over to a magnetic trigger and eliminate the points all together.

You don't by chance have one of these 73, 74 rear fuel pumps on your 72 like I do.

Call Bruce at Z Therapy. He should have some good ones that work well.

Did you notice if the tach is very eratic as well when this happens? If so. Ignition for sure from my experience.

I am sure Jim Fredricks knows who the new owner is since he was there. May even be heading out of the US as far as we know. Extremely nice but not restored by any means. Even if I had the cash, I have no interest in that car. My 72 HlS30 is in better condition. I do not collect. I like to drive. Just my preference.

This is in fact common. I have worked with British and Datsun SU's just about my whole life. Over time floats will slowly absorb fuel making them heavy. They begin to not fully shut off the needle valves. This makes tuning a SU correctly impossible. Once they become too heavy they just sink and do not shut the valve off at all. Nobody ever checks their floats. You can feel how heavy they are by removing them.

Having the red interior, I used the SEMA Napa red dye to restore the faded origionals on the rear towers. Excellent match. I don't think it could be any closer. Transmission tunnel too.

I have also used both of these. Redline currently. I have developed a leak between the engine and gearbox. Not too bad. I think it is the gearbox. If so I don't think any issue with the oil. My seal is the origional from 1978. If you do still have your gearbox out I would change the seals anyway.

I love the 240Z I purchased as I mentioned in my earlier post or I would have sold it by now. What I wish was that I could have kept the TR6 as well. It was the first year they came out. As it turns out the 240Z carbies are a direct bolt on to replace the origional anemic Zeinth Stromberg carbies. That is the one mod I would have made to it to make that old British car run like it should have. Some trivia. OK I'm done off topic now so It doesn't get removed.

Not the 240Z designer for sure but probably the 'father' for sure. Autoweek summed it up pretty well. http://autoweek.com/article/car-news/mr-k-datsun-pioneer-and-father-z-car-dies-105

I got to meet and talk to Mr K in 1972 at Road America. A friend from our local sports car club ask me if I wanted to come down to the track on Thursday and help set up a big tent with tables and chairs. The area Datsun Dealers got this put together and this same friend was a salesman at one of these Dealerships. It was July and BRE brought 3 510's to the track for the 2.5 Trans Am Series. As my buddy put it, we got the "big guy" from Datsun USA here and we are going to show him a good time. He goes, we rented him a condo in town (Elkhart Lake). I didn't even know who this Mr K was at the time. Plus I was driving a TR6 at the time. Now I can say it since his passing that the Datsun Dealers set up a party for MR K on Friday and Saturday nite after leaving the track. As a suprise they got some strippers up from Milwaukee for some entertainment. Well I understand he had the best time of his life. He really, really liked his surprise guests. Ha. On Saturday I was standing at the fence with a beer and a brat watching the 510's practice and qualifying. Next thing Mr K walks up and stands next to me with his own beer and bratwurst and starts a conversation. Wow. This was a really down to earth guy that really did like people. He really liked beer and famousGerman Wisconsin bratwurst. I wish I could remember exactly how he put it but he says to me something poetic like beer is to bratwurst like bratwurst is to beer. Anyway it sounded exactly what a person from Japan would come up with. Never forgot that day. A few years later I found and purchsed a one owner 72 240Z and still have it.

I have the manifold pictured on the left for 44PHH Mikuni. The linkage on the Tomei is the better set up. The one on the left is like mine. Pretty poor design and mostly usless for getting all carbs synced up. As it is not adjustable. I will be doing modifications to mine to correct that or find a Tomei linkage kit.

I have seen this twice before. In both cases the valve siezed in the valve guide. Both of these heads were built by Rebello. I don't know what is going on with his machinist but i will not be sending my head there.

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