240260280z

Restoring a 73 wiring harness so I started from the back Polished a bulb as an experimnet: Shined up a heat shield as an experiment: Washed (will remove yellow and paint tomorrow) Washed and polishing plastic windows. Note the inside is black plastic so the outside is painted a metalic grey-ish colour. Here is the hardware for reference (1 clip is missing) Gasket

https://www.youtube.com/watch?v=VHOOiPD9EoA

Mr. Matsuo recommended 20W for temperate climates and 30W for hotter climates. When your 20W runs out, try 30W. btw please PM me or email with pictures of the 311 cam when you can. Thanks!

Guy, Stephen said you have a droopy butt! That is a gauntlet throw if I ever saw one.

fake speed limit signs, relocating signs, and graffiti would make things interesting 100km/hr to 10km/hr 50km/hr to 500km/hr

I am guessing the headlight switch still smokes

http://losangeles.craigslist.org/sfv/cto/4947873052.html

I want to hook it up to my shifter and have it change gears when I pluck a string. Just so long as it is in tune with the 10 harmonicas I nailed to my front bumper that wail like banshees when I am on the highway. Willie

https://m.youtube.com/watch?v=QRwZZTPKa9o

Thanks. That sounds fine. So pictures of the plugs side-by-side would be the last item to review.

http://www.bbc.com/news/technology-32049350

Someone just has to flow an AFM to see where the door/pot top out and then convert that CFM to BSFC, HP. If it turns out to be less than a Z motor puts out then we can put it to rest. Case closed. I think the same can be done with SU carbs... add more weight or more spring pressure spring so that the pistons rise and top out in the dome at max hp or max torque or some other point. More fuel will be drawn in a non-CV way after they top out (i.e. richer). Nothing new under the sun.

"Spin to win" used to be a cycling moto but 4.38 & 4.88 drivers can borrow it

It looks like the flaw is below the top piston ring. It is also at a the low part of the stroke so it will have no significant impact apart from some extra oil reaching the chamber. Have the shop take a look. I am sure they could TIG it, knock it down then bore/hone through it. Some water in the block may help reduce heat effect from TIG .

Hi Mike, Maybe we should all step back and look at some other areas. A picture of all 6 plugs side-by-side would help determine if it is a broad over-fuel issue or localized to a few cylinders. Have you conducted a pressure test recently? if so the results would be interesting. Have you checked the valve lash recently? How is it?

There is an old post about the EGR rotting through and polluting the intake with too much exhaust. It is worth a check.

A friend just bought a new Cannon with linkage on Ebay for ~ $300.

Mike, I find the 7902 seems to link to: 1991-1992 Mitsubishi Galant Fuel Injector - Fuel Injection ... www.partsgeek.com/gbproducts/WC/7083-01011314.html Fuel Injector, Fuel Injection Corp. Injector SKU: 7092-01011314 R Another injector for the 91-92 N/A 2L Gallant is Part No. 155-0213 Flow Rating: 12 - 24 lbs/hr Fuel Pressure Rating: 43.5 PSI Hardware Included: No Line Repair Kit: No New Or Remanufactured: Remanufactured OE Replacement: Yes Pressure Rating: 43.5 PSI Seals Included: Yes The data is not specific enough. Stock Z EFI injector is ~18lbs/hr

I have heard about this "4500" limit but don't think a 4500 rpm limit exists until someone shows me the circuit and its purpose. I can rev to 4500 out-of-gear with very little air by hand reving or I can cruise down the highway in 3rd and hold at 4500 or I rev to 4500 WOT in 5th tearing down a straight at Bonneville. The CFM of air entering the engine is different for each 4500 and the AFM Vane will be in different locations. It is a bit of circuit de-constructing that is required to figure it out for ourselves. Even the Nissan EFI fuel table (below) does not show the AFM contribution! So there are a lot of unknowns.

One plug looks much richer than the other. I wonder if something else is going on?

The analog nature of the 280z ECU would require a frequency reference or frequency to voltage reference and a comparator tuned to flip at 4500 rpm for the input from the AFM flap. It would be interesting to see if this exists in the circuitry.

I think you just have to lean the AFM (just tighten the spring)! I missed that you were 1 mile high. The AFM calibration procedure using the water is for sea level. My friend bought a 510 from Colorado and we picked it up in Boston. It ran like crap until we enriched the mixture. I think your problem would be the reverse. For completeness if you could read the part number on the plastic edge of the injector that would help us help you!

The unisync fits in tighter spots and fits on more carbs. It can measure a larger range of airflows. It is also very tough (metal) and can live in a tool box. The STE (Modles SK and BK) is designed for airflows where 1 barrel feeds 1 cylinder. It has a more precise gauge and is easier to read. It is big and made of plastic so it is difficult to fit on some carbs. Adapters are made that can help. I like using the Unisync on twin SU's and STE's on triple webers.

http://www.reuters.com/article/2015/03/22/us-pirelli-chemchina-idUSKBN0MI0PQ20150322