clokker

iTrader: (2)

That is a heavily modified Silverstone case, a TJ05.
I also have an original TJ07 and two Lian-li's.
For a while I was deeply into watercooling and fancy computer cases.
Now I could care less.

clokker

iTrader: (2)

Our "stance" problem has been rectified.

Chastened am I and loathe to admit it, but it was all my fault...I reversed front and rear springs.
I have no explanation nor excuse. it was just a major brain fart.
So there you have it.

It took about three hours to change them around, working deliberately and alone.
Wasn't too bad really but I felt awful the whole time.

On a happier note, the case seems to be coming along nicely.
I'm using a hand rubbed tung oil finish which is not really hard to apply but requires many applications to build depth.
Tomorrow I'll try to fill the waiting time between coats (@ 2hrs, depending on humidity) and start deciphering the wiring diagram for the Z.

meerkat8701

Wow! Cool present im sure she Will be more than pleased. I made an african mask out of an old skateboard and a Ikea shelf and totally got away with last years christmas present. The personal Touch beats anything that can be bought with Money (that can be spent on Cars instead) =p

clokker

iTrader: (2)

A bit of progress on several fronts...
The woodworking- which I've decided I don't really enjoy much anymore- is nearly done.
I was worried about the tung oil finish but it looks like it'll work out fine. I've never used tung before and it takes quite a few applications before the depth builds...but it eventually does and looks very rich. I think it's ready for the final buff, which is followed by one more layer of oil, a few days drying and finally, wax.
Be happy when it's done.

Sigfrid has been busy, mostly cleaning/painting brackets and other components (like the airbox, which, like everything else in the car, is all metal), in preparation for our next work session tomorrow. We'd like the intake installed by the end of day.
We'll see.
He also sold his Kaw 750 which not only frees up funds for the Z but even better, gains us some much needed garage space.
Win, win.

I was finally able to make some headway with the Z electrical system.
The good news is I finally found some decent schematics, the bad news is I can now see how much I hate the whole system.

I suspect this is going to lead to the first big rift between us concerning how to proceed.
Sigfrid is really wanting to "just get it running" and put the main electrical work off til stage 2 begins.
I have two main objections to that approach:
- I would actually have to understand the convoluted stock system well enough to patch it up into working condition. This seems like a waste of my time because I could strip the original and build a new chassis harness without making a single schematic...I already know how all the circuits should be wired.
Also, the Z has some truly stupid components and I see no reason to work with them.
Examples would be the alternator, which is a puny 60A unit with an external regulator and the steering column controls, which are bizarre beyond description.

- I got my first look at the under dash electrics while installing the booster and clutch master and they are a mess. Someone had begun the install of power door locks and an alarm, there are power taps and loose wires all over the place.
I fear (because it already happened when we did the FD) that unless we yank the dash and fix all these issues, we'll just be chasing mystery gremlins from the beginning.

I also just discovered why there was this elaborate vacuum accumulator/solenoids setup in the engine bay...the climate control is all vacuum actuated.
Completely unacceptable.
The 240Z controls are cable actuated...kind of clunky but simple.
I'm wondering if that couldn't be retrofitted and if not, how hard it would be to put in electric actuators.
This would mean pulling the dash and at that point, why not just do the electrical and be done?

It would mean a few extra weeks before startup but I think it's worth doing.

We'll discuss it tomorrow.

dhennessey

iTrader: (1)

I'm new to this forum, but not new to forums.

This thread has been a joy to read and very informative as to the basic operations of the 7, and now the fairlady as well.

I've spent the better part of two weeks reading all of this in my spare time.

It's like a hit novel, can't wait to see what happens next.

P.S. very nice clock, and i know see where your name comes from.

clokker

iTrader: (2)

Thank you.
I like to think of myself as the Stephanie Meyer of the forum.

Despite oppressive heat ("At least there's no humidity!"), yesterday was quite productive and the engine bay has begun to take shape.
Bear in mind that this build began with a shambles, so neither Sigfrid nor I had much of an idea what an original bay was supposed to look like and being bull headed and arrogant, didn't really care.

Besides the electrical (which I'll get to shortly), the fuel system was responsible for most of the clutter and general haphazardness.
The original 240Z ran a cam-driven mechanical fuel pump (passenger side front of the engine...the provision is still on the 280's, just covered with a block off plate), so it made sense to locate the fuel filter up in that area as well.
As the series progressed and changed to injection, Datsun just modified the original setup and added more crap but objectively viewed, it now looks ridiculously Rube Goldberg-esque.

We had decided early on that this must change and so it has.
The fuel intake and filter are now sited lower on the firewall, just behind the starter:


We've eliminated the crazy complex fuel rails for a simple aftermarket setup:

Our injectors (all new) are not held down by the rail, they are clamped at the base and just have a hose at the top, so the rail is not structural, it just delivers fuel. Right now it's just floating, we may or may not need to make brackets for it.

We've opted not to swap to the cable drive, larger throat 240SX throttle body (mostly because it's almost certain we'll be swapping the engine soon), so the ugly stocker was cleaned up (some) and put back. The mechanical monkey motion throttle linkage was likewise refurbed and connected.
Many other little details were also attended to, but hardly warranted pics.

By end of day, she looked like this:


It's too bad the wiring harnesses were just draped on the motor in this shot because they make it look very messy, it's actually quite orderly and obviously, the wiring is going to change drastically.

It's nearly certain that the harness are going to be completely jettisoned for a completely custom loom. There are too many built in problems and stupid routing decisions to deal with.
Unless Sigfrid gets a wild hair that will have to wait till my return from vacay though.

In case anyone is curious, there is a reason the valve cover has not been "fixed up" yet.
Part of the reason is that so far it has been advantageous to just leave it in place and not have to baby it but it will have to come off for the valve adjustment sooner or later anyway.
The main thing is really that we haven't figured out yet what to do with it.
The cover will be a dominant visual component in the bay and we've wanted to get more stuff in place before deciding how to best deal with the visuals.
Care has been taken detailing the parts- some are silver, some are matte black, some are hammered- as we try to assemble a nicely balanced, OEM like compartment.
Essentially, we're building the setting and the valve cover will be the crown jewel.
I guess that normally one would start with the jewel and make the setting fit but we're doing it backwards.
Naturally.

In parting, another shot of my arms.
The last one was so well received that they now have their own Facebook page.

clokker

iTrader: (2)

Other than poring over wiring diagrams (silently mewling "No,no, nooooo!" the whole time), I've done little for the Z as I focus on FC trip prep.
All fluids have been checked and topped off as needed (none, really) and the brakes were bled (no air).
Tires were aired up and will be checked again right before leaving.

More noticeable and useful, I soldered the clock (which has recently decided to fritz out) and finally got off my *** and found the adaptor needed to connect the windshield antenna to the headunit.

Now I can listen to farm reports all through Nebraska and Iowa.
Folks at the reception better be prepared to discuss hog futures and corn production, cause I'll be primed.

I'm still intrigued and mystified by the dramatic decrease in fuel consumption.
I made a conscious effort this last tank to avoid highways, intentionally looking for worst case traffic and still got 19.5 mpg.
I'm wondering if this will also occur on extended highway driving...if so, I should average @28-30 mpg on the trip to Chicago.
We shall see.

Sunday or Monday she'll get her first wash in a while, followed by clay bar and wax.
Vacuum the interior, clean the glass and she's ready to roll.

I'll be very interested to see what Sigfrid does to the Z while I'm gone.
We had our talk about the wiring and he agreed it should be majorly overhauled now but I can hear him muttering "Get it running" under his breath.
I suspect that rather than concentrating on bodywork, he'll try to patch the harness and start the car.

Which is fine by me (and certainly within his rights)...I don't want to learn the system well enough to work on it but if he does, then go for it.

Fundamentally, Sigfrid and I differ in our approach to cars.
I fall in love with a particular car and then lavish attention on it, S. wants a car to do "X", "X" and "X" and if it doesn't, he gets another.
In the five years we've worked together I've owned one car (the FC), he's had six.

I've invested so much energy into this Z because I like it, Sigfrid likes what he thinks it might be but if it isn't, she'll be gone.
I expect and accept that an old car (the Z is almost 40, after all) will have flaws and limitations, S. does not.

Since we have zero seat time in this car, Sigfrid is still undecided whether he wants it or not.
That's why I'm pretty sure he'll try to get it running while I'm gone.

Which will be interesting.

DeaconBlue

iTrader: (31)

If you had a wide band O2, it would be telling to see if she has been running lean of late or not. Do you have a Rtek7 or does she still have the dead stock N350... ECU?

Have you done any harness modification (cut/splice) involving the air meter or any other engine control sensor?

They typically do not change the gasoline reformulations until after Sept 1st, but if it came early due to refinery or supply issue, that could also be a possible reason.

j9fd3s

iTrader: (3)

this actually might be better, as if he fixes the harness the car will at least run, and then he can register it, and then you can fix the wiring when you get back.

i'm in your camp, BTW, i kind of like the Z and i'm willing to accept that it might be clunky and slow (but looks cool, and might sound awesome), after all part of the fun part of having a different car is that it is different.

DeaconBlue

iTrader: (31)

BTW, is there a heat shield between the header and the intake/EFI setup? On a non-cross flow head application, a heat shield can be very helpful. If not, have you thought about header wrap? I used the DEI Titanium wrap on the CorkSport RX7 header;

Titanium Exhaust Wrap with LR Technology 010128 | Purchase DEI, CryO2, Ny-Trex, Boom Mat & SPA Turbo Products | Design Engineering, Inc. - Thermal Performance Products

clokker

iTrader: (2)

Bog standard, just as Mazda and God intended.

Have only opened the hood to check the oil. No work done whatsoever.

This has been going on- consistently- for several weeks.

That's possible but not the way I'd see it going.

The original timeline had us working in parallel, me on mechanical, Sigfrid on bodywork. This meshed pretty well, I gut the interior to wire it which clears all the jambs and rockers for paint prep/bedliner and we finish at about the same time (according to his estimate). Once bedlinered and wired, the interior can just stay bare.
The body gets dipped before winter sets in and we're driving a mostly complete car through the colder months.

If that changes and the bodywork/electrical is superceded...neither will happen before winter sets in and the whole project languishes for months.
Sure, the car will drive but there'll be no heat or stereo or any of the other (admittedly scant) amenities the Z can offer.

Another part of the old car deal is accepting it for what it is.
The Z may have been a cutting edge production car for its time but it's hopelessly clunky compared to a modern car.
We can spend money (a LOT of money) to modernize the suspension, but it will never outhandle the lowliest Miata.
We can spend money (a LOT of money!) on the engine, but it will never produce the power of a stock EVO.
And it just goes on...

Point being, the beauty of this Z (and to a certain extent, my FC) is that it delivers the illusion of speed in a iconically realized body at a dirt cheap price.
You want to play with EVOs then don't buy a 40 year old car and throw sacks of cash at it...just buy a ****** EVO.



Yes there is a metal heatshield that's supposed to be there.
We have it and can put it on if necessary.

DeaconBlue

iTrader: (31)

VERY well put and I could not agree with you more! I have always loved the S30 cars. But the archaic suspension and ultra light weigth steel metal uni-body will never let you put big time power to the ground - not without a 10-pt cage and "a stack of $50 bills about yay high". It is a timeless design and should be enjoyed for what it is. If you want a 400+ HP V8 beast, buy a Mustang, Camaro, Corvette or a FFR kit car.

That being said, I have to admit that this is one of my favorite modified S30

240Z V8 Conversion – Small block Ford

clokker

iTrader: (2)

Thanks for the link D.
That's one of the most informative Z build threads I've seen so far and of course...Webers!.
I had a pair of Jaguar 2" SUs on my 240 and then swapped in a triple Weber setup.
As desperately as I wanted to like them, it was just too much carb for the engine and I ended up swapping back.

Pre-trip prep on the FC continues as cleaning has commenced and a few fiddly bits are addressed.
There's is really nothing left to do mechanically, she'll either make it or not and there's little I can do about that.
Finally got he windows acceptably clean, used Stoners Invisible Glass, which worked beautifully. Highly recommended.

Carved a chunk of foam to fit on the armrest, which was too low and too hard for my coddled American elbow. Since I'll basically just be lounging around in the cabin for 13 hours or so I want all the contact points to be comfy. I've only driven a little with the pad in place (velcro) but I didn't notice it so it's working perfectly.

The stereo sounds like crap, which was expected but disappointing.
I may have a chance to rectify that at my friend's house in the UP (assuming it doesn't snow), we'll see how that goes.

The clock worked fine for a few days then reset itself again, so it's back on the bench for another faceoff with the soldering iron.
If that's my biggest problem, I'll be thrilled.

driftxsequence

iTrader: (8)

The idiot light is a PITA. I reflowed all of the points which took an hour or two. Clock works and everything, the only problem is the dimmer between bright or low comes and goes randomly.

clokker

iTrader: (2)

Today was the last day of Z work before I leave for vacation and most of it was spent getting the camper out of the garage and the car in.
Finally.

The new FPR arrived and we spent some time test fitting it and imagining the rest of the fuel line routing. I think we have a good plan and with a few fittings, it should be done.

We're now at a dangerous time in the bay layout because space is rapidly disappearing as we must account for components that we know are coming but are not yet in place.
I plan on substantially duplicating the wiring design I used on my 240Z and space must be allotted for that as well.
Hoses, wire bundles and vac tubes eat up a lot more cubic space than you'd imagine.

It'll look cool as hell though.

We also loosely hung the remaining bodypanels and got our first look at the front end sans bumper.
It's gonna be weird.
The bumper is very integral to the design of the bodypanels, remove it and there are odd indents/recesses left uncovered.

Sigfrid has fixated on the driprails over the doors...I approve of fixations on seemingly trivial details.
Mainly because one usually has to address lots of surrounding issues just to get to the stuff you really want to work on and anything S. wants to do to the bodywork is fine by me.

It turns out that I (we) were wrong about CO having no provision for non-op cars, it is possible and the paperwork has been submitted (so I'm told). That removes the financial penalty attached to not getting the car immediately registered, so our schedule won't be warped by external/irrelevant requirements.
I can't wait to see what (if any) progress occurs during my absence.

I now switch to final trip prep mode.
There's nothing left to do mechanically, she's as good as she's gonna get, so I'm just spiffing her up.
She got a bath so I could see how dirty she was, tomorrow is bath #2 and a claybar treatment.
Then wax/buffing and a final window clean and vacuuming.

Followed by a thousand miles of prime midwest American interstate.

DeaconBlue

iTrader: (31)

One last idea on the mystery increase in mileage. If it is in fact running slightly lean - could it be bad / cracked and leaking injector O-rings?

Good luck on the trip. The thousands of Mid-West bugs that will die from impacting the leading edges of the RX7 may make you cry by the time you reach your destination, considering all your clean up efforts.

clokker

iTrader: (2)

Bugs ain't no thang.
Not only will the car be freshly waxed (just drying from claybar now) but I spray the nose and mirror fronts with PAM before highway trips.
It's not magic, some bugs apparently impact at supersonic speeds, but the majority will wash right off.

Added plus...if you use the "butter flavored" type, in hot weather your car will smell vaguely like popcorn.

JerryLH3

iTrader: (11)

I haven't read the entire thread, so maybe I've missed it, but whatever happened with the hatch shock replacements?

cluosborne

He already finished the replacement and it went fine as far as restoring the ability to pop the hatch open on its own; I did the same hatch strut replacement too.

There are a few caveats: first, the covers that go over the fasteners at the interior side don't quite fit. Second, if you have a rear wiper, you will need to somehow transfer the power/connecting mechanisms from the old strut to the new one or come up with another solution.

clokker

iTrader: (2)

.
All very true.
The hatch will now break your jaw if you're not careful.
The little covers will mostly stay in place but fall off occasionally.
I had no wiper wiring to begin with so my install was totally custom anyway.

JerryLH3

iTrader: (11)

Ah, thank you both. I too have some aftermarket hatch struts and were curious if they would work well.

driftxsequence

iTrader: (8)

clokker its been a week. Did the car make it? Did it die? did you get sunburn? did you get eaten by a buffalo? We are dying to know!

clokker

iTrader: (2)

Made it home late last night.
Had a wonderful time, thanks for asking.

Will gather up the data and do a more accurate tally later but she went over three thousand miles in two weeks, a burnt turn signal bulb the only "mechanical" failure.
And the clock stopped working again.
Other than that, she was flawless.

Running at sea level with non-alcohol diluted fuel, she was actually kind of peppy.
Noticeably more responsive and powerful.
I'll miss that.

In terms of fuel consumption, the sweet spot for my car seems to be the 2800-3100 rpm range, which is an indicated 75-80 mph. That's the spot I'd find myself cruising if not paying attention and she'd happily stay there forever I think.
Windows down (no AC) or headlights up take a real toll on mileage.
The final leg through western Nebraska and down to Denver, I threw caution to the wind and cruised @ 90-95 mph, lights on and windows down...she got only 22 mpg.
Most of the rest of the trip she was getting 25-27 mpg (with an oddball- probably fluke- 29mpg for one leg).

I added @ 2.5 qts of oil and no coolant.
She's an old lady and of she wants to drink, I say let her.

I chased down and mitigated some interior creaks/rattles, so the cabin was a pretty comfy and bearable place to spend time. Not sure what car would be significantly better for a 15 hour solo stint on the road.

Must sleep.

88fc3sT2

iTrader: (1)

Nice to hear you made it back with no problems.

As for the Z, I don't know about you but I love the way the L-series motors sound. Especially with an ITB setup. If it were me, I'd do some minor work to the motor, get a ITB setup, a nice exhaust and leave it at that. A car like that doesn't need $3-4000 in modifications to the motor to be fun.

clokker

iTrader: (2)

I'm pretty sure that Sigfrid has already made up his mind about swapping the engine but who knows what will happen?
TBH, I'm not sure what would really satisfy S.
While in the UP last week I had the opportunity to drive my friends modded Stealth, which has to be pushing well over 400 rwhp.
I found it almost undriveable but thought Sigfrid would be bored in no time.
I suspect a Veyron would eventually be found wanting.

But who knows, we haven't had the Z running yet with all the new goodies and anything could happen.

I went through the trip log and began to parse the data.
I had planned a more detailed breakdown (maybe throw out the high/low results and average the middle or somehow weight the individual segments based on conditions and average speed) but realized that the simplest analysis was the most appropriate for the BECAUSE STREETCAR! ethos.

We traveled 3117 miles while consuming 126.25 gallons of gas for an average of 24.69 mpg.
The majority of highway miles were run between 70-80 mph, with exceptions on either side of that range.

Realistically, I'd guess my 250k+ tired NA motor is putting maybe 100-115 hp to the ground, yet I never once felt "underpowered" or slow...especially when I got to sealevel and found real gas.
She absolutely purred on the highway and was perfectly comfortable given the restrictions I'd imposed (mostly no AC and no power windows, either/both of which I would have appreciated).

This reinforces a particular fetish of mine.
It's very common for the first response to a build thread here to be "What is your horsepower goal?" , which I think is nonsense unless it's a drag car.
For every other use a much more pertinent question would be "How fast do you need to go?".

I passed more cars than passed me (by a large margin) and the majority of them had to have had two or more times the horsepower I did.
For all the good it was doing them.

Anyway, I had planned on a cute/clever photo record of the trip but that went to hell early on due to my technical ineptitude and changing priorities.
Instead, I have a few random, unexciting shots of the car parked in various driveways:


That's my sister's place in Downer's Grove, IL and here is my brother's home in Traverse City, MI...


I'm parked behind his new Ford Fusion, a really interesting car.
******* ninja silent it is, very disconcerting.
It's like a spaceship compared to the RX.

I'll finish with a shot of another of my clocks.
It was commissioned by my brother and his ex and was never entered in competition although it is by far the most technically advanced of all my efforts.
I believe it is unique in all the world, in fact.


(This is only temporarily hung as he sorts out his new house...)