dazzed

WHOAAH!! THATS PRETTY IMPRESSIVE FIGURE FOR A L26

and lots of bad corroded electrical harness connectors

i think this part of the car is a flexible joint, if you use something that sets rock hard you may find it will crack through to the paint work further on, a light weight flexible body filler should be ok , wurth have a good one

Hey Gordon, If its fouling plugs to the point of causing an engine miss, there is something lurking in there you maybe overlooking, if its running rich you need to know how rich in air/fuel mixture ratio it is , it may not even be the carbs, when was the last time the needles and seats were repaced?

your not wrong there, nicest aussie made pipes i found were genie they are mandrel bent ,but the primaries are too short, the hm header pipes have a longer primary and secondry but the pipe diameter is too small and require a lot of finishing off work and are not really designed for hi power L28 engines without a lot of work first

only problem is that if you want a 2 or 3 bolt flange plate you will have to grind off the coating and weld which if not recoated will rust, slip joints i find do just that slip or leak even with a clamp, certainly a lot cheaper, takes 10 days to send them off for coating and sent back here anyway, makes you wonder how they can produce them so cheap , lots of them probably

listing a 64,0000 question guess show on a forum wont teach you how to diagnose a miss in a engine, if you are a mechanic i suggest you go through the normal procedure, just dont forget what you have checked

hey Mossy, just flick one of the seals out and pack the bearing with grease, you dont even need to put it back ,as a long as the bearing has the same or 2 more ball bearings in it and the dimensions are the same . cheers Daniel

72 to 74 240 as per part number i actually need one of those so if u need to depart of P.M me cheers

good to hear that you are painting it a colour coordinated match unlike those who leave it black, which looks totally crap, or too lasy to paint it , they look great matched

Hey kobes , i rang up a well known auto store last week to purchase a brake master cylinder for a 1970 240z , they tell me it is no longer available, and that later 240 and 260 are different, i thought bit odd, so i checked a later one against the 1970 model one and sure enough they are different, i still havnt obtained one yet, would you mind checking up on that for me , thanks ,Dazzed

which ignition light do you mean, i didnt know 240 or 260z had a light ,i know the 260 has a charge light is that what you mean?

i have fitted a crane coil but eliminated the module on the dissy

rest before your life passes you by dont you mean Demetri or as long as the ear plugs remain in. Congratulations Pete .

Pete Mac has fitted plenty of these with supersonic results in his engines

I have a very large selection of different sizes, ph. 98082590

one of the hub caps came off my car whilst travelling along ferntree gully rd in wheelers hill it actually went passed me after it came off and i saw it go into long grass on the centre divider, but the traffic was heavy so i kept going and decided i would go back the next day, and i did only to find a council tractor with a huge slasher cutting the grass and allready had cut where the hub cap landed, and no sign of it so imagine it became chewed up big time, i only need 1 cheers Daniel.

that still didnt define what u meant by captive , does it mean that u have a loose spring on full droop ??

No i didnt, the camshaft alone was enough to cause the engine to be inefficient down low, as it wasnt designed to make power at idle, let alone reducing the mass of weight of the flywheel which generates momentum , a revision in the ignition system was needed and each cylinder was finely tuned untill the chatter in the gearbox was eliminated, only 1 cylinder needs to be either richer or leaner than another to cause a pressure difference that upsets the whole firing ballance or a stalling effect , i have triple solexes and can idle effortlessly for hours without missng a beat at 700 rpm, oh i forgot to mention the 10,000 rpm gear miss that totally destroyed a so called indestructable daiken clutch, you need some very fine tuning to accomodate the chrome moly wheel but its worth it,

I use exactly the one in the pic for memory its only about 8 pounds, is light tho, and does effect your idle, a high comp motor simply wants to shut down every time a compression stroke takes place, and i only run a 74 cam, at idle the motor is wanting to stop and run backwards which also creates a chattering noise in the gearbox unless you hold your foot on the clutch , oh be carefull because the engine will rev faster and higher over reving and destoying clutches is high

oh apologies i take that back , and for the record mobil 98 and when im feeling rich Elf 102 or if someone else buys it for me.

is this what your mechanic told you, somewhere someone has been missinformed, the course is compulsory, for a LVT not a panel beater, i think someone has exagerated things a bit, A LVT has to carry these checks out allready nothing has changed, if a car has a huge rust hole in the floor the inspector will fail it , when it has been repaired and the vehicle presented for the check again you will have to submit evidence / proof of the manner in which the repair was carried out, bog fencing wire whatever, its not all that bad, its good, Its to stop Joe bog going home and filling up the rust hole with bog and coming back and saying a new section was welded in ,so we ask to prove it, its good news for people with older cars, more work for LVT

150 main and 200 air you will find for a 2.4 may run quite rich and flat spot i would be steering towards 120 main and 180 air to start with, unlike webers each increment on jet sizes make a huge difference on mikunis

whilst your car is at the panel beaters you will have to take photos of any rust repairs undertaken before during and after of the sections repaired to prove the way in which the repairs were carried out, the more photos the better chance you have , if a LVT has any doubt about the repairs they have the right to mark it of as a structural defect