JeffTT

Gio, has you guy tried running the engine with the O2 sensors disconnected ? see if there is an improvement..and going back to what I suggested earlier in this thread, get some new plugs fitted, not that expensive. Jeff

Rev counter is fed a signal from the cas unit as is the ecu to trigger the coil packs and injectors, would start at the connection for the cas unit first. Jeff

Wow was that 5 years ago ? time fly`s eh? Jeff

Anyone with a tool box knows this is true

Well a seal kit would get you going for now, with time to look for a new one, here is the link to a thread I did some years back, has pictures of strip etc. Jeff https://www.300zx.co.uk/forums/showthread.php?182918-Brake-tech-thread-Thursday-!&highlight=master+cylinder

Ah damn that sounds like an over heat from lack of water, the temp guage is a mare for this, I have said many times a water level indicator warning light would be so much better, and likely easy to set up, remind me is yours turbo or na? Jeff

Get a test done like this first >>

Be aware Trev, the term head gasket failure is often an incorrect description, head gaskets, especially on the 300zx do not fail on their own, there is always a cause. Just changing the gaskets will not effect a repair on its own. So the failure of the gaskets ability to seal in the water between the head and block is usually the result of one or both heads warping, ( alloy heads on a cast block ) this could of been due to water loss, failed water pump or pin holes in the head surface. So a full water system check is required to see where the original issue started out, and then the heads will need removing ( can be done in the car easier on non turbo ) and sent away for checking and skimming if the rest of the engine is ok. The block will need a through check and the tops of the pistons and the cylinder`s condition checked and even measured for wear, of course this strip will require you do a cambelt change, even if the existing belt looks ok. New belt pulley rollers, new water pump, new tensioner and by pass hoses, then on to ancillary belts. The cost of this job in parts os not insignificant, do not be tempted to just change the gaskets, not skim the heads and fit the old belt on, this will be a recipe for disaster. Good look and and use the search button on hear, plenty of info. Jeff This is the level of stripping required, this however is a non turbo engine which is significantly easier in the car, but turbo can also be done.

:clap:

Nah that is Banter, me and Si have know each other for a very long time . Jeff

Perfect this is the normal procedure on even brand new cars whilst been serviced at dealers.

Managed to spend 5 minutes thumbing through the magazine in the airport newsagent and the major off for me and why I did not feel the urge to buy was the very low grade paper the magazine is printed on, when paying a fiver for a magazine I would rather it not remind me of school blotting paper !

https://www.300zx.co.uk/forums/showthread.php?168050-Fusebox-corrossion-targa-drains-and-a-broken-neck&highlight=Fuse+box

Evening Gio, there is plenty going on there, and the figures are showing the ecu is trying stabilise things. The injector idle is high, the aav is high, the tps is high and the temp is low. If this is a warmed up engine then you have a faulty thermostat and the engine is running in cold mode, this potentially will cause low boost also. So first you need to address the running temp and confirm the temp when fully warmed up. Get the tps adjusted closue to 0.46v and at that mileage given the low price would replace the spark plugs for nice fresh ones. Jeff

So does that not make the 30 year Z32 build celebration last year ?? Jeff

Ah yes and the exact reason I stopped helping these people with information, journalistic license to edit out what they like even if it unbalances the article, we had numerous approaches in the day from Jap magazines for buying information etc. and write ups but rarely gave us any mention, one I did for Practical Classic many years ago was the only straight one without errors or mis-quotes. Jeff

Not sure why the edit ? mentioning Zcenter in the article was akin to recommending Genghis Khan as the new minister for transport !

Oh dear, this is such a minefield of opinion versus fact, now the variable valve timing system for that era of car and is very well details in the above link is designed when off to give a smooth idle ( which artificially reduces "torque" and increases "torque" back as the revs and engine load rise, basically again in that era of engine design and given the space restrictions the camshafts were relatively high lift for maximum power which is torque and not BHP remember. Also and this is essentially important to understand, not all variable valve systems are equal, do not be mixing up the vg30 variable valve system with Honda`s VVT Variable Valve Timing & Lift Electronic Control, with it`s quintessential engine power curve enhancer, two different concepts that often get mixed up due to generic description by motoring journalists. The trouble with high lift cams is the horrendous idle issue with over lapping valve timing, high vacuum and low air speed through the cylinders, anyone who has been close to a rally car on tick over will of witnesses how it is not unusual to have a 2k rpm or even higher tick over speed as the engine has race high lift cam and cannot run at low speed due to the aforementioned problem, american muscle cars often feature high lift cams and can be heard at tick over by the unstable idle and ignition sound. So what to do ? and back in the late eighties before the common use of variable inlet tracts ( butterfly operated to increase volumatic length) which all but cancel out the need for vvt. The vvt on the vg3.0 is to smooth out what is already there, not to add to it, it is more of a work around than a fix, the fix if you like came later when they were able to use increased processing power of the 16bit ecu to use stabilise the torque curve electronically,the power is not decreased in real life situations just dealt with a more modern approach. Have to say the short version of the article is very well written and nice one to Simon for that, do not agree with all of it but the point about UK cars been scrapped off years back when the prices were low made complete sense and does answer why there are so few original UK cars around.

Do you mean accessory or ignition on, if the later the engine sensors are all powered and with the coil packs will eat power... also interior lights can be hard on the battery especially if it is not 100% charged, even in accessory position many of the modules power up ready for the start, typically maybe 0.5 to 3.0 amps depending is just radio or cd player etc. with the interior lights and modules, with an 80 amp battery at say 75% charge then not as long as you would thing. Most modern cars have a 20 minute cut off for the radio if the engine is not running for just this reason. Jeff

A few things to consider, the steering rack solenoid works on 5 volts, and if you had it energised at motorway speeds it would be so light it would be dangerous. Jeff

Did you do a header trace? At least see where roughly it has come from....that said hoax mails are often bounced around various servers to hide themselves...as you will know.

The rev counter takes its signal from the cas unit which also is the trigger point for the coil packs / spark plugs if the engine is running ok without revs rising and falling then it can only be one of two things, an issue with the signal cable / connector on the back of the cluster or the rev counter itself, check all the connections are firmly plugged in on the back. Jeff

Ha ha that's funny, like telling a Muslim joke......whoops !

Richard I will have to disagree in part with you, the UK cars and import cars both have merits, the UK car is not superior, the import car is not superior. many, many UK cars were produced and I worked on with cloth manual seats and no cruise control ( mainly manuals) the leather series II with heated seats and alcantara trim are truly lush, automatic control on import ( hold and power ) is a feature, along with fold back mirrors the UK zed never got, like wise the UK cars all had manual and diff oil coolers that the import cars did not get ( although never seen a true reason for them) along with electrically adjustable rear dampers, all good standard fittings. The import cars though had front lower spot lights to aid the appalling headlights and front corner indicators, all nice and seemingly "extra" to UK trim, but hey the cars are basically the same, even though it took the insurance companies a long time to accept. Later cars are viewed poor man version in many ways, poor insulation, minus variable valve timing, poor carpets and boost gauge removed from the speedo cluster, however they added other parts like recaro seats, 99 spec bumpers, lights etc. so they now are sought after. Jeff