AndrewG

How cool would that be mounted on a garage wall above the Zed.

I must find out how long it took from leaving the factory to shipping from Japan to UK to get a better understanding of those timings. This a LHD NA being loaded for export. Take a look in the background. 314.

Excellent - onwards and upwards! Details added to my UK specs registry. Built in June '90 the car was registered a year later in June '91 - quite a gap.

It goes out on the Discovery Channel: https://www.discoveryuk.com/series/wheeler-dealers/ and in the UK is bundled with: https://www.discoveryuk.com/channels/

One Fairlady down and one to go: https://www.motortrend.com/news/1969-datsun-roadster-gets-love-wheeler-dealers-season-premiere/

Welcome to the "Hotel California" Alex - great to see you back onboard! Look forward to reading your very own Journal on the car.

No.

This is the location of the Power Steering Rack Pressure Control Flow Valve Solenoid (49810-33P01) and its sub harness. Have you got the FSM diagnostics pages to check that the soleniod is working in the first instance?

A rather nice interview with Steve Millen and the sister "75" car running at the Montery Laguna Seca Raceway.

You could also have a go at rebuilding it: http://www.twinturbo.net/nissan/300zx/forums/main/view/1125087/How-to-Rebuild-Your-300zx-Power-Steering-Pump.html BTW TT's with electric HICAS (later models circa '95/96) use the same PS pump (single chamber) as the NA's. The pulleys are also different with TT's with hydraulic HICAS using 4-channel pulley/belt whilst the NA's and later TT's with later E. HICAS have a 3-channel pulley/belt.

I would hope so. Apparently the car was offered to an owner of one of the other 6 IMSA cars for $700K. Let's see how strong the market is.

OEM welding info here: BRM 69-76.pdf

The first public sale of a 1989 Nissan 300ZX Turbo IMSA GTO car. Built by Cunningham Racing the "76" car developed over 700HP and 600 torques and (together with the "75" car) dominated the IMSA GTO and GTS categories between '90 to 95'. https://stratas.auction/auction/1989-nissan-300zx-turbo-imsa-gto-29

Nice suprise at the end of this Hot Cars article just publised. https://www.hotcars.com/japanese-sports-cars-are-faster-new-corvette/

Getting closer...

Disconnecting the battery will clear the ECU malfuntion codes. From the FSM:

It went for a price that despite its "early dated looks" people thought it was worth. At the end of the day that's all that matters.

Sold For $45,500. Onwards and upwards.

Look at the pin spacings. The the pin arrowed should go to A, but from the marks on the plastic is going into position B with no connection.

Looks to be the case:

"Drop in" injectors are standard early style 370cc and 555cc (Nismo) pintle injectors. Later pintleless injectors ie 615cc and 740cc require adapater kits and new electrical connectors as the style changed. 740cc injectors are the usual replacement option. JWT make the lowest profile C clamps which make it easier to remove/replace injectors once the upper manifold is in place. If you go larger flow rates than stock 370cc you will need to change the stock ECU EPROM to another with revised fuel mapping tables. SpecialityZ are a good source of "off the shelf" EPROMs https://www.specialtyz.com/300zx/jwt-injector-adapter-kit.html https://www.specialtyz.com/300zx/fueling-ecu/sz-ecu-chips.html

https://bringatrailer.com/listing/1991-nissan-300zx-twin-turbo-30/

If your readings are good then No. 2 is still out of range at 23Ω and No. 4 is gone.

Welcome to the Club Luke. Can you post a photo(s) of what you have done to the mirror connection(s) please?

Have you checked for surface corrosion on the connectors (both plug and injector sides). It makes for a very good insulator and will give o/c and or high resistance. The colour of the corrosion surface can be a metal colour (grey) and difficult to spot sometimes. Clean with very fine needle file and recheck resistance.