- 589
- United States
Still tuning the carbs. Runs much better now, but I still have to adjust the floats - there's a bit of hesitations when the idle jets pass the torch over to the main circuits.
My Datsun Fairlady Z (Rebuilding a Japanese Classic)
- Thread starter TheCrazySwede
- 156 comments
- 20,975 views
- 589
- United States
Here's the new exhaust - custom made by Abarth for my particular engine. The original inlet was too small, so I had them beef up the size a little bit!
I wanted the exhaust tips to be vertically stacked to pay respects to the original Fairlady Z - The infamous 432
I wanted the exhaust tips to be vertically stacked to pay respects to the original Fairlady Z - The infamous 432
- 589
- United States
Out with the Italian Webers and in with the new Japanese Racing Carburetors 
My current 'JDM' inspired exhaust system, before installing the Abarth muffler.
A couple of videos:
Htting 8,000RPM
Light revving with the JDM Exhaust (Sorry, phone mic couldn't handle the fury!)
My current 'JDM' inspired exhaust system, before installing the Abarth muffler.
A couple of videos:
Htting 8,000RPM
Light revving with the JDM Exhaust (Sorry, phone mic couldn't handle the fury!)
- 589
- United States
Having some slight issues with fitment! Gonna have to cut the exhaust pipe a little and move it back so the Abarth can fit.
- 589
- United States
Been a while since I made an update! The 'Samurai' Z is well tuned now - after almost every millimeter of hair was pulled from my head trying to figure out how to tune three Japanese carburetors - but she's finally running well! Here's a quick video of how she rolls
I'll take a better one soon.
I'll take a better one soon.
- 589
- United States
Exhaust by Abarth
- 589
- United States
- 589
- United States
- 589
- United States
Painted Valve Cover and custom "Z" Oil Cap
- 589
- United States
That looks awesome. So clean!!
I love the throttle return spring and mount.
Thanks man!
The location and the stiffness of the throttle return spring is still under consideration. Stiffer spring = stiffer pedal and faster retention. I'm gonna be replacing the PCV breather out of the valve cover, too, but I haven't gotten around to it.
This project started almost 4 years ago...it's really satisfying to see it all come together, but also intimidating to think about how much is left to do!
- 1,035
- United States
- LM7325
I am glad to see you bringing an S30 back to glory. I owned a 1978 280Z years ago that I had to let go.
If my back will ever get healed I am going to start a project car thread myself. I currently have a '93 Mustang LX hatch and some big ideas. Not my first choice of car, but I see potential.
If my back will ever get healed I am going to start a project car thread myself. I currently have a '93 Mustang LX hatch and some big ideas. Not my first choice of car, but I see potential.
GTP_Ingram
Premium
- 1,916
- London
- GTP_Ingram
- NowtDaft
That noise is absolutely amazing. Did you do the crackle finish for the valve cover yourself?
- 589
- United States
Get on it dude! It's never too late to start a project. What's your plan for the 'stang?
Thanks bud! I'm still tuning the timing/carbs a bit, but once she's running perfectly (I'm a bit of a perfectionist) I'm gonna hook up the Go-Pro and do a proper recording.
The trick of the paint is to get the wrinkle paint and spray it in one direction - let it dry - then paint it again in a different direction. Gives it that nice wrinkle and rough finish. I bought that new oil cap, though
- 3,211
- Brisbane
- Punknoodle_Nick
God damn. Awesome work.
- 589
- United States
- 589
- United States
Cold starts sure don't sound bad in the mornings
- 589
- United States
- 589
- United States
- 589
- United States
How I'm spending my New Year's
- 589
- United States
She still has a long way to go!
Next up is electrical stuff. I'm redoing every piece of wiring in this car, along with the lighting. Time for another overhaul!
- 589
- United States
The Samurai's electrical overhaul is nearing completion! Every wire in the car, from front to back, has been redone, replaced or discarded. The car runs on what is needed. No heater, no fan controls, no radio, no antenna switch - not even the fuel light was spared. The car runs on only what's needed, nothing more and nothing less.
The car offers a very intense driving experience. The original motor would struggle to lump it's way above 5,000rpm, but this new motor walks over it like it's nothing - all the way past the 8,000rpm mark where my tachometer ends. I guess I need a new tach!
The drivetrain is having a hard time keeping up at higher RPM. Tranny grinds above 7,000rpm if you shift it and the rear end definitely needs some attention. For the time being, the car gets driven with about 50-60% throttle at most before I can get the rest of the car to catch up! My hood is even having trouble closing now and it's because the whole hood got torqued from the engine! Definitely a different animal in there.
Here's a little preview of how she sounds. If you think that's pretty quick, remember that's only about 60% throttle (I don't want my rear-end to fall off on me!) This shoebox of a car would fly once it's ready to be pushed at WOT.
The car offers a very intense driving experience. The original motor would struggle to lump it's way above 5,000rpm, but this new motor walks over it like it's nothing - all the way past the 8,000rpm mark where my tachometer ends. I guess I need a new tach!
The drivetrain is having a hard time keeping up at higher RPM. Tranny grinds above 7,000rpm if you shift it and the rear end definitely needs some attention. For the time being, the car gets driven with about 50-60% throttle at most before I can get the rest of the car to catch up! My hood is even having trouble closing now and it's because the whole hood got torqued from the engine! Definitely a different animal in there.
Here's a little preview of how she sounds. If you think that's pretty quick, remember that's only about 60% throttle (I don't want my rear-end to fall off on me!) This shoebox of a car would fly once it's ready to be pushed at WOT.
- 589
- United States
She's still alive and well!
A more detailed update coming soon
A more detailed update coming soon
- 589
- United States
Alright, here's the scoop.
The whole wiring process was a success! Got a big box full of stuff that I stripped out and it feels good to shave off the excess weight!
Also got new headlights installed with their own separate wiring to future proof the chassis harness. They're nice and bright!
As some of you may have noticed, I am no longer using Weber carburetors. In fact, I'm not using the other popular choices either - Solex and Mikuni. I am instead using OER Racing carburetors, formerly known as SK Racing. These bad boys were designed specifically for these Japanese motors and felt like the perfect choice for my 'All Japanese' motor. The problem with this sort of rare assembly is the lack of support for them here in the States.
In California, we have a carb shop known as Pierce Manifolds. They possess one of two Weber test benches and make up for pretty much all the Weber work done on this side of the pond. They tune over 95% of the cars that attend the famous Rolex Monterey Motorsports Reunion (over 520 of the 550 cars in attendance this year had their carburetors set up by them) and yet they don't have the parts or the support for the carbs I own. Because of this, I had to experiment a little.
(My visit to Pierce Manifolds)
The jetting for these OER Racing carbs is different than that of Webers and Mikuni's - but some things are the same. In my experimenting, I learned that I can modify idle seats to use Weber pilot jets. I can also use Mikuni air correctors. But I do, however, have to use OER main jets. This hinders the tuning process because of how expensive it can cost to order bespoke jets from across the ocean. Almost as expensive as the race gas I have to use...
There's also the problem with how precise everything has to be. This motor is built to operate on the razor's edge. This means the settings need to be exact for it to run properly. This requires lots of different tuning setups and lots and lots of hours and experimenting. These things are by no means cheap!
As of right now, my pilots are running a tad rich, so I am looking to migrate from a 70F8 to a set of 62.5's. The mains and air correctors need to change drastically, falling from the 220/160 setup to a 160/170 - 135/140 setup. All these new jets are currently en route from Japan, so I'm excited to see how they do!
I'll keep you guys updated on when they arrive. Cheers!
The whole wiring process was a success! Got a big box full of stuff that I stripped out and it feels good to shave off the excess weight!
Also got new headlights installed with their own separate wiring to future proof the chassis harness. They're nice and bright!
As some of you may have noticed, I am no longer using Weber carburetors. In fact, I'm not using the other popular choices either - Solex and Mikuni. I am instead using OER Racing carburetors, formerly known as SK Racing. These bad boys were designed specifically for these Japanese motors and felt like the perfect choice for my 'All Japanese' motor. The problem with this sort of rare assembly is the lack of support for them here in the States.
In California, we have a carb shop known as Pierce Manifolds. They possess one of two Weber test benches and make up for pretty much all the Weber work done on this side of the pond. They tune over 95% of the cars that attend the famous Rolex Monterey Motorsports Reunion (over 520 of the 550 cars in attendance this year had their carburetors set up by them) and yet they don't have the parts or the support for the carbs I own. Because of this, I had to experiment a little.
(My visit to Pierce Manifolds)
The jetting for these OER Racing carbs is different than that of Webers and Mikuni's - but some things are the same. In my experimenting, I learned that I can modify idle seats to use Weber pilot jets. I can also use Mikuni air correctors. But I do, however, have to use OER main jets. This hinders the tuning process because of how expensive it can cost to order bespoke jets from across the ocean. Almost as expensive as the race gas I have to use...
There's also the problem with how precise everything has to be. This motor is built to operate on the razor's edge. This means the settings need to be exact for it to run properly. This requires lots of different tuning setups and lots and lots of hours and experimenting. These things are by no means cheap!
As of right now, my pilots are running a tad rich, so I am looking to migrate from a 70F8 to a set of 62.5's. The mains and air correctors need to change drastically, falling from the 220/160 setup to a 160/170 - 135/140 setup. All these new jets are currently en route from Japan, so I'm excited to see how they do!
I'll keep you guys updated on when they arrive. Cheers!
Last edited:
- 1,166
- Zagreb,Croatia
From what I've heard, OER is a combination of everything (Solex/Mikuni, Weber, Dellorto) but it's hard to find any info besides Japanese that You probably know more of. Best of luck, I love to see OER anywhere from the moment I found about them. My favorite carbs after FCR!
