Jump to content
SAU Community

Recommended Posts

The workshop that I had fit the replacement transfer case tested it by reversing the car so the back wheels were on the free rollers of the dyno, and seeing if the front wheels would pull it off the rollers.. it didn't.

Only reason I had a workshop do it was because the box is far too heavy for me to remove and refit lying on the floor of my shed, better someone else have that headache.

Hi all, good thread.

I have a similar problem with mine, after a decent engine rebuild its currently running around 450-500bhp, has a tendancy to step out at the top end of 2nd gear so I imagine it may time to get the transfer looked at going by the other posts.

But my other main problem is in the launching or kicking the clutch, instead of gripping it shudders violently, like trying to launch a fwd, would that come back to the transfer not gripping or faulty cv joints? ETS gauge doesn't go up very much at all so I don't know if it would be slipping, maybe a fauly attesa pump? let me know your thoughts

Hi all, good thread.

I have a similar problem with mine, after a decent engine rebuild its currently running around 450-500bhp, has a tendancy to step out at the top end of 2nd gear so I imagine it may time to get the transfer looked at going by the other posts.

But my other main problem is in the launching or kicking the clutch, instead of gripping it shudders violently, like trying to launch a fwd, would that come back to the transfer not gripping or faulty cv joints? ETS gauge doesn't go up very much at all so I don't know if it would be slipping, maybe a fauly attesa pump? let me know your thoughts

if your gauge doesn't move much then you should try bleeding the system first, if you need the procedure let us know. If there's air in the system it can be quite sluggish. You can also test the amount of pressure the pump is pushing by putting a pressure gauge inline between the line and the back of the box and following the bleeding procedure, should produce between 43 and 71psi.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • Not sure the US can import anything other than the C34 Stagea's, but if you can and you need to to tow, DO NOT under any circumstances get an M35 Stagea. If it is just as a family car and your country/state allows it, absolutely and definitely get an M35 (3.5L if possible as it is effectively a 350Z) over a C34.
    • Punch your VIN (nm35-xxxxxx) into Amayama.com You can see everything there quite easily.
    • Thanks for that, I'll check it all out. I can always do the brakes last anyway if its a problem.  The 16's are super cool, if they do fit I'll cruise around with them for a bit.  
    • Well, that's kinda the point. The calipers might interfere with the inside of the barrels 16" rims are only about 14" inside the barrels, which is ~350mm, and 334mm rotors only leave about 8mm outboard for the caliper before you get to 350, And.... that;s not gunna be enough. If the rims have a larger ID than that, you might sneak it in. I'd be putting a measuring stick inside the wheel and eyeballing the extra required for the caliper outboard of the rotor before committing to bolting it all on.
    • OK, so again it has been a bit of a break but it was around researching what had been done since I didn't have access to Neil's records and not everything is obvious without pulling stuff apart. Happily the guy who assembled the engine had kept reasonable records, so we now know the final spec is: Bottom end: Standard block and crank Ross 86.5mm forgies, 9:1 compression Spool forged rods Standard main bolts Oil pump Spool billet gears in standard housing Aeroflow extended and baffled sump Head Freshly rebuilt standard head with new 80lb valve springs Mild porting/port match Head oil feed restrictor VCT disabled Tighe 805C reground cams (255 duration, 8.93 lift)  Adjustable cam gears on inlet/exhaust Standard head bolts, gasket not confirmed but assumed MLS External 555cc Nismo injectors Z32 AFM Bosch 023 Intank fuel pump Garret 2871 (factory housings and manifold) Hypertune FFP plenum with standard throttle   Time to book in a trip to Unigroup
×
×
  • Create New...