Jump to content

Car guy in Virginia

  • Posts

  • Joined

  • Last visited

Recent Profile Visitors

475 profile views

Car guy in Virginia's Achievements

250+ Points

250+ Points (1/7)

  • Collaborator

Recent Badges



  1. Still seeking this OEM Nissan part (in the title and as shown in post #1). 16860-33M17 VCM air filter assy Appreciate any/all leads. Tried all the recommendations above (no success).
  2. Update for those following this and for those this may help in the future. I contacted every coil spring company recommended above, including all the suspension companies listed under the recommended vintagepartsource web site. (Very useful web site. Thanks again for that.) One company - out of the 24 contacted - indicated they could get the coil springs made. The company was great, taking time to answer every question I had - and promptly, each time. I shipped the original OEM coil for calibration/measurement, and the new coils (and my original OEM coil) arrived (back) the very week when promised. Two to three other companies were prompt in responding and helpful also, but could not produce the coils (nor did they have any). The remainder of the companies - the other 20 - did not respond or did not follow-through. The only thing I'm waiting on at this moment is the calibration data. I hope to post pics of the coils here. Thank you to everyone who assisted.
  3. Thanks Bill. Their website reflects well on their business model. The type of company to do business with. I reached out to them (they're closed now). So, we'll see how things go.
  4. Thanks Glenn. Already spoke with them directly. They have specs for the Nissan's rear springs only, and are experiencing several issues causing lead times to be in the months.
  5. Seeking recommendations for businesses that can manufacture new coil springs, and, preferably, that already have the specs. Need is for front coil springs for restored 33-year old Nissan. Where do fellow AACA members have their coil springs manufactured, when the springs are discontinued and not locatable? And, what have been your experiences and lessons learned.
  6. Hmmm. Lots of folks looked, but no one had replied, so figured there was no interest. Thanks for asking. Ben, It is complex. First, there is no trans problem. This is normal power train-drive train behavior on this car. Indeed, as counterintuitive as it may seem, the input shaft does briefly speed up - just before being abruptly halted, since the car is stopped for the shift. It is a real-time race condition playing out inside the different computers. Multiple events are playing out in parallel, very fast. Both the ECU and TCM are separately and independently seeing and acting upon similar and different asynchronous signals, some of which are high-frequency reporters. The ECU sees the TRS and knows he has to increase RPM for the impending shift change and load on the engine, but the TCM sees the TRS and knows the trans is stopped. Meanwhile, the ECU is seeing and processing - and converting - the crank signal. But, the TCM does not see this directly. It gets a converted (PWM) signal from the ECU, after the fact. Kinda like seeing the sun as it looked seconds ago. Meanwhile, the TCM is seeing the high-frequency-reporting (input shaft) pulse gen signal, which the ECU does not see. And, the TCM sees this directly. So, the TCM knows what is happening to the input shaft, slightly before the ECU's (delayed) converted crank signal (for the torque converter) arrives. Meanwhile, the TCM has activated the valve body's solenoids seeing its version of the TRS signals, and the hydraulics are unfolding within the trans. And, importantly, shifts into D and 2 and L take longer than shifts into R, because there is a pressure build-up for the kickdown servo's activation for these. This trans and TCM take a two-step sequence to entering D and 2 and L when stopped, which is part of what is called creep. But, there are actually two creep states. (I have another post on that - if anyone wants to help on that.) Anyway, the trans and TCM take a one-step sequence for R, where there also is creep, but not with different creep states (unlike the forward gear shifted positions). Thus, there is slightly more time for the inversion to play out shifting into D and 2 and L, than R. So, the ECU commands more fuel for the shift load for D - there is minimal load in P (no clutches nor brakes are applied), thereby increasing the TC's speed causing the impeller to drive the turbine faster driving the input shaft faster mere moments before and while the trans is taking action to stop the input shaft's rotation - which it does, since the car is at a stop for the shift. And, after commanding the VB's shift solenoids, the TCM grabs its input shaft pulse gen status (which it had to convert) and then grabs the delayed arriving ECU's converted crank signal - where the engine speed already has changed, and then the TCM places these values into the OBD-II protocol message and sends them to the scanner, which does as he's told: displays the un-aligned engine and input shaft speeds. Thus, there is no actual inversion. It is an illusion, explained by the real-time computers, trying - as best they can - to keep up with the real-time rapidly-unfolding events … which are not waiting on the computers to keep pace/catch up. P.S. There's actually more to this - with some fascinating corollaries, when they get thought through, including the layout of the gear shift lever positions (P/R/N/D/2/L) and the inverse situation shifting from D to P … and 2 to P … and L to P … and R to P. By the way, I am finishing writing my second book on these cars. The first is already in the AACA Library and Research Center, thanks to Matt Hocker.
  7. Would you please see this post? https://forums.aaca.org/topic/342910-at-input-shaft-rpms-higher-than-engines-rpms-why/
  8. Any transmission specialists on the forum? Why does the TC housing/impeller and Engine speed (and turbine and input shaft) on these cars briefly gain speed when transitioning from gear-uncoupled in P (transmission in neutral) to gear-coupled in D - when at a stop? The turbine/input shaft on these trannies are turning in P, and halted once in D (due to the car being at a stop). So, the rotating turbine/input shaft are transitioning from clutch-/gear-uncoupled (no gears nor clutches engaged, no loading on the turbine/input shaft) in P … to clutch-/gear-coupled in D (D's rear clutch gets engaged connecting to the forward sun gear, but there is no power transfer possible since the turbine gets back-stalled due to the car being at a stop). O'scope clearly shows the input shaft briefly speeding up (for 16-40 ms or so) during the end of the shift from P to D, and immediately before the input shaft is stalled/halted. And, the manufacturer's scanner shows the same. And, this happens in P to D …. and P to 2 …. and P to L. And, the engine speed also appears to be briefly speeding up in each, at the same time. What is causing the energy gain? What is causing the turbine/input shaft to briefly speed up before they stop?
  • Create New...