Stutopia

If I were you, I'd get the SGS struts on there and never worry about the boot decapitating you again. The few pence for rubber washers and the penny trick shouldn't break the budget and you'll have fixed both issues for less than £60 (that's as cheap as fixes get on the Zed). You can always remove some weight using this guide - http://www.350z-uk.com/topic/71353-how-to-wiper-removal-delete/ The boot weight/damper is a fair chunk of weight and the wiper arm and motor might shave a part of a KG.

The pop and the fall are different problems. When you open it, the struts aren't doing anything to assist the pop, the angle is all wrong for them to lift the boot open at that point. If it's coming down on the back of your head once fully open, go for some new struts, they stopped it for me nearly 3 years ago and it hasn't happened once since. To fix the problem with it not popping open enough, search for the penny trick on here but suggest using rubber washers not pennies, as they are more friendly to the paintwork. You can buy new poppers (which I've done in the past) but they only cured it for a matter of months on my Zed.

I think it's been taken over by the Ashley Madison crowd, but there you don't have an affair with someone you used to fancy at school, it's just a random

Definitely "did"

What is it you're looking for? There were tons of posts on the other thread, offering a bulk of opinions one way and a number of others another way. If you are expecting a "definitive" answer on this thread, any different to the views expressed on the other one, get set for disappointment.

The only thing I've ever read on this topic has been the section in the workshop manual, engine control, pages 25-27 - it's pretty dry reading mind SYSTEM DESCRIPTION The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the ECM memory. The program value is pre-set by engine operating conditions. These conditions are determined by input signals (for engine speed and intake air) from both the crankshaft position sensor and the mass air flow sensor. VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION In addition, the amount of fuel injected is compensated to improve engine performance under various operating conditions as listed below. <Fuel increase> ● During warm-up ● When starting the engine ● During acceleration ● Hot-engine operation ● When selector lever is changed from N to D (A/T models) ● High-load, high-speed operation <Fuel decrease> ● During deceleration ● During high engine speed operation 
 Revision: 2004 November EC-25 2004 350Z ENGINE CONTROL SYSTEM MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL) The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control. The three way catalyst 1 can then better reduce CO, HC and NOx emissions. This system uses heated oxy- gen sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about heated oxygen sensor 1, refer to EC-198 . This maintains the mixture ratio within the range of stoichiometric (ideal air-fuel mixture). This stage is referred to as the closed loop control condition.
Heated oxygen sensor 2 is located downstream of the three-way catalyst 1. Even if the switching characteristics of heated oxygen sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated oxygen sensor 2. Open Loop Control The open loop system condition refers to when the ECM detects any of the following conditions. Feedback control stops in order to maintain stabilized fuel combustion. ● Deceleration and acceleration ● High-load, high-speed operation ● Malfunction of heated oxygen sensor 1 or its circuit ● Insufficient activation of heated oxygen sensor 1 at low engine coolant temperature ● High engine coolant temperature ● During warm-up ● After shifting from N to D (A/T models) ● When starting the engine 
 MIXTURE RATIO SELF-LEARNING CONTROL The mixture ratio feedback control system monitors the mixture ratio signal transmitted from heated oxygen sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., injector clogging) directly affect mixture ratio. 
Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is then computed in terms of “injection pulse duration” to automatically compensate for the difference between the two ratios.
“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim includes short term fuel trim and long term fuel trim. 
“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from heated oxygen sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in fuel volume if it is lean. 
“Long term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences, wear over time and changes in the usage environment. 
 Revision: 2004 November EC-26 2004 350Z FUEL INJECTION TIMING Two types of systems are used. Sequential Multiport Fuel Injection System Fuel is injected into each cylinder during each engine cycle according to the firing order. This system is used when the engine is running. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all six cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM.
The six injectors will then receive the signals two times for each engine cycle.
This system is used when the engine is being started and/or if the fail-safe system (CPU) is operating. FUEL SHUT-OFF Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds. Electronic Ignition (EI) System SYSTEM DESCRIPTION The ignition timing is controlled by the ECM to maintain the best air- fuel ratio for every running condition of the engine. The ignition tim- ing data is stored in the ECM. This data forms the map shown.
The ECM receives information such as the injection pulse width and camshaft position sensor signal. Computing this information, ignition signals are transmitted to the power transistor. e.g., N: 1,800 rpm, Tp: 1.50 msec
 A °BTDC
 During the following conditions, the ignition timing is revised by the ECM according to the other data stored in the ECM. ● At starting 
 ● During warm-up 
 ● At idle ● At low battery voltage ● During acceleration The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not operate under normal driving conditions. If engine knocking occurs, the knock sensor monitors the condition. The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition. 
 Revision: 2004 November EC-27 2004 350Z EC

Not read him in EVO but it's like someone sitting down with you and a pint and telling you how they went from old TG and onto new TG and the success that came with that. It's a lot about the process of planning it, generating and rejecting ideas, scripting (yes it is scripted) and making the show. It's light on specific anecdotes (so far) and don't expect any revelations.

You've just reminded me to go and buy that, ta! It's an interesting, not brilliant, read so far (about 60%). I don't begrudge the £7. The constant jizzing over JC is a bit sycophantic, but worth a look.

You only need to read "And On That Bombshell: Inside The Madness And Genius Of Top Gear" to know that they had issues filming Top Gear DC (During Clarkson). Given CH and SS are both reasonable drivers, I imagined CE would spend most of his time doing bits to camera and road testing Bentleys in a Quentin Wilson style on Top Gear PC (Post Clarkson) not being flung around on track. I must admit, I am very curious to see what they've come up with. It could be anything from brilliant to awful, but I doubt it'll be something in between. Whatever happens, Jezzer's disciples will hate it more than 'things that are PC gone mad' but watch it every week, so it's got that going for it

Stunning!

Wow - what a car. GLWTS.

Under the snow!

Blackpool this morning.

Moved

along Nice Zed

Some places are funny about window suckers for GP mounts. Have fun

Good old social media to the rescue. Nice result.

It's not even about the relative risk of being on track or your driving ability attitude, third parties, or relative likelihood of encountering fluid spills. The question is simply, "I'm thinking of gambling my car value of X to win insurance cost of Y at Z number of trackdays, should I?". If your car value is £1,000 and insurance is £50 and you're doing 10 days a year, probably not. If it's £10,000 and you're doing 3, who the hell stakes £10,000 to win £100??? That's the world's crapest bet, whatever the odds

[quote name='mattross1313' timestamp='1452810133' post='1574241'] [quote name='SuperStu' timestamp='1452625676' post='1573330'] Payments flying, not long now to get onboard the Calendar bandwagon [/quote] Hey Stu, Buster is on holiday for a while yet, not sure if there is a deadline for this? If yes I can pay then we can square up on his return (assuming he still wants one ) [/quote] Thanks for the info mate, noted

Can't say I'm particularly keen on grooves n holes but options seem to be limited without these. So you may have a point. Do the DS2500 pads take a lot of warming up to work ? They're not perfect from stone cold, but don't take spirited driving to get them warm. Spot on on my urban commute and equally at home on B roads. They don't mind creating a bit of dust.

Well worth it, you'll spend more than that in fuel!

"I could talk industrialisation and men's fashion all day, but alas, work must intrude." RIP Hans. Christmas won't ever be the same again.

Didn't win, can't believe it. What are the chances...

This should generate some traffic The HEL ones, I believe until recently only had banjos whereas the Goodridge ones had OEM connectors. However, I think HEL have changed that now. There's been a couple of failed HEL threads in the last year I think on here but it's hard to say if any of that was down to installation or inferior product. If I was buying again, I'd stump up for the Goodridge or Hosetechnik, having read a number of different views. Certainly, if you don't have trouble finding that bit of extra cash, spend a few quid extra. All IMO, I have no dynos to prove anything

Pop some food colouring in the lance tank? If this stains your paint, trim, rubber, lance, fingers, driveway, I accept no responsibility whatsoever