Unorthodox recommends breaking in the clutch for 300 to 1,000 miles, depending on the type of clutch disc you are running, but the more you break it in the better. And we are talking about 300 to 1,000 easy, stop-and-go miles, not highway ... no burnouts or clutch dumps either.
Second on the to-do list was to find a new set of wheels. We robbed a set of D5R Speed Star Wheels from my MR2 and equipped them with a brand-new set of Toyo T1-R gumballs. The successor to the high-performance T1-S tires, the T1-R has better cornering in both wet and dry conditions compared to the T1-S. Retaining a similar footprint to the T1-S, the T1-R runs two parallel shoulder blocks, increasing high-speed cornering stability and overall tread life.
We opted to run 225/45-18 up front and 255/40-18 in the rear to give the Nissan a nice staggered stance. The 4x4 look was attained via the stock ride height, which we will address in the near future.
Once everything was running in order, it was time to put some spring back in the 240's step. A complete tune-up was performed from the NGK spark plugs and wires to a new cap and rotor. The engine was filled with synthetic lube, and the ignition timing was set. Once tuned it was off to the dreaded smog station.
Trip #1: On our first trip to the smog station, our smog technician found the check engine light was not turning on when the key was turned to the "on" position. So we had to drive home and figure out the problem. Conveniently, the previous owner removed the bulb for the check engine light so it wouldn't stay illuminated. Our guess was that someone was trying to sell the vehicle and instead of fixing whatever the problem was that caused the check engine light to turn on, the owner decided to remove the bulb. Nice one.
With a new bulb in place we found a number of diagnostic codes being triggered. We decided to reset the computer with our trusty OBD-RX scanner and see which ones still triggered the light. The four codes ranged from a lean mixture to a misfire. The only code that reappeared was a faulty EVAP purge valve controller. After sourcing another used controller we had the unit installed and our problem was solved, we hoped.
Trip #2: We headed back to the smog station, which is 40 miles away, for our second try. The smog technician plugged in the smog machine's OBD-II communication harness and voil he now tells us the vehicle is not ready to perform a smog test. Although the ECU did not have any DTC (diagnostic trouble codes) its readiness codes needed to be completed before the smog machine would allow a smog test.
The readiness codes on the 240SX consists of: O2 heater, O2 sensor, catalytic, EVAP and EGR. Of the five readiness codes at least 50 percent of the codes have to be completed. So in our case three of the five readiness codes will have to be present before we can perform the test. Our smog technician told us to put some miles on the car and come back. He also mentioned by the time you drive home and back here the readiness codes should be completed. So we were on our way home again.
Trip #3: The very next day we went back to the smog station, thinking it had to be the last time. Again, the technician attached the OBD-II (damn 1996-up vehicles) and again told us the readiness codes weren't complete. I must admit by this time I wondered if God was punishing me. And again, the smog technician told me to put more miles on the car.
Thinking I had a faulty ECU, I borrowed a 1996 ECU from a buddy and decide to swap out mine for his. After adding about 200 miles on the car the readiness codes still weren't setting. About this time I really wondered: why me?
Not willing to give up I did some research and found out from a friend that 1996 and 1997 Nissans are notorious for resetting readiness codes and that Nissan posted a service bulletin for this problem. I found out the only way to reset the readiness codes is to perform a sequenced drive test that Nissan specifically set up to reset readiness codes. I took a trip to my local Nissan dealer and was able to get the drive test for my 240SX.
The drive test is no joke and there is no possible way of performing the drive test unless you are on the dyno. After about an hour on the dyno I was able to reset four of the five codes. Once the codes were reset it was back to the smog station.
Trip #4: On our fourth and final trip to the smog station I was victorious. The 240SX passed with flying colors. It felt like I just completed a marathon and I was about to pass out. I am sure the smog test will just be the first of many battles I will have with the 240SX. Hopefully I will be victorious each and every time.
We hope the shaky start for Project Silvia is not an indication of what's to come. I am sure as the days go by and the number of items to fix diminishes the reasons why I wanted to own this car will become clearer. But for now I am just satisfied the Nissan is registered and legal to drive.