geezer

This one would have to be seen in person. Would be a real gamble otherwise.

How long do you think the owner would give you to remove all that. Is the auction just for the parts and not the property?

PS - Technical service bulletins are not nessessarily issued to all delivery destinations. Not every change is dealt across the board worldwide.

Dave - Maybe, someone with a 10' foot pole will have the answer. I know the procedure used during the build. If a vehicle calls for a particular part it is installed. If a vehicle does not call for it, it may still be installed simply because in this case, that particular sub frame is on deck because of a shortage of sub assembled bracketless ones. In the case of sway bars you will find many cars with only the brackets. There will be a start up date for the introduction of rear sway bars that could be pinpointed. A TSB would have been issued.

I agree Dave. You can not regulate an optimal air/fuel mixture in this manner. A complete system is needed. Sure, it will benefit a car running full out for a quarter mile if correctly jetted. Also modern fuel injected, electronic controled vehicles, but not a street driven, carbed car based on 60's technology.

Hi all, THE WAY I SEE IT - History correctly portrayed would have to be laid out in this manner, but I would not call it a "family" but simply a production run, which can be defined differently depending on the export market involved. "Family" is a term used here primarily to desciibe all vehicles from the same manufacturer, but when addressing the planet it may not apply in that context. Depending on the export market involved, different stategies and nessessities arise. Compliance with government regulation, scheduled design changes,testing and customer feedback, production shortages, alternate suppliers, time restraints and the need to use existing stock, all contribute to the decisions made, either from boardroom mandates or the reality of the moment on the shop floor. The logistics must have been staggering. Trying to satisfy the appetite of the US market, which was the priority. (I would like to know if other countries other than the US had people lined up but unable to get a 1970.) Gaining a foothold in the US was the NO.1 objective. They had a thumb on the pulse of the planet and a clear winner of a product. They met the challenge, rapidly expanding and evolving. The production numbers tell the story. I guess, "WHEN IN ROME-DO AS THE ROMANS DO" would apply here, but would still need a common term.

That's exactly what happened. I just removed the front valance panel assembly from my 10/70. The drivers side looks identical to the one pictured. I can clearly see the stress cracking of paint on the backside. The passenger side is undamaged. Also, there was a front spoiler mounted. I think a cone got caught up in between the tire and corner valance at one time.

26th-Z - I suspect this subject will be debated and researched for as long as these cars exist. We will never fully know the causes and circumstances of the production of these cars. When the first ones rolled out the door in 1969, I had just begun a new job as a Production Scheduler for Chrysler Corporation. I can tell you first hand about the many, many inconsistancies that occur before, during and after a model change. The Japanese were no different, in fact, they modeled themselves after ever other successful manufacturer. It still happens today, to a much lesser extent and is properly documented. The documentation from Japan in 1969? This is a very interesting topic, with a lot of opinions and less fact.

Dogma - I only stated the build date which can be pinpointed almost to the day, by comparing the VIN with several 09/70-10/70 cars that have survived to this day. Along with sold/titled date in 1970, it only updates the data of Carl's "Production Changes article. I have collected and restored Mopars for more than 40 years and always loved the early Z's and bought this one on impulse. I had the same mindset as Arne and simply wanted an early Z for the same reasons. I could care less if it's a series 1,2,3,4 or whatever. I only refer to it as a series 1 because that seemed to be the general consensus. Thanks for the tip on restoring the heat grids on the B/Glass. I've got a few that need to be done.

Dogma - I only stated the build date which can be pinpointed almost to the day, by comparing the VIN with several 09/70-10/70 cars that have survived to this day. Along with sold/titled date in 1970, it only updates the data of Carl's "Production Changes article. I have collected and restored Mopars for more than 40 years and always loved the early Z's and bought this one on impulse. I had the same mindset as Arne and simply wanted an early Z for the same reasons. I could care less if it's a series 1,2,3,4 or whatever. I only refer to it as a series 1 because that seemed to be the general consensus. Thanks for the tip on restoring the heat grids on the B/Glass. I've got a few that need to be done.

Without a schematic diagram on hand I can tell you this. If the relay clicks, that means the control side of the relay is working. All that is needed then, is a good ground connection and power feed to the starter. First, check for voltage at the starter. If sufficient voltage is present and the connection is good, check your grounds. If this checks out OK, the issue is with the starter. The worn ignition switch was probably a separate problem. Good luck.

Greetings all. I know this is not the proper forum to introduce myself. I have been visiting this most excellent site for a few years, finally joining a few months ago. I've been absorbing a vast amount of your collective knowledge and experience, which is greatly appreciated. I have just begun the restoration of a Series 1. It is HLS30 011730, with a build date of 10/70. This car was sold/titled in 1970. Just an update to the link Carl provided (Production Changes). I hope to keep in touch as the project progresses. Ron