black gold man

Yes but do you have sex dungeons? http://www.myfoxdetroit.com/dpp/news/local/sex-dungeon-at-one-of-bob-bashara-properties-question-mark-20120201-ms

Hooters Dream girl...... On now

Why dose running with the timing advanced beyond factory specification control the intake pop?

Where do I find a body?? DETROIT

Same as the rest of the car.

I hear the holes on front of drum will accept bolts helping to push the drum off. But i beat and pulled until mine came off. Get someone to pull while tapping it with brass hammer.

Antenae

Is your car auto trans.

Do it with 100 miles you probably have more gas than you think when your on e. When you think you have one gallon left drain the tank and see how many gallons you have.

If you haven't serviced the rear brakes and the rear wheels are locking up. Lock up is a sign of bad rear cylinder it dose not have to leak to be bad. They corrode inside and stick. If you don't have rear brakes adjusted right you will have pedal travel. Service rear brakes adjust by hand until tire spins one half rotation by hand. The auto adjust just don't work most the time. spray ends of e brake cables and exercise them.

Maybe here SU Carbs.com Dana Britton 445 N. Broadview Wichita, KS 67208 (316)258-2140 Maybe this will help. Dome Spring Rate Calculation Another method of fine-tuning your SU carbs, especially with a modified motor, is changing the dome spring for a stiffer or softer spring, or a combination of both. Think along the lines of a progressive suspension spring. A softer spring will let the SU piston lift fast, providing more airflow at lower RPM. A stiffer spring will resist the upward movement of the piston, providing a degree of fuel enrichment for acceleration. A combination of the two would allow for more airflow at the low end while providing more careful fuel metering at higher RPMs. Your goal is to find the dome spring that will allow the piston to reach maximum lift only at peak horsepower. This is just another variable along the path of perfecting your SU setup. And you thought SUs were simple... I have calculated the approximate spring rate for my dome springs. These measurements are based on a dome spring from a set of 38mm flat-top Hitachi-SUs. You may download the Excel spreadsheet if you wish to enter your own information. Spring Rate for 38mm Flat-Top Springs Number of coils 28.500 Coil diameter 0.938 Wire O.D. 0.035 Free length (in inches) 4.000 lbs/in= 0.096 Rating a dome spring by pounds per inch seems a little hokey. British dome springs are rated in ounces, so multiply your result by 16 to get a comparable number. 0.096 x 16 = ~1.5 oz/in. Typical British dome spring rates: This information was gained from MiniMania. Yellow, 8oz part number AUC1167 Red, 4.5oz part number AUC4387 Blue, 2.5oz part number AUC4587 As you can see, the calculated rate for my dome springs is pretty low. I have a set of new Z dome springs (#16346-12210 @ $8 ea.), and they are identical to my 38mm springs. See the Dome Spring Experiment page to find out what's up with that. http://www.jetlink.net/~okayfine/su/sutech.html http://www.google.com/#hl=en&q=make+piston+springs+for+my+SUs+carbaraoters&gs_sm=s&gs_upl=91911l122011l1l124155l26l22l0l13l0l0l100l665l5.2l9l0&um=1&psj=1&ie=UTF-8&sa=N&tab=vw&psj=1&bav=on.2,or.r_gc.r_pw.,cf.osb&fp=bb554c7314cf5cee&biw=1024&bih=659

Look in the glove box. I think you might to take the gb door off and light if i remember. Fold or collapse glove box in on itself and remove. Look in there you will see a tube from dash to aspirator fan. Remove tube spray the fan with some electronic cleaner and just a little pb blaster. I did this to my 83 and hear the squeal no more.

To get a good mpg test fill the car till pump stops by itself. Drive 200 miles. Fill up again till pump stops by itself. Divide Miles and gallons. Do this test ten times and take the average. Then you will have true MPG.

I have a BD seal kit waiting for the car to be painted. Would it be possible to get a sample of each of the seals you include in your kit 78 z to compare to BD. Would like to see side by side comparison. Maybe 2 inches of each seal with part# or label. I could send this on to anybody that would like to see the sample or back to you. BGM

If it is clean not rusty and not running 1000.00 Running clean no rust 3 to 6 grand

I think what you want is called bumper filler. Not available new. Most are damaged when removed spot welded on.

I did a post on the movie on http://www.zcar.com/car_talk_forum/movie_car_893850.msg2677918.html#msg2677918 It shows the making of the movie and they listed one of the movie cars on Craigslist and had one stored in Detroit for the preview. I think they destroyed four z cars. The first video you posted was used in the CL ad. BGM <iframe width="560" height="315" src="http://www.youtube.com/embed/zkinJg0nYho" frameborder="0" allowfullscreen></iframe>

16 Datsun 240Z. Arnold Chatz / Geoff Mortimer - finished 6th <iframe width="420" height="315" src="http://www.youtube.com/embed/9WWAMiiB6-E" frameborder="0" allowfullscreen></iframe> 16th Nine Hour Endurance Race at Kyalami, 3rd November 1973. Filmed on 8mm cine (silent). Cars to watch out for: 1 - Porsche 903/3. Reinhold Jost / Herbert Muller - finished 1st 2 - Lola T282 Ford. Jean-Louis Lafosse / Reine Wissel 3 - Porsche Carrera RSR. Martin Birrane / Guy Tunmer - finished 10th 4 - BMW 3.0 CSL. Hans-Joachim Stuck / Jackie Ickx - finished 7th 5 - Gulf Mirage Ford. Derek Bell / James Hunt (rare sports car appearance!) - finished 2nd 6 - Gulf Mirage Ford. Mike Hailwood / Hugh de Fierland 9 - Chevron B26 Ford. Ian Scheckter / John Watson - finished 5th 12 - Pantera Ford. Mario Casoni / Gero - finished 8th 16 - Datsun 240Z. Arnold Chatz / Geoff Mortimer - finished 6th 27 - Ford Capri. Alain Lavoipierre / Brian Cook 28 - BMW 2002 TI. Coenraad Spamer / Carlheinz Peters 29 - Alfa Romeo GTV. Len Booysen / John Gibb About 4 minutes into the clip, watch for a great battle for the lead, over several consecutive laps, between Jost / Muller and Scheckter / Watson. This great battle sadly ends when the Chevron runs into mechanical trouble (you can just see a puff of smoke), and the Porsche eventually goes on to win.

YOUR RIGHT

The Nissan L series of automobile engines ranged from 1.3 L to 2.8 L in both straight-4 and straight-6 configurations and were produced from 1967 through 1986. This was the engine of the Datsun 240Z sports car as well as the Datsun 510 and the first Nissan Maxima. These engines are known for their reliability, durability, and parts interchangeability. It is a 2-valve-per-cylinder SOHC non-crossflow engine, with an iron block and an aluminium head. The four-cylinder L series engines were replaced with the Z series and later the CA series, while the six-cylinder L series engines were replaced with the VG series and RB series. The design is often incorrectly attributed to Mercedes-Benz. In 1966 Prince Motor Company merged with Nissan. At the time of the merger, Prince was licensed to produce copies of the four- and six-cylinder engines. Prince Motor Company later refined the design such that it no longer needed licensing. The engine still resembles a Mercedes in many ways, particularly the valve train. Contents [hide] 1 Straight-4 1.1 L13 1.2 L14 1.3 L16 1.4 L16S 1.5 L16T 1.6 L16P 1.7 L18 1.8 L18S 1.9 L18T 1.10 L18P 1.11 L20B 1.12 L22 1.13 LZ (competition) 1.14 LD20/LD20T 2 Straight-6 2.1 L20/L20A 2.2 L20ET 2.3 L20P 2.4 L23 2.5 L24 2.6 L24E 2.7 L26 2.8 L28 2.9 L28E 2.10 L28ET 2.11 LD28 2.12 L2.9 ~ 3.2 3 See also 4 References 5 External links [edit] Straight-4 [edit] L13 The L13 appeared in 1967, but was not available in the United States. It produces 77 hp (57 kW). The L13 was essentially a de-stroked L16. Applications: Nissan Bluebird (510) [edit] L14 The L14 was destined for non-U.S.A. markets like South America, Europe, and Africa. Applications: Nissan Bluebird (510) A10 Stanza/Violet (UK) Nissan Sunny Excellent (PB210) GR-1 concept (1975) [edit] L16 The L16 was a 1,595 cc engine produced from 1967 through 1973 for the Datsun 510. It produces 96 hp (72 kW) through 1971 then 92 hp (69 kW). The L16 replaced the Prince G-16. Applications: Nissan Bluebird (510) Nissan 160B sedan Datsun 521 pick-up (1970–1972) Datsun 620 pick-up (1972–1974) Datsun Stanza (A10) (Australian and United Kingdom markets) (1973–1981) When this engine was installed in a 1972 Canadian 510 sedan model with gearbox (manual transmission), 2 sets of points were installed in the distributor and this second set of points was in circuit only in 3rd gear to obtain a different dwell angle. A similar arrangement exists in the US-spec 510/610 cars and 521/620 pickup trucks for the years 1970-73 [edit] L16S The L16S was an engine that was used in the 910 bluebird Sedan. This engine was equipped with an electronically controlled carburetor. Applications: Nissan Bluebird (910) [edit] L16T The L16T was basically the same as the L16 but had twin SU carbs, flat top pistons (same as ones used in 240Z) and a slightly different head. It produces 109 hp (81 kW). Applications: Nissan Bluebird (510) - At least in European version, where it was known as Datsun 1600SSS (P(L)510), 68-72. Note the L in PL was for left hand drive models. [edit] L16P The L16P is the LPG version of the L16. Applications: Nissan Bluebird (510) Nissan Violet (710) [edit] L18 Cutaway of an L18 engine The L18 was a 1770 cc engine produced from 1972 through 1976. It produces 105 hp (78 kW)@5000 RPM. The L18 replaced the Prince G-18 in 1975. Applications: Nissan Bluebird/Datsun 1600 SSS (510) Datsun 610(1973) Datsun 180B Datsun 620 truck (1975) Datsun 710(1974) Datsun 720 Datsun 810 Nissan Silvia SOHC with Injection Bosch from 1979 to 1981 [edit] L18S The L18S was an engine that was used in the 910 bluebird Sedan Applications: 910 Nissan Bluebird [edit] L18T The L18T was basically the same as the L18 but had twin SU carbs, a high lift cam, 2 mm bigger inlet valves and 1 mm bigger exhaust valves. It was fitted to 610 Bluebird 180B SSS, 910-U Bluebird 1.8GL "Hardtop" coupé for the UK market. It produces 110 hp (82 kW). Also Bluebird SSS Hardtop Coupe for General LH Market. ( Chassis 910 ) [edit] L18P The L18P is the LPG version of the L18 engine. Applications: Datsun Bluebird 810 Datsun Bluebird 710 [edit] L20B The L20B was a 1,952 cc (85.0 x 86.0 mm) engine produced from 1975 through 1985. It produces 97 hp (72 kW) in 1977-78 form with 102 lb·ft (138 N·m) of torque as installed in the 200SX. [1] The L20B engine utilized larger-diameter (60 mm) main bearings than its earlier L-series 4-cylinder predecessors. The engine used a carburetor but switched to fuel injection (and round instead of square exhaust ports) in some non-USA markets in 1977. Carburetors were used in all trucks until the L20B was replaced with the Nissan Z engine series. There were six versions of the L20B in the US- U60,U67,U95 used in cars, and U60,U67,B98,04W, and 05W used in trucks. In the US, carburetors were used on all gasoline pick-ups until fuel injection became available as an option in the 1985 720ST, and injection became standard equipment with the introduction of the 1987.5 D21 Hardbody pickups. To avoid confusion with the six-cylinder L20, Nissan called this engine the L20B and redesignated their six-cylinder engine L20A. Applications: Datsun 610 Datsun 710 Datsun 200B Datsun 620 (1976–1979, 110 hp) Datsun 200SX Datsun 510 Datsun 720 (1980) [edit] L22 This engine was used in all US-spec. gasoline-powered pick-ups in 1981, 1982 and early 1983, utilizing a Z22 crankshaft and larger-bore block and cross-flow head, giving approximately 2.2L of displacement. This version of the engine produces more low-rpm power than the smaller 4-cylinder L Series, but suffers from compromised high-rpm power due to the smaller valves/lower valve lifts required in the cross-flow NAPS-Z (Nissan Air Pollution System) cylinder head. [edit] LZ (competition) The "LZ" twin cam head was designed to give a power boost to the Datsun L series engine for competition purposes. The best way to increase output was to improve its breathing. The solution chosen was 4 valves per cylinder operated by two camshafts in a cam box. Combustion chamber valve angles were kept quite shallow to minimise gas flow interference from "twin in-cylinder vortices". The shallow angle 4-valve system, gives greatly improved cylinder fill through high valve lifts that can be used with large valve overlap periods. This system was later used by Suzuki on their GSX 1100R engines to great effect. There are two different LZ cylinder heads. The early head is the same thickness as a normal L series head. The engine using the first head was referred to as the L14 twin cam. There was no mention of Z in the title. This L14 twin cam head engine has flat exit side exhaust ports, the early 12 bolt rocker cover and the coolant discharge on the inlet side of the head. All early twin cam engines appear to have the 14 bolt rocker cover (6 for the cover and 8 for the bolt-in plug holders). Later engines use the full flat cover with six bolts to secure it. The LZ engine was built purely for Datsun/Nissan competition use. Engine size can vary between 1400 cc (LZ14) in the PB110 "1200", 1600 cc in the PB210, 1800 CC in the 710 2.0 litres in the PA10 Stanza, to 2.2 liter in the 910 bluebird rally cars. The naturally aspirated LZ engines used 45 mm or 50 mm Solex carburettors depending on capacity. The LZ engine found its way into many categories, from "Datsun Works" rally cars, Formula Pacific, Group 4 (racing), Group 5 (racing) and Group C. In some Japanese racing classes the LZ engine is fitted with low compression pistons and a "T05B" turbocharger. These engines are electronically fuel injected. A very successful example of the LZ turbo was in the famous Japanese "White Lightning" Silvia and "Tomica" R30 Skyline, both driven by Hoshino in the mid 1980's. The LZ turbo engine was also used in the 1986 Nissan March 85G Le Mans car. The LZ turbo engine was tuned to produce 570 PS at 7,600 rpm and 539 Nm at 6,400 rpm. The original LZ20B turbo engine used in the 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced 500 PS at 8,000 rpm. The LZ14 engine for the Formula Pacific race cars produces 205 PS at 10,200 rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce 240 PS at 11,000 rpm. The LZ14 is naturally aspirated and has a 66 mm stroke and 87.8 mm bore (1,598 cc). The LZ engine uses a standard L series engine block to mount the DOHC cylinder head. Usually the bottom end is dry sumped using a Tsubakimoto dry sump pump. The crankshaft used is a Nismo chrome moly "8 bolt flywheel" type. Connecting rods are various length, Cosworth style, to suit the engine stroke. The rod caps have aircraft grade rod bolts and are dowelled. Pistons are thin ring forged units. The head was available for purchase from Nissan (Nismo) and was sanctioned by the FIA. The LZ14 (1,598 cc) was used during the 1973 Japanese GP, taking the top three positions. In open wheeler "Formula Pacific" racing the LZ14 engine dominated competition in most events it was entered in. It received multiple top rankings in some events. [edit] LD20/LD20T There is also a diesel version of the 4-cylinder L-series, used in amongst others the Bluebird 910 and the Vanette. (but strangely enough was not in the 720 pickup, which had the SD22/25 when diesel powered, while the gas version most often has the L-series engine. However, in case of a conversion of a gas powered 720 to diesel, it will be much easier to use a LD20 because it fits on the original gearbox and engine mounts.) The N/A version produced 65 hp @4600 rpm and 12,5 kgm @2400 rpm, later 67 hp/13 kgm. The turbo version has 79 hp@4400 rpm and 17 kgm @2400 rpm. The LD engine must not be confused with the Nissan SD engine which is a totally different engine. LD20-I 1,952 cc diesel engine pre-combustion chamber 65 PS (47.8 kW; 64.1 bhp) at 4,600 rpm 12.5 kg·m (123 N·m; 90 lb·ft) at 2,400 rpm Models: Vanette (C120) Largo (GC120) LD20-II 67 PS (49.3 kW; 66.1 bhp) at 4,600 rpm 13.0 kg·m (127 N·m; 94 lb·ft) at 2,400 rpm Models: Bluebird (910 & U11) Vanette (C22) Largo (GC22) LD20T 79 PS (58.1 kW; 77.9 bhp) at 4,400 rpm 17.0 kg·m (167 N·m; 123 lb·ft) at 2,400 rpm Models: Largo (GC120 & GC22) Homy / Caravan (E23 & E24) [edit] Straight-6 [edit] L20/L20A Nissan L20 engine The L20 is a SOHC 12-valve engine produced from 1967. A 78.0 mm bore and 67.9 mm stroke meant a displacement of 1,998 cc. Later, this engine became the L20A to avoid confusion with the four-cylinder L20B introduced in 1975. The L20 was used in the Nissan Skyline 2000 GT and Nissan Cedric 130, producing 109 hp (81 kW) for the 2000 GT and 123 hp (92 kW) for the Cedric. The L20A was used in HLC210 (Nissan Laurel/Datsun 200L, 75-77), G610 Bluebird U 2000 GT and GTX, 230/330 Series Cedrics, and HIJC31 (Laurel, 81-85). It produces 115 hp (86 kW). [edit] L20ET L20ET engine in an C210 and R30 Skyline The L20ET is a turbo engine developed by the Nissan Motor Company. It is a 12-valve, 6-cylinder, fuel-injected engine with a single chain driven cam, turbo (non intercooled), and a non crossflow head. It produces 144 hp (107 kW). It was released in the early 1980s and fitted to the Skyline, Laurel, Leopard, Gloria, and Fairlady Z lines of automobiles. This engine was the first engine out of Japan to ever receive a turbo. [edit] L20P The L20P is the LPG version of the L20 engine. Applications: Nissan Cedric (330, 430 and Y30) Nissan Gloria (330, 430 and Y30) [edit] L23 The L23 was a 2,262 cc (2.3 L; 138.0 cu in) engine produced in 1968. It produces 123 hp (92 kW). This engine was produced in limited numbers and is therefore rare. The L23 was replaced by the L24 the following year. Bore and stroke were 83 mm and 67.9 mm, respectively. Applications: 1968 Nissan Cedric [edit] L24 Nissan L24 engine The L24 was a 2,393 cc (2.4 L; 146.0 cu in) engine produced from 1970 through 1984. It produces 130 PS (96 kW) and the version with twin side draught SU carbs produces 150 PS (110 kW). Bore is 83.0 mm and stroke is 73.7 mm. A single carburettor version of the same engine was also standard in the Laurel sedan (240L) for the Middle eastern markets, in the years 1982-1984. While the last generation Cedric to use this engine in Japan was the 230-series (1971–1975), Yue Loong of Taiwan installed it in 430-series Cedrics at least as late as 1984.[2] Applications: Nissan Fairlady Z (Datsun 240Z)--150 hp Nissan Cedric--130 hp Nissan Skyline C110 & C210 Nissan Laurel [edit] L24E Electronic fuel injection was added for the L24E, produced from 1977 through 1986. It produced 138 hp (103 kW) and 132 lb-ft torque (180 Nm).[citation needed] This engine was used in the Nissan Laurel C32. Applications: Datsun 810 Nissan Maxima (1981–1984) Nissan Laurel Nissan Skyline R30 [edit] L26 The L26 is the larger 2,565 cc (2.6 L; 156.5 cu in). Bore is 83.0 mm and stroke is 79 mm. It was produced from 1973 through 1978. It produces 140–162 PS (103–119 kW). In 1975, the L26 replaced the Prince G-20. Applications: Nissan Fairlady 260Z Nissan Cedric (230 Series) Nissan Cedric (330 Series) Nissan Laurel [edit] L28 The L28 is a 2,753 cc (2.8 L; 168.0 cu in) 12-valve engine. Bore is 86.0 mm and stroke is 79 mm. Applications: Nissan Cedric 330 Nissan Gloria 330 Nissan Laurel C130 and C230 Nissan Civilian W40 and W41 Nissan Patrol 160 and 260 [edit] L28E The L28E is the enlarged 2,753 cc (2.8 L; 168.0 cu in) engine produced from 1975 to 1984 with dish-top pistons and a resulting compression ratio of 8.3:1. For model year 1981 through model year 1983, the L28E received flat-top pistons and a high quench head, raising the compression ratio to 8.8:1, and thus increasing the power rating from 135 PS (99 kW) (1975–1980) to 145 PS (107 kW) (1981–1983). Applications: Dome Zero Nissan/Datsun 280Z (170 PS (125 kW)) Nissan 280ZX (170 PS (125 kW)) Nissan Patrol 160 Nissan Leopard Nissan AD-2 [edit] L28ET The L28E was turbocharged in December 1980 to produce the L28ET for the 280ZX Turbo. The L28ET was produced through June 1983. The early versions had adjustable mechanical rockers though these were phased out after September 1982 in favor of hydraulic rockers. The L28ET produces 180 bhp (134 kW) at 5600 RPM and 203 lb·ft (275 N·m) at 2800 RPM.[3] The L28ET used a single Garrett AiResearch TB03 internally wastegated turbocharger and no intercooler. Boost was limited to 6.8 psi. Other modest changes were made to the turbo model, with static compression reduced to 7.4:1, and automatic transmission models were given a higher-volume oil pump. The most significant change aside from the turbocharger itself was the introduction of a new engine control systems, Nissan's Electronic Concentrated Control System (ECCS). Applications: Nissan 280ZX Turbo [edit] LD28 The LD28 is the diesel-version of the L28 engine. Robust 7-main bearing block design, like all L-series six-cylinder engines. LD28 2,792 cc pre-combustion chamber 91 PS (66.9 kW; 89.8 bhp) at 4,600 RPM 17.3 kg·m (170 N·m; 125 lb·ft) at 2,400 RPM Applications: Nissan Gloria 430 and Y30 Nissan Cedric 430 and Y30 Nissan Laurel C31 and C32 Nissan Skyline C210 and R30 Datsun 810 G910 Datsun Maxima G910 rare International Scout option[citation needed] LD28T (turbocharged) There was no factory turbocharged LD28 engine, but there is a closely related RD28T engine. Applications: Nissan Patrol (Y60 & Y61 Safari export version) [edit] L2.9 ~ 3.2 When fitting an L28 with an LD28 crankshaft with standard bored cylinders it increases the engine displacement from 2.8 L (2753 cc) to about 2900 cc. It was never actually produced by Nissan, but it is a very easy and common modification to the L28 done by many Skyline and Z car enthusiasts. The most popular modification is the 3 mm overbored (89 mm) L3.1 liter (3096 cc); some add a turbo or two, but the more common setup is the triple Solex or Weber carburators. The only downside is that LD28 cranks are expensive- used units are scarce, but new units are available from the factory. Fully counterweighted 83 mm stroke and even 85 mm stroke cranks can be bought from aftermarket companies such as Crower. Without increasing bore size, fitting an L28 with the longer stroke LD28 crank will only result in 2.9L. In Japan and other parts of the world the popular "poormans mod" was the 3 mm~ overbore using the 89 mm ~ 90 mm Honda FT-500 / XL-500 motorcycle pistons along with the L14 rods. The real poorman would use the much cheaper/heavier 89 mm FJ20 or even KA24 engine pistons. All of these were cast pistons and had low endurance and would often fail when subjected to high compression and advanced ignition timing compared to custom forged pistons. [edit] See also List of Nissan engines

http://datsunzgarage.com/heads/

Cylinder head temp sensor. " you must have one in the water neck like on 78z. " block? i mean head. can this chts cause me problems? yes many. You have zx engine or head and 77 wiring so it is in the water neck. You dont need the one on the side. Read up on your car get 77 and 80 FSM.

chts It's a sensor between #5.6 spark on later zx cars. You must a have zx head and if you are running you must have one in the water neck like on 78z.

TKS 33 SA 695, in common with the other works cars was used on home events during 1971 and finally put out to grass at the end of that year. 696, chassis H530-00026, which was John Bloxhamís RAC car, went on to win the ë71 Welsh with Tony Fall at the wheel before being sold to Withers of Winsford. Edgar Herrmannís RAG car, 694, H530-00024 was sold to Rob Grant and Martin Birrane who converted it into a racer and campaigned it mainly in European Group Three races. 694 was taken down to South Africa for a major international at Kyalami and was written off. The team needed a new car and acquired 695, the ex-Aaltonen car, from the works. 695 was mildly modified and taken over to Portugal where, with backing from Cona Coffee, it took part in a couple of races. It was here apparently that Rob was puzzled as to why people kept sniggering at 695. Then the Clerk of the course suggested they should cover up the sponsorís name and explained the unfortunate meaning of "Cona" in Portuguese! http://zhome.com/History/TheInsideStory.htm