Carl Beck

Yes - it sound like that is at least a starting point. With the Key at 12 O'clock - the #1 piston should be at TDC.

Hi Jeff: With all that said - why don't you? You are test driving a lot of nice cars, so money can't be the stopping factor. What keeps you from buying? I know why I don't - its just a personal opinion - but I think its ugly. On top of that its overpriced. Just as a personal benchmark for my personal tasts - the Solstice mentioned above comes much closer to my idea of beauty and value.. but still not quite close enough. If they would build the Coupe they designed, chop 300lbs off because of the roadster body - and drop the price of the turbo model to $23,995.00 I'd be in there buying... What would Nissan have to do - to make you a buyer? regards, Carl B.

As I've said before - I do the best I can. Perhaps instead of cursing the darkness, you'll light a candle and publish the information and their sources that you have. The numbers I used were from memory - Nissan USA reported 922 Authorized Datsun Dealers in 1970. Oops.. I was off by 18. It is not so much a matter of the USA/Canada markets being big, as it is a matter of historical fact that Japan very specifically wished to export automobiles to America. Could have been because it was the largest market, could have been because it was the most open. What ever the reason, the fact is it was America into which Japan Inc. wished to sell their exports, and for which they were willing to build what Americans wanted to buy. Really unlike the auto manufacturers in GB and Europe that seemed to think we should appreciate their offerings for what they were, rather than attempting to make them as more of us would have wanted. Really? Wow.. I wonder how Richard Feast missed that.. You'll have to give me your source for that data, and I will include it in my references. According to Richard Feast's "Datsun's foothold in Britain", AUTOSPORT July 29, 1971.... for example: Less than 2000 Datsuns were sold in GB in 1970. The original franchise was handled by the Layford Group, but was eventually sold. Datsun UK Ltd. was FORMED at the end of 1970. I suppose that is one reason that the UK received only a couple 240-Z's in 1970. By the end of 1971 they were moving into their new facilities at Esplanade House in Worthing. Datsun UK Ltd. employed about 40 people. Between the end of 1970 and the report by Feast in mid 71 Datsun UK had "signed up" about 120 garages willing to sell Datsuns. He didn't break out the number of Nissan Authorized Dealers, actually open for business in 1970. He did report that Nissan said they sold less than 2000 units there in 1970. Feast writes: - Quote - "The method of introducing Datsuns to the British market was through dealer conventions. Local garage owners, professional people, potential customers and press were invited to a centre to hear about and sample the product. The result is some 120 garages selling Datsuns, some tempted from previously well established dealerships." - end quote - Of course we all know that articles in Automotive Magazines are often wrong. Nonetheless from memory it seems to agree with other sources I've run across. So I'll accept your answer to my Question - that GB is one country to have over 10 Dealers in 1970. With farther research I'm sure we can identify at least 10 Dealers in Australia as well - but so far we have only a list of Authorized Distributors there for 1970... some of which were still listed as Prince Distributors. It was a Nissan issued document, I'll see if I can find it again. Nonetheless it wasn't so much that the American market was BIG - so much as it is the fact that it is THE market that Nissan decided to compete in - in a big way first. Well I'm glad to see that you finally accept the fact that Nissan Motors Ltd. was willing and able to design and build the cars their Customers in America wanted to buy. Big comfortable cars with lots of power! ) I'm not really sure that Nissan Motors Ltd. in Japan actually had franchised Dealerships, in the sense that we did here in America. Where large inventories of new cars were on display, large Parts Departments socked huge inventories of parts and Service Departments handled all warranty work and mechanical work after the sale. Perhaps you could light a candle there as well, and inform us all of the exact retail sales arrangements in Japan in 1970. Did retail salesmen really come to one's home to sell the car, or is that just an urban legend ? Did one buy their car one place, then take it elsewhere for service or repair? What was the warranty on a new car purchased in Japan? Nonetheless, what ever the sales arrangements of the Japanese sales outlets, they sold about 3% of the total number of 240-Z's in Japan, and about 12% of the total Z Cars produced 70-73, into the home market. Nissan reported total production of vehicles at 1,374,022 of which 71% were sold into the JDM, so it was certainly a large and viable market for the right cars. I'm not really sure what data you are referring to. Did you provide some data?... Oh, the Datsun UK having over 110 franchised and active dealers IN 1970?... Do you have a better source that explains how they managed that when they were formed in the last few months of that year? I'm not saying it isn't possible - just seems unlikey that 110 dealers would have sold less than 2000 vehicles in 1970 there. The 922 Dealers sold just over 150,000 Datsun in 1970, and just over 250,000 in 1971. Mostly because Nissan supplied them with the vehicles, but never enough to meet the demand, we were always waiting on more cars and trucks. FWIW, Carl B.

Hi Kats: Funny - that is exactly the way I was thinking when I had my First wife. just kidding, Carl B.

It most likely wasn't the first set of pads, and you most likely made it worse with the metallic pads. The metallic pads have very fine shreds of metal in them. That is there to dissipate heat more rapidly in heavy brake use situations. The metal shreds can leave very fine metal shavings on your rotors.. and they rust over-night. Not really a problem if you drive the car frequently. A couple steps on the brakes usually cleans it off again. The squeal is most often caused because the anti-squeal shims are too weak, not changed with the pads, not reinstalled correctly or left out all together. There is also an anti-squeal compound that is supposed to be used between the pads and the pistons in the calipers... many shops fail to use it or install it incorrectly. The third thing overlooked when a shop gets in a hurry is Disk Brake grease.. that should be used on the pins, on which the brake pads hang. FWIW, Carl B.

That is correct - when you set the engine up. But you indicated that you had the car running, even if badly... and NOW when you bring the #1 cylinder up on TDC the bright link isn't where it was to start with. In that case you simply keep turning the engine over, until the bright link returns to its correct position when #1 is at TDC again. If your engine doesn't have the usual timing mark pointer - go the junk yard and get one off another L series engine. Set the engine at "0" (#1 at TDC) and bolt the pointer in place so it points to the "O" mark on the pulley. Or you can use a piece of bent wire with the end painted yellow. At NOON... right on the top of the crankshaft. FWIW, Carl B.

One of the reasons that Nissan's sales in North America fell off so consistently between 1983 and 1998 was their corporate philosophy changed so dramatically by 83. Along with the elimination of the DATSUN brand, it seems that Nissan decided they wanted to build and sell models that could be sold in many different countries, at the same time. In effect this was the dream of the automobile manufacturers... one "world car". With far fewer market specific models to deal with, profits per unit would go up and up... When they entered the US market in 1958, their corporate goal was to increase export sales to America, in order to reach true mass production levels of efficiency in Japan. In-turn, that would bring the average cost per unit down, and in-turn that would lower the price of a car in Japan, and allow more Japanese to buy a car for personal use. (this was a strategy for all Japanese auto makers - outlined by MITI in the mid-50's). With the goal of selling Datsuns to Americans, Nissan was very focused on what changes they had to make to their cars, so that American buyers would buy them. The ultimate example of that adaptability to their Customers desires, was the Datsun 240-Z. With the "re-birth" of Nissan in the USA at the end of the 90's - we see the image of Mr. K reminding us who Nissan WAS, it WAS DATSUN and it WAS the 240-Z. But following that closely we also see Nissan building full size trucks and SUV's in America. They came very late to that party, but at least it indicates that they are willing once again to design and build whatever vehicles Americans want to buy. Bringing the "Z" back to America was another indication that market specific models are necessary if you want to sell in quite different markets around the world. However the 350Z was simply an expedient at the time, not the clean slate design originally promised by Mr. Hanawa. So a far more "world car" platform had to be used. The G35... chopped and channeled. A classic example of Badge Engineering, that Chrysler used during its turn-around period to trim costs. One that works for the short term, but can not be sustained in the market for long (again proven by Chrysler). I haven't found actual sales numbers for the 350Z, Nissan will only say they are satisfied with its sales. It would seem that they are selling something close to 30K units per year. 2008 will be the fifth year for the car... and I'd expect to see sales drop off drastically. That was one reason the 90+ 300ZX failed. You just can't keep the same old thing in the Sports Car market in the $35K and above price range, for much more than 5 model years, without major styling changes. time will tell... Carl B.

da... sorry I had a brain frat there... yes TDC on the compression stroke. Also agree that it takes several revolutions to get the Bright Link back to the same starting position.... One thing you might check - with a static timing light - is that the #1 spark plug is indeed firing where/when it is supposed to. On one engine I had, the distributor drive gear lost a tooth, and it wasn't until it lost a couple teeth that it got bad enough to show itself. FWIW, Carl B.

Did you confuse TDC on the Exhaust Stroke with TDC on the Intake Stroke?

I had been thinking about a 280ZXT 2+2 - but then found the 510 Station Wagon... it's almost as much fun to own as the 240-Z. Lots of cargo space and you really can put 4 adults in it if necessary. Just needs a little more HP in todays world... maybe a KA24DE swap... The only drawback to any of the Datsun's from the early 70's is that here in Florida, the A/C on them simply sucks.. very little heat/sound insulation, small evaporators etc. If you have a "family" on the way - you don't need another nor larger project. The girlfriend you had will quickly turn into a "Mother" and your world will not be close to the same. Been there and done that twice.... A good clean used, low mileage Chevy Chevelle about two years old... the five door... will be just the ticket. Good gas mileage, reliable for the next five years or so... Good luck, Carl B.

Todays's "240-Z" could have been the Pontiac Solstice, if only GM had offered it FIRST as a coupe, weighing in around 2460lbs and with 225HP at $23,995.00. (10.9 lbs per hp). Nonetheless, it's a neat little package - the roadster with 177HP weighing in at 2860lbs. (16.2lbs per hp) $22,115.00 MSRP. The GXP with the Turbo is $27,115 MSRP - 260HP at 2976lbs....(11.4 lbs per hp) should be a good little performer... with the Club Sport Package (4wheel anit-lock brakes & Posi). 100,000 mile warranty. (about $10K less than the 350Z roadster). I like the Saturn Sky's front end design a little better today - but wonder if in 20 years the Solstice won't be of more interest... FWIW, Carl B.

Not the Same Car - but somewhat like it. Note the difference in the rear quarter panel treatment. I like the one in Austraila a bit better in that regard The one pictured below may have been in Australia... Don't have a record of who owned it... It is on the Z Car Home Page in the Photo Albums. <a href=http://zhome.com/picturelibrary/nzcc06.jpg TARGET=NEW> IS THIS IT? </a> Caption said: A highly modified 280Z (turbo) in "Street Prepared" car show. (had a For Sale sigin asking $23,000.00) Carl B.

Hi Guys: The 1970 Showroom Brochure can be seen on the Z Car Home Page. It's in the Photo Library.. <a href=http://zhome.com/zcarfilesJPEG/70Broch.htm TARGET=NEW>Direct View Here</a> They are not too rare - usually sell for between $25.00 and $45.00. The Red Car is HLS30 00007, the Green Car is HLS30 00006 and the Silver car is HLS30 00008. I am working on a 24"x36" limited edition Z Car Poster - that will feature pictures of the Red Z taken at the same photo shoot as the images in the 70 Showroom Brochure. This will be a very limited production and the Posters well be expensive. They will come with a certificate of authenticity signed by the original photographer. I have the negatives and a few prints and am working with a graphic artist to do the layout, background, frame borders etc. Not certain of the final number yet, it will depend on how many I can pre-sell. Should be 50 to 100 of them, and they should run about $89.95 each. As this is simply a hobby - the project is currently falling behind other more pressing projects, but I expect to have it done before Christmas this year... FWIW, Carl B.

Hi Kats: I am so happy for you to have a Fairlady 432Z. Keep it and enjoy it until your children are readly to go to College - then sell it and pay for their education. It is most likely a better investment than money in the bank, and less risky than the stock market. The US Spec Springs are 83lbs/in Front and 104 lbs/in Rear What we call the Euro. Spec. Stage I Springs are 101bls/in Front and 112lbs/in Rear What we call the Euro Spec. Stage II Springs are 122lbs/in Front and 140lbs/in Rear Spring rates on competition cars run 250 lbs/in to over 350lbs/in.. As I understand it - the spring rate on the 432Z - were the same as the Euro Spec. Stage I Springs, with much stiffer Race Option rates available... 305lbs/in and 310lbs/in.. The last time Alan and I discussed spring rates - we were not sure if the cars sent to GB had the same spring rates as the cars sent to Australia, and there was a question as to the location of the lower spring perch on the struts between the US, GB and Australian Z's. The location of the spring perch would effect ride height and in turn ground clearance. As Alan mentioned it is more than likely that all these models were tailored to the local market. Given the import taxes in GB and Europe - the market for the Z was most likely limited to serious enthusiasts, whereas the market for the 240-Z here in the US was far broader. Yes, Mr. K wanted everyone to enjoy a Sports/GT not just serious sports car enthusiasts. Yes - Nissan Motors in USA, had its own Competition Department and Competition Parts Department. So the serious enthusiasts that bought 240-Z's could modify them to whatever they wanted. However our Federal Laws prohibited the manufactures and their Authorized Dealers from making modifications that effected either the Safety of the vehicle or its Emissions Systems. One of the many unique and very endearing qualities of Mr. K was his desire for the owners of these cars to enjoy competition themselves. The Factory supported race teams of Bob Sharp Racing (BSR) and Brock Racing Enterprises (BRE) here in the States, were encouraged to develop, demonstrate and sell competition parts to the public. They were also, by contract agreement, to share competition car preparation experience with the Nissan Factory Teams in Japan and the private parties competing here in the USA. Given the nature of competition - lots of detailed preparation techniques became closely guarded secrets by all these teams. Factory support for the professional race teams ended here in 73. Nissan couldn't supply the demand already created for the Z's and 510's and Mr. K wanted the private owners to race their cars, with Nissan USA offering various levels of financial support, competition parts and technical support. It was Mr. K's direct involvement with, and support for , his enthusiast customers here that sat DATSUN and Mr. K apart from the other major manufacturers. Exactly - he wanted to draw an entire generation of people into the "joys" of driving. The harsh riding, cramped cabins and unreliable reputations of the other "sports cars" in the class, really did not have broad appeal. The Datsun 240-Z addressed these shortcomings. People that had never thought of owning a sports car - were drawn the 240-Z because of its styling and utility. Once drawn in - they appreciated the car for its reliability, comfort, fun factor and and all around UTILITY! This was a Sports/GT that was made to fit the average size and larger American. Exactly - DATSUN USA not only sold the parts to the public, they offered technical support as well, related to how to install and use the parts, and under what conditions they were best used. DATSUN USA sent Competition Bulletins to anyone that ask to be placed on the mailing lists, as well as to the local Dealers Parts & Service Dept. I'm sure that Nissan could have sold thousands of 432Z's here to the enthusiast market - if they had been able to build them and get them to meet the Emissions Standards... Would have been a great car in SCCA's D-Production. At the time $6,500.00 would not have scared too many enthusiasts away. Just the light weight bodies with the emissions controlled L24 would have been a great option, but then it would have had to pass the crash test standards here as well... kind regards, Carl B.

Hi Mike: That's just too funny... I believe it was earlier established that in 1970 there were a few authorized Nissan Distributors in Australia. Australia received about 312 Datsun 240-Z's in 1970. The largest number sent anywhere outside North America. You might call me American Centric -but then why would I be such a fan of the Datsun 240-Z? I believe that the Z Car is American Centric and it seems there is this constant fog ball here that attempts to blur that fact. Believe it or not, I am happy that about 500 or so made their way to the fine folks in Australia each year between 1970 and 1973. I'm even more happy that Kats has a Fairlady 432Z. Maybe he'll bring it to America and sell it here...make a ton of money.. and go buy another one. regards, Carl B.

Hi Jack: I know that one 432Z in Japan, was offered for sale at $75K USD. The two serious collectors that were considering it - declined. Both expressed the risk of buying a car without going personally to inspect it, the hassle with the exchange rates and transferring large amounts of money outside the US now (Homeland Security), as well as the hassle of getting the car shipped safely from Japan to the Gulf Coast here in the USA. Taking to them, I believe that if a solid #1 or #2 432Z with proper documentation was offered for sale here in the US, both would have been buyers in the $50K to $60K range Alan mentioned, and perhaps a bit more for the right car. I do know that $125K will not buy the BRE #3 C-Production Z. The owner said he couldn't think of another car, for that money - that would be as much fun to own. He plans on racing it a few more years. A Top Quality 240Z will sell for between $25K and $35K right now. Depends on the location of the car and how hard the seller trys to market it - or how hot the buyer is to buy. If you shop and buy wisely, you can still find super nice 240-Z's in the $12K to $15K range. They won't be Concours winning examples, but they will be very very nice cars. Cars that would win local car shows when judged by knowledgeable judges - will sell for $18K to $20K. FWIW, Carl B.

Hi Chris: It was most likely a good after thought too - since it covered 98.2% of the Datsun 240-Z's in 1970. By the end of 1973 the "L" covered about 97.5% of all Datsun 240-Z's. In 1969/70 there were over 940 Datsun Dealers in the US, plus another 65 or so in Canada.... Can you name a country in the world that had over 10 Datsun Dealers outside North America? Like I said, it must have been a very good after thought - yes? FWIW, Carl B.

Hi Chris: The image below is one of the original Sales Brochures that the Datsun Dealers in the US had before the first Datsun 240-Z's arrived here for public sale in late Dec. of 1969. From these sales brochures the Dealers took advanced sales orders, many customers ordered the Z's and paid for them in advance, to get at the head of the delivery list. As you can see, at that time the plan was for a 175HP, L24, with triple side drafts etc., 5.5" wheels and a 5spd for the US Market "DATSUN 240Z SPORTS". Between the released Federal Emissions Standards in 1966 and the 1967 Federal Safety Standards for the US , both these regulations were in constant flux, written, re-written and debated in Congress, public hearing held, conferences with Industry conducted etc etc - until finally issued in their final form for 1970. Nissan and all the other Automobile Manufacturers were lobbying the U.S. Federal Government for delayed implementation, or requirements reductions in these standards, ahead of that time; while the Environmentalists and Safety Nuts - lobbied for stricter and faster implementations. Nissan assigned a Vice President on Nissan Motors in USA, to represent them in Washington D.C. in 1966. In this regard Mr. Kawazoe reported directly to the President of Nissan Motors Ltd in Japan. He was not only the official representative of Nissan Motors Ltd. to the legislative and executive branches of the US Government. Mr. Kawazoe also acted for the Automotive Importers of America, of which he was the vice-president. In addition, he was designated as the spokesman for the Japan Automobile Manufacturers Association, of which the President of Nissan Motors Ltd, was the President at the time. (JAMA). When the emissions standards were finally set for 1970, in order to get the 240-Z certified for sale in the US - it took a somewhat de-tuned L24 with lower compression, the S.U.'s and an Air Pump for California. The Air Pump was needed to meet the 71 standards for the US anyway, by June of 1970 as I recall, so it too became standard on all the 240-Z's coming into North America as well. Of course our Emissions and Safety Standards got ever more stringent for 72, 73, 74, 75, 77, etc etc etc.... The main reason the US got the Fuel Injected 280Z... FWIW, Carl B.

Hi Kats: The seat bottoms you show at Post #31 - have black seat tracks. All of them I've seen here in the US were originally an olive green or olive drab, seemed to be a rust proofing paint. Were the JDM seat tracks black for some reason? regards, Carl

Personally - I am very very unhappy with Fuel Safe - and wouldn't give them the time of day. It's a long story and I'm still too mad to talk about it. But talk about screwing one around and then screwing one over.... yea gad... I don't know how they stay in business. Visit the ATL sight - download their catalog and price sheets. Select the cell that fits your needs.. then shop the web for prices. <a href=http://www.atlinc.com/US/racing.html TARGET=NEW> ATL RACING FUEL CELL</a> Replacing a rusty old fuel tank - on any modified Z - makes perfect sense to me, racing or not. The plastic containers of the Jazz, Fuel Safe or ATL fuel cells would have to stand up better to a rear end impact than the original thin metal tanks. Plus being filled with safety foam, there is far less chance of explosion or even fire. The safety foam fills the voids normally filled with gasoline vapors - which are very easy to ignite and thus explode. Add to to that the fact that the fuel cell has roll over check valves to prevent gasoline from running out if you wind up - up side down or on the right side of the car.... I should think that almost any fuel cell would have lots of advantages over the stock tin can at the very back of the 240-Z. FWIW, Carl B.

I believe that the Nissan Dealers gave away free copies of that - sometimes you see them on E-Bay. FWIW, Carl B.

Engine found in cars with production dates of 12/70 Could be found in HLS30 15xxx to maybe 16xxx or HS30 002xx to 003xx FWIW, Carl B.

Speaking of Door Panels... Peter Robinson is making fiberglass door panels, with custom speaker enclosures. Don't know if he's molding stock panels or not - but might be worth dropping him an e-mail or call. <a href=http://becksystems.com/DoorPanels/RobinsonDoorPanel.htm TARGET=NEW> Robinson Door Panels</a> FWIW, Carl B.

Hi Guys: Thanks for the inputs.. That gives us a pretty good idea of where the 11/73 production ended and the 12/73 production started.. within 85 units anyway.. Carl B.

Looks like you have one of the original Dealer Installed systems.. note the old York piston type compressor. Those systems won't cool the car and by todays standards for A/C they are junk. The R134a system that MSA offers - is just as bad. Yes - it has a better, smoother compressor that takes less hp to run - but the system still has to suck air through the evaporator - then blow it through the heater/fresh air vent system. The only A/C system I've found that will actually cool a 240-Z, is the Vintage Air Super Cooler III. It replaces the old heater core, with a single unit that combines the A/C evaporator coils with a new heater coil. The system then blows cabin air through the heater/AC evaporator... and hooks up to the existing dash outlets and defroster outlets. The new Vintage Air system is designed to run on 134a... so it has smaller tubes and more of them in both the condenser (a multi-flow type) and the evaporator. If there is a problem with it - it is that the new Vintage Air system does NOT use the old heater/vent control levers... FWIW, Carl B.