Carl Beck

Always good to call ahead - but I wouldn't believe anything that Dealer said; he would have been lucky to get $8K out of it. On the other hand, we all know that there's a sucker born every minute.. later, Carl B.

Hi Chris: This is the same car you looked at last year, I believe. This is the report to my friend with a few more pictures. <a href=http://zhome.com/TonyAvarello/Tony.htm TARGET=NEW>http://zhome.com/TonyAvarello/Tony.htm</a> FWIW, Carl B.

Oops.. sorry Alan - you said the first one was for the L24/L26... same part number as the Datsun Competition Parts Catalogs list.. I guess when you said that the second one was the larger one standard on the "432-R", my mind went back to thinking of the first one being standard for the 432. My mistake. I've edited my Post at #83 to correct and avoid farther confusion. Any explaination for the use of the cartridge type filter set-up? FWIW, Carl B.

Hi Guys: I went to look at that car a few months ago for a friend - forget it. It's not a "stand-up" car. Would at best be a $7,500.00 piece. In my personal opinion, the dealer knows better, but has grossly overstated the condition of the car and the mileage. When I ask him "what documentation of the actual mileage do you have"... his response was "that's what is on the title"... Hello - I live here in Florida and I know how that works... da... This statement is the real joke however, "This beautiful and unmolested 240 is absolutely beyond comparison and will impress the pickiest of collectors" I ask the dealer to step outside and look the "driver" that I drove down from Clearwater to look at his car - then tell me which is better. His response was "well I'm not asking $25K for mine either"... True, but the car would/should sell for something closer to $7,500.00 It is a real shame that so many people will waste their time going to look at this car... thinking that they well actually see an original 33K mile example.. unmolested... only to find another pig with lipstick. FWIW, Carl B. Carl Beck Clearwater, FL USA http://ZHome.com

Hi Guys: Here is a little additional data, for the owners of Series I Datsun 240-Z's in North American Market Spec.... but might also apply to the HS30's in Australia/NZ and other places. Technical Service Bulletin TS70-47 New Key System and Key Numbers: see attached: FWIW, Carl B. Carl Beck Clearwater, FL http://ZHome.com

Given the different orientations of the oil filters shown on various oil cooler set-up's, I think the subject deserves some farther discussion. For the purposes of this discussion - let's refer to the "Top" of the oil filer as being the area where the oil flows in/out, and "up" will refer to the Top of the filter pointing up toward the sky, whereas "down" will refer to the Top of the filer pointing toward the ground. First - the picture of the 432-R system that Alan presents shows the filter can pointed up (if you will) and secondarily it looks like an "element" or "cartridge" type - rather than the more usual "spin-on" type. (more typical of the early 60's than the later 60's early 70's - but could be because far higher oil pressures were anticipated???) The picture that Alan presents of the Factory literature, for the L24/L26 also shows the top of the spin-on filter pointed up. The pictures of the filters in the rally cars show the filters mounted top-side down (so to speak)... that is to say with the inlet/outlet on the bottom, pointed toward the ground. Most all factory installations orient the filter horizontally or up, so that it remains at least partially or completely full of oil - because that is the source from which the cam and main bearings are first supplied upon start-up. A lot of the spin-on type full flow filters are also equipped with an anti-drain back valve to prevent them from emptying while the engine is shut off, and thus allowing "dry starts" where oil to the cam and main bearings is delayed while the pump refills the filter. However in most test cases, these anti-drain back valves are not completely dependable. This is one reason to use Nissan OEM filters.. they are higher quality than most common and far less expensive, after-market types. Dry-starts may not matter as much on a race engine, given it's short life expectancy (ie. a race or two), and/or it's infrequent number of starts, before complete overhauls... However on a car driven on the street, where lots and lots of starts, restarts are the norm, over a period of years - the most prudent path would be to mount your spin-on filter with the top of the filter pointing up, so that the filter remains full of oil at all times, and prevents drain-back through the pump when the engine is shut off. Likewise if your using one of the after-market remote mounts for the filter or filters. these have the added advantage of allowing the filters to be mounted pointing up - while at the same time making it easy to access them for change. FWIW, Carl B. Clearwater, FL USA http://ZHome.com

Hello Dogma420: If you want the lock for the fuel flap door - you'll need the fuel flap door from a Series I North American model as well - Your 72 should have a finger pull - that sticks out from the body - whereas the Series 1 North American Spec. cars - and it looks like the Aussi spec. cars have a flat fuel flap door - that is pulled open by the key in the lock. FWIW, Carl B. Clearwater, FL USA http://ZHome.com

HI Guys: From Nissan Service Bulletin: Feb. 1971, Vol. 137 Introduction Of Datsun 240Z Sports Model, S30 Series (1971 Late Models) or what we call the Series II cars. Page 3: *Improved Convenience: 8. A new pocket added to the sun visor affords increased convenience of the driver by providing stowage for highway tickets 9.Two-step door link offers another work feature - the driver need not stretch much out of his seat to close the door in tight quarters or narrow spaces. 10.New pull button type seat belt connection requires adjustment only at the buckle. 11.New, reversible key is especially useful when operating the door lock in the dark or at night. On cars for U.S.A. and Canada, the reversible key is also used for both the ignition, steering lock and door locks. = = = = = = = end quote == = = = FWIW, Carl B. Clearwater, FL USA http://ZHome.com

Hi Mike: In general terms.... a good solid (meaning as rust free as you will find) Series I 240-Z, STOCK with all parts present and correct , body straight, not recently repainted, not bondo'ed, good dash and all interior parts in good shape - and one that can be driven and drives out well - etc.... is a $6,500.00 to $7,500.00 car. When you say "needs resto"... that's somewhat different than above... That means to me, that the car needs to be repainted now!, or rebuilt before it would be "presentable" at the local Z Car Club meeting... it means the dash is shot, it needs door panels, paint, re-chrome everything, rebuild brakes, new tires etc etc etc.... In that case it's a $3,500.00 to $4,500.00 example. But depending on it's location - say East of the Mississippi - it might still be a $5,500.00 example to the right buyer. With the above as a baseline - what's a "low vin" worth? Lets say that we are here talking about 1969 production dated cars only ..... This gets very tricky to explain... as it is all but impossible to separate the value of "condition" completely from the value of "low VIN". At present - any restorable example (not one ready to send to the crusher - not one that is "salvageable"...) of a 69 production dated car has a base value of $3,500.00 and that might be a couple grand higher depending on the completeness of all the original parts on the car... or where it is located. As the value of the "condition" of the car goes UP... the percentage of the additional value of the low VIN goes down.. when you are talking about VIN's between 800 - and 100. So if Car #156 has a "condition" value of $6,500.00 then the low VIN would be worth an extra one to two grand. If Car #156 had a "condition" value of $3,500.00 you might have to add two to three grand for the VIN. VIN's below HLS30 0200 - add between $1,500.00 and $2,500.00 (there are 47 of them that we know of...not counting the race cars #6, 7 & 8). VIN's below HLS30 0100 - aka double digit VIN's.... add between $3,500.00 and $4,500.00 (there are 28 of them that we know of not counting the race cars #6, 7 & 8). VIN's below HLS30 0050... add between $4,500.00 and $5,500.00 (there are 17 of them etc) VIN's below HLS30 0032.... add between $5,500.00 and $8,500.00 (there are only 10 of them etc.) VIN's below HLS30 0017.... add whatever it takes - there is only ONE. (unless we ever do find #13,14 or 15). There is also a value - other than money - ***ociated with the 69 production cars. That is the fact that they are easier to resell...than like condition later cars. They also have a value ***ociated with the history of the design, bragging rights or the amount of interest they generate... Call it a "fun factor"... So as I understand your description of #156... it looks like $4,500.00 plus $3,500.00 = $8K, if you can find the right buyer.. priced for a quick sale... $6,500.00 All the above is just a general guideline.... nothing is absolute in that market.... FWIW, Carl B. Carl Beck Clearwater, FL USA

Looks like it sold for $12,500.00. If it is actually as nice as the pictures would lead you to believe - the buyer got a bargin. If I had seen it - I might have been in there bidding. One of the pictures showing the area behind the seat - also shows a vinyl mat!! That car "might" have had the vinyl mats from the Factory - but I see the rear deck now has carpet... but maybe the owner put that in.... maybe he has the original vinyl mats!! FWIW, Carl B.

Hi Victor: If you remember that far back - then you must be about as old as me.... in which case I won't take those dates as absolute... but rather "as you recall - plus or minus 5 years". ;-) A friend of mine, Ron Johnson had worked for Nissan in L.A. almost from the beginning of the Datsun Competition Department. He assures me that the first "Datsun Competition Catalog" was issued 1 May, 1971. (as Posted at #35 above). So if the salesman were handing out anything then, it must have been something other than the Datsun Competition Parts Catalog... Could it have been Competition Department Bulletins or something prepared by the Dealership? d*** Roberts was hired by Mr. K in 1967, entering Nissan Motors as a Service Manger, but he quickly set up the Datsun Competition Department at the beginning of 68. Prior to the "Catalog" the competition department did put out "Competition Department Bulletins".... but the earliest I have are from 1969. From the "Datsun News" 1973... ........To make it easy to race Datsuns, Roberts developed two unique services to provide the latest mechanical information and performance parts at reasonable costs. d*** Roberts wrote: "Anyone who wanted to race a Datsun could and still can - call us for advice. Back then I answered the phones, but now we have staff of six knowledgeable people who give the advice. We average 100 calls a day." Roberts also works closely with the best Datsun racers looking for any new parts that improve performance. When one is found, Roberts has it built in quantity by one of more than 200 suppliers. d*** Roberts wrote: "We offer the parts to anyone for as close to cost as we can. We're not here to make money off racers. Real racing parts aren't always marked up. Quite often they're sold at Cost." Even with little or no market up - the Datsun Competition Department sells more than $4.5 million in racing parts each year. ...end Datsun News quote...... Anyway - the Datsun Competition Department Bulletin that I do have from 69.. lists Part #21300-25510 at $94.40, for the 1500, 1600 and 2000 roadster. This looks to me like a kit produced locally by one of his suppliers, but only because of the "cold weather cover". It may be a combination of some Factory Parts and some aftermarket parts combined in an easy to install "kit". A later "Competition Parts Price List" that I have lists 21300-12210 at $113.02 for the same cars. FWIW, Carl B.

Hi Stephen: Would that be from the Red Covered 1973 edition or the Blue Covered 1974 edition? Just curious. The Datsun Competition Dept. simply put out "Competition Department Bulletins" (8.5x11 individual sheets) and price lists at first. According to Ron Johnson their first "Competition Parts Catalog", was issued as a Competition Department Bulletin (no pictures/42 pages) May 1, 1971. I don't recall them having pictures of the parts before the 73 edition. Anyone have a 72 edition?... FWIW, Carl

Hello moonpup / montoya_fan01 & NY-Z: Actually, I believe that the problem with the drawing submitted by Alan is not so much that the engine illustrated is confusing - as the fact that the drawing is clearly dated..."From August 73". I too referenced the Datsun Competition Parts Catalog of 1973. Since NY-Z stated that he has a 1972 240-Z.... and I believe it how has an engine built in 70.... montoya_fan01's statements; all subsequent tangents, subversions and debate tactics aside, holds quite true. "No such animal as a "factory" oil cooler on an L24 imported to the USA by Nissan". Further - note montoya's statement specifically contained the phrase; "....ON AN L24 Imported to the USA by Nissan". This is quite specifically true, because Nissan never certified an L24 with an oil cooler installed (ie "on") as meeting the the strict US Emissions Standards of the period. Further, any Authorized Datsun Dealer that offered the oil cooler kit as a Dealer Installed "option", would have been subject to heavy fines, a possible jail term, and certainly loss of his license to sell automobiles. Alan pointed out the fact that, at least in theory, U.S. Citizens, could have purchased a US Spec. Datsun 240-Z in Japan, and since I was in Japan in 73 (92nd Bomb Wing, SAC, USAF) - I can tell you that was the case. However, if one purchased a 240-Z, in Japan at that time, with the intention of bringing it back to the States (ie. personal automotive import)... It would have had to have been certified by Nissan Motors Ltd. as meeting all US Safety and Emissions Standards as of the date of its manufacture; or the owner would have had to put the car in a "compliance configuration" before Customs would allow it into the Country. Was it "possible" to smuggle a non-US Spec. Z into America?.... How many Z's can you put in C5 engine containers, and how many engine containers can a C5 hold? (don't think it didn't happen). But then why bother? Since about 97% of the 240-Z's of any configuration were sold in the North American Market - it was far easier to buy a 240-Z in California, than it was to get one in Japan. FWIW, Carl B. Carl Beck Clearwater, FL USA http://ZHome.com

The engine would most likely have been taken out of a 06/70 production car. One of our Original Owners has HLS30 06847, build date 06/70 and it had L24-010088. Montoya_fan01 is correct. The 1973 DATSUN Competition Parts Catalog lists Part Number 21300-E4100 as "Oil Cooler Kit". He is also correct in saying that it would not have been standard equipment on your 240-Z, nor would it have been an option on a new car here in the US. Does your oil cooler use a "remote" (mounted on the inner fender) oil filter? FWIW, Carl B. Carl Beck Clearwater, FL USA http://ZHome.com

Hi Guys: The Series II Datsun 240-Z's, aka "the Late Model 1971 Datsun 240-Z", which started production in Jan. of 1971 - came with the tilt/recline/flip forward seats. The reason being, that the tool storage was moved from the floor behind the seats, to the "tool bens" in the rear deck. The Factory Service Bulletin, Feb. 1971, Vol. 137 says: "The new 240Z features a 'Tilt" mechanism for its reclining seat. By this the seat can be tilted forward to permit easier access to the tools or baggage The switch was made to the spring supported seat - from the rubber strapping, about Jan. of 1972. As someone mentioned earlier - that was done so that the seat belt warning buzzer and it's seat based sensor would work. NovaSS - The original seats in HLS30 00020 (11/69), have a slightly courser grain to the vinyl used on them, and they do not have metal vents - also the head rest area is thicker, with softer padding. Next time I'm at the storage facility, I'll try to get a picture of them... The car only had two previous owners, before me and it only had about 65K miles on it... so I doubt the seat covers were every replaced... #20 also came from the Factory with no carpet - vinyl mats were used. FWIW, Carl B. Carl Beck Clearwater, FL USA http://ZHome.com

The 1973 Datsun 240-Z's had the raised lip and rubber seal on the front radiator core support. FWIW, Carl B.

FIY - from the February 1971 Service Bulletin, Vol. 137. titled "INTRODUCTION OF DATSUN 240Z SPORTS MODEL S30 SERIES (1971 LATE MODELS) - - - Quote - - - - - Build Start 01/71 HLS30 21001 HS30 00501 Page 7: 5. Steering Wheel The steering wheel for the late 1971 is not a continuation of the former type with minor modifications to assure added safety in a collision or accident. The modification consists of punching three holes in each wheel arm, absorbing shocks when the driver is thrown against the wheel. The holes also radiate -"Sporty" feeling. Previously, the holes were covered by an embossed decolation. ...... End Quote....... It would seem that all Series I cars should have the "embossed decolation" and that the steering wheel with the "holes" started with the Series II cars. FWIW, Carl B. Clearwater, FL http://ZHome.com

Hi John (everyone) Yes, I knew that... did you know Mr. Brock also designed a prototype racing machine for Toyota - to run in FIA Group 6? Shin Yoshikawa writes, in his book on the Toyota 2000GT: {Quote..}.. By 1968, the Toyota 2000GT has shown tremendous promise on the racetrack despite its luxurious road-car roots. Still early production-based 2000GT racers had, not surprisingly, come up short against pure-race prototype such as the Porsche 906 and the Prince R380. Toyota was quick to realize that to move up to the top echelon of sports-car racing, a dedicated competition car was in order - something totally different from a machine you could realistically drive on the street. Since the early 60's manufacturers such as Ford, Porsche, Maserati and Ferrari had all created purpose built min-engined sports-prototypes to carry their name to glory at places like Le Mans, leaving their mechanically distinct road cars to merely reap the rewards in the showrooms. Toyota wanted to take just such a step, and realized the 2000GT might still serve as its springboard. However the company's lack of top-level racing experience meant creating a competition prototype would be a major step into uncharted territory. Toyota was faced with options: Examine (or essentially copy) an already proven design, as Prince had done with the Braham-derived R380, or contract an independent racing firm to develop an all-new car, ideally around enough factory derived components to claim some kind of corporate kinship. Toyota chose the latter. The firm already had a contract with American Racer Carol Shelby, who had campaigned production based 2000GT's in SCCA competition. However the sketches of another American with strong credentials, Peter Brock, intrigued Toyota's executives so much that he was chosen to develop the machine instead. Brock's initial drawings outlined a mid-engined coupe powered by the 2000GT's Type 3M engine and built to compete in Group 6 at LeMans. The car became known as the 400S in Toyota's development codel back in Brock's California workshop, it was the JP6. Brock, who a few years earlier had designed America's first FIA World Championship car, the Shelby Daytona Coupe, put his strong of styling, suspension technology and aerodynamics into the project, and to this day he looks back on the JP6 as one of his best creations. {end quote}...... By the way - Mr Brock also did design for Maserati .. one of his cars is also currently being restored in Europe. A talented and accomplished man indeed... FWIW, Carl B. Carl Beck Clearwater, FL http://ZHome.com

You have a bushing that is "metal surrounding rubber, with another metal sleeve around the spindle pin. Take an Oxy/Gas torch and melt the "rubber" on both ends... then when the rubber is running out liquid... press the pin out. Afterward, you'll have to cut the remaining metal sleeve and chisel it out... Focus the heat from the torch on the rubber on one then the other ends. Good luck.. Carl B.

Hi Ron (everyone): Of course I have to believe that you have that backwards;-) I can also assure you that I have already turned down a far greater figure than you mention. BRE is "Brock Racing Enterprises" after all. Mr. Brock is among the better known names in the automotive design world and with Datsun in race car preparation circles. Moving from the design team under Bill Mitchell where the Corvette Sting Ray was designed, to the Shelby American Racing Team where he designed the Shelby Cobra Dayton Coupe, to establishing his own Racing Enterprise (as well as many significant accomplishments between).. All of the cars associated with Mr. Brock are highly sought after now, and I believe will be more-so in the future. While the BRE #3 car is certainly one of them... the BRE Baja Z is the only one both prepared by BRE and driven by Mr. Brock himself. According to Mr. Brock, Baja presented the greatest challenge to race car preparation of any competitive event, and was "The Race" he most wanted to win. While many people are un-aware of Mr. Brock's association with Off-Road Racing, and his long term association with the Baja... I'm personally hoping that will change as the BRE Baja Z is completed, and gains broader publicity over the coming year. There are several historically significant C-Production 240-Z's. The BSR car that won the Championships with Bob Sharp and later his son Scott for example. The BSR/Fitzy car (HLS30 0006) and the Bob Speckman car (HLS30 0008) - first Z to finish the 24 Hours of Daytona - both of which have the added distinction of being the lowest VIN cars in the country..... If you count Roadsters, 510's and Z's here are several "BRE cars" still around - maybe a couple of BRE Baja 510's out there too - - - -but there is only 1 BRE Baja Z. It may be just my opinion - but the BRE Baja Z is not only "unique" in several regards.... it's neat as hell <vbg>. Time will tell.... kind regards, Carl

Hi Gang: The highest quality Datsun 240-Z's are not taken to the auctions yet. They sell privately, and if they are true #1 or #2 examples, they sell quickly. This past 12 months I have personally seen several #1 and #2 240-Z's sell for well over $25K. (as in most cases I've put buyers together with seller's). Let's not kid ourselves however, true #1 or #2 examples are few and far between. They also command prices that are two to three times the price of a solid #3 car. In 1965 I purchased a 1955 Ford Thurderbird. I was in California then, and like the Datsun 240-Z's most of the 55/57 T-Birds were originally sold in California. So they were plentiful then. I looked at about 20 of them, before I bought mine. It was Red.. had 31K original miles and I purchased it from the Original Owner for $1,500.00. From 65 to 70 I drove it all over the Country... put an additional 90K miles on it. I had purchased a 67 911-S in 68 and started to drive that more, as the old T-Bird was starting to wear out. So I parked the T-Bird, drove the Porsche... and in 1970 I bought my first 240-Z. After a few months of driving the Z - I sold the 911.... and the T-Brid sat in the garage for another year or two... It was very presentable, still had shiny paint, still ran fine... but every time I took it out for spin, something else would break, or wear out... In late 71 as I recall, I sold that T-Bird for $1,800.00. That was about the average price for one with that mileage and in that condition. All during the 70's and 80's the 55/57 T-Birds appreciated very gradually, but very little. By the mid 80's the T-Bird that I sold for $1,800.00 was resold for $5,500.00. The little Birds stayed around $5K to $7K for a few years longer, then it seemed that overnight they jumped to the $12K to $14K range... that was the late 80's as I recall. By the mid 90's you had very hard time finding a 55/57 T-Bird in any kind of condition for less than $20K... by the end of the 90's they were pushing $30K.... The last fully restored 55 that I saw sold, went for something close to $45K a couple years ago. Of course if you had the extremely rare Super-Charged 57 "F" Bird... now you have a $150K car. All this to point out - that our Datsun 240-Z's are following about the same path.... Yes, but you might say..."There were about 150,000 Datsun 240-Z's sold in the US... but only about 53,000 small T-Birds. That's true.. but the market in 55/57 was also less than 1/3 the size. So the buyers that wanted a small T-Brid when they were young, and who are paying the price for one today is actually less than a 1/3 of the size of the market that will want a Datsun 240-Z as they age and can then afford the Z they always wanted. In terms of "limited production" vehicles.. the DATSUN 240-Z is VERY LIMITED in numbers in the US Market. Mid-year Corvettes 63-67 = 72,418.. and you see what they are bringing today... and they didn't rust out!! 67-69 Camero's...725,942 (1969 alone: Z-28's = 19,014, V8's = 178,087 and 6cyl. =65,008) ... and we see what the early Camero's are bringing now.... Truly nice 240-Z's are now in the $7K to $10K range... #2 240-Z's are now in the $16K to $21K range.. In another five to ten years, most of the existing 240-Z's will either be beaters that have hit the junk yards.. or fully restored examples... In ten years you won't find many 240-Z's for less than $40K. Now I wish I had just kept both the 55 T-Bird and that 67 911-S... FWIW, Carl B. Carl Beck Clearwater, FL USA http://ZHome.com

If anyone believes that they have an Agreed Value, that their Insurance Company will honor without exceptions, and pay in full in case of a Total Loss... on their "normal car insurance policy". Then I would suggest that your read your policy carefully again, and go over it with your Attorney. (NEVER TAKE AN INSURANCE AGENTS word for anything - the POLICY RULES..ALWAYS!) In order for the Hagerty. or any other company, agency etc. to sell "Special Line" insurance policies in any of the States... they have to have certain "special" circumstances NOT COVERED, NOR OFFERED by the Full Line Carriers in that State. Special Line insurance carriers are very limited in what they are authorized to sell in any State, by very strict State Regulations on the insurance industry. Limited use, mileage restrictions, secure storage, certain years of age etc. are all "Special Circumstances" that must be present - in order to sell "Special Line Insurance". None of which apply to Full Line Carriers Policies. In exchange for the special limitations of Classic Car Insurance you get Agreed Values in case of a total loss, and premiums that are normally 1/4 as much or less. FWIW, Carl B.

Hi Chris/everyone: The "Black Book" is a listing of values complied from actual auction prices around the country... Most Dealers like to use it when they BUY, because it gives the lowest of values... Lets face it, if a car has to be taken to the auction - it's because it didn't sell on the Dealers Lot to begin with, or it was in such sad shape the Dealer didn't want to stand behind it in case of a retail sale. Given the source of the data being collected and reported - I agree with Chris ... they don't use the term "excellent" to mean anything close to a #1 or #2 Show Car. FWIW, Carl B.

Hi Vicky, everyone: 1) The article is written by Keith Martin - he works for Sport Car Market Magazine. I agree with him - an all original, rust free, well cared for 78, with 32K miles, as described would sell for closer to $10K or $12K today. "IF" the seller had advertised it broadly, and waited for the right Buyer to come along. That might have taken a month or six months... So the seller gave up part of the value of the car in exchange for a quick cash sale.. The Buyer got a bargain in this case... I had written him several weeks ago and stated that I thought his listed values for the Datsun 240-Z's in Sports Car Market's value guide was WAY TOO LOW today. Also gave him some recent sales figures for #1 and #2 cars. Secondly - I had to laugh however when he wrote.. "With entry level British sports cars pushing $20,000".... In the Z Car Community we think of an entry level Z as being one that is driven daily... rode hard and put away wet!... with 200K + miles. Try to find a British sports car today that is driven daily by anyone (the thought cracks me up!!) ... Entry level British sports cars, are cars that have been all but fully restored by now... the truth is - there is no longer any such thing as an "entry level" British sports car in America.. OK you might find 1... and if it truly is entry level it will be a $3,500.00 to $4,500.00 basket case... Most British sports cars are relatively rare however, because most of them went to the junk yards when they were 10 to 15 years old. People don't decide to buy a Z because the British Sports Car they really wanted is now too expensive for them.... that thought is simply silly!! FWIW, Carl B.

Hi Guys: As Chris said -it's a concept car. Several different design/styling alternatives or concepts are intermixed there in one platform. You can view it as a display case. The styling of the nose is one thing, the wheel arch treatments another and various parts of the interior are yet still others. You can see the "slab sided" intermix of different body materials as well. I think we can expect to see more plastic body panels on the exteriors of cars in the future. (al la Fiero and Saturn) If you look at pages 9, 10 and 16 of the input we (the IZCC) gave Nissan back in 98 you might see some similar ideas in the case of the interior styling if not the design. Page 16 was our input for the roadster's rear deck and the 350Z came pretty close. See: <http://ZHome.com/OurZ/NewZ.htm TARGET=NEW>http://ZHome.com/OurZ/NewZ.htm</a> FWIW, Carl