260DET

Woohoo, $3272 and its coming to Q!!!!!!!!!!!! A member of our Z car club bought it, going to be done up properly so thats good news too

S130, it originally had a 2 liter engine, 2.8 when I got it..

ZX's seem funny with rust, they are liable to rust just about any place. On mine the hatch and roof area are fine, some in other places that needed surgery though.

Lets hope it goes to someone who appreciates its rarity

Avatar car located in Brisbane, '77 model coupe fitted with a FJ20DET engine and lots more, price $14,000, pics here http://members.optusnet.com.au/greenupr/gallery.html Details as follows. Engine FJ20DET, recently rebuilt by Jim Milliner including nitrided and balanced crankshaft, Wiseco forged pistons, ACL Racing bearings, oversize ARP rod bolts, Little cylinder head, adjustable valve timing, ratchet chain tensioner, modified and enlarged gated sump with crank scraper. Engine torque stay. Oil cooling system incorporating Serck radiator and Mocal thermostat bypass. Pathfinder aluminium radiator with single ECU controlled electric fan and overflow bottle. With bigger injectors this engine will produce ~300WHP. Induction & Exhaust Unifilter cold air intake, 530 x 290mm core front mounted intercooler, 75mm throttle body on modified S12 plenum, ceramic coated S12 exhaust manifold, GT28RS BB turbocharger, 1bar actuator, electronic ECU boost control, twin Bosch BOV's, SS dump pipe, 3" exhaust system. Fuel and Ignition. MoTec M4 engine management, sequential injection using Volvo turbo injectors, Nissan optical ignition with single Blaster 2 coil, Bosch ignitor. Extra baffled fuel tank with internal pot, Holley Red pickup pump, external swirl pot, Bosch Porsche EFI pump, Malpassi fuel regulator. Transmission Nissan RB20DET gearbox; DCS modified pressure plate, Exedy clutch plate; 3.9:1 K case R180 differential with Amax ATB helical gear type LSD; heavy duty CV jointed half shafts. Improved limited movement gearbox and diff mounts. Suspension & Steering Front - adjustable coilover King springs, Koni racing separate double adjustable gas dampers, anti sway bar with strengthened mounts, spherical ball inner lower control arm joints, eccentric camber adjusters, heavy duty tension rods giving adjustable castor. Rear - adjustable coilover King springs, revalved Koni Yellow single adjustable dampers, anti sway bar with strengthened mounts, custom tubular lower control arms with rod ends enabling adjustable toe and camber. Poly steering coupler, bump steer adjustable, Ackermann enhanced steering arms. Brakes One inch master cylinder, Wilwood adjustable bias, oversize booster, Bendix Ultimate pads. Front - 298 x 28mm ventilated rotors, Nissan four spot aluminium calipers, braided flexible brake lines, ducted cooling. Rear - 295 x 15mm solid rotors, PBR sliding calipers with integral handbrake mechanism, braided flexible brake lines. General Ventilated fibreglass bonnet and hatch frame with acrylic glass; fibreglass front and rear spoilers, ZG flares, aluminium belly pan, bolted in half roll cage built to CAMS specs; Sparco race seat; RPM shoulder harness; adjustable shift light, boost gauge, oil temperature gauge, relocated battery with master switch. This car has been owned by me for ~9 years. Originally rusted parts of the body were cut out and new pieces welded in, the body was then painted in acrylic and rustproofed. The dash and instruments were restored. Except for some light damage in the left back bumper area the body has never been damaged. The car has always been garaged and has been developed over the years to be both a fun road car and a competent sealed circuit car with an emphasis on superb handling and excellent braking Over time virtually every moving part has been replaced with genuine or Japanese new parts. Both the diff and gearbox have had their bearings and seals replaced as a precaution, all wheel, suspension and steering moving parts have been replaced, only the tailshaft is an original item. The car has not been used much in between the occasional sprint at QR, except to attend the Nationals at Shepparton in 2005. Its a hobby car, not a daily driver, built to be utterly reliable and has never broken down. What with the 280ZX coupe project and two garage spaces for three cars, the 260 just has to go. It will not disappoint.

Hmmmm, only its mother could love that Cherry, ugly little bugger

Not sure on what gearbox he uses, apparently the lubrication problem is basically caused by oil sloshing up inside one bank of cylinders in turns. He has this big steel plate bolted across the block base to increase block rigidity, like the old Repco Brabham F1 race engines used to have so I'm told. Usual thing with something light, lack of rigidity can be a problem

A friend of mine has a Triumph TR7 with a Rover V8 that he races. Not the greatest of engines for that purpose, he has continuing lubrication problems due to oil slosh. It should be dry sumped.

The VG30DETT has a rear sump so that part of a conversion would be OK. Having a turbo each side would be a problem, clearing the rails, steering.

Whats to 'rebuild' on them? I'd be replacing the shaft bearings and getting the rest of the components tested and checked, if the bearings are ball type then any good bearing supplier should be able to help. Caps and rotors? Check with Nissan or your local auto parts supplier.

Parcel post is as good as any, tyres would have to be reomoved though.

Been a while but IIRC I was to let people know when the wheels off the import S130 came up for sale. Here http://www.performanceforums.com/forums/showthread.php?t=67203395

Heysoos, that is a project mymad :eek:

Not much lately on who is doing what project wise, what progress is being made and how much bad language is being used in the process:classic: So, take a minute and tell us all about whats going on. My 280ZX coupe project is coming along nicely, bit more rust than I would have liked but its straight and thats the crucial thing. ZX body is much more complex than the S30, double panels, lots of boxed sections... Anyway, partly bolted in the rear S14 subframe assembly today, put a ex S15 17x8" wheel and tyre on to see how it fits. Beauty! Almost flush with the outside of the guard, will have to roll the lips but other than that it will take a 9.5" wide wheel at the rear without mods, its going to look good, very good:D

The late 260Z 27 spline stubs are the same as the US 280Z ones. There are Z31 turbos in Oz, seen them for sale.

Ideal for curb crawling in Perver's Paradise being a left hand driver Import it yourself from the US?

Agree about the 'gentlemans' Porsche club influence, money talks no doubt. However for whatever reason the tarmac targa type events are being opened up so that Japanese cars may be more competitive, the Porsche favouritism has perhaps become too obvious. For example, a friend of mine is checking out the eligibility of a turbo manual 280ZX coupe and has had a positive response. But one of the problems is that few people will spend the money on their Japanese cars and make the effort that Porsche owners do. Whatever you think of Porsches and some of their owners, they are prepared to do whatever it takes to be competitive.

Seeing that the later AU 260Z body was basically the same as the US 280Z body, its not difficult to build a fairly accurate RHD 280Z replica for the purposes of competition use. Probably more accurate than a lot of 'replica' Porsches running around On the competition history of the S130, apparently Alan Stean navigated a 2+2 successfully for a while.

That Carlos Casmiri S130 coupe may have been the NSW ex rally car for sale a while ago for $20,000, at the time I was looking for one. Not sure but it could have been badly smashed one time, which is why I hate rare old cars being used for dirt rallying. Anyway it was too expensive and potentially problematical for me. On the US 280Z, a replica but in RHD form was built in Q for historic racing fairly recently. And I heard that a LHD 280Z was recently imported by someone on the Gold Coast.

Can't go wrong with Bendix pads, I use Ultimates because the car does some track work. They did have an excellent high performance street pad named Metal KIng Plus but I believe they have been replaced with another.

Nice question. The gearbox just pulled fom my ZX import has the arrow facing to the rear. I would have thought it would face the front, whatever, the open part of the vent should face to the rear.

So what are you saying John, when they heat up in a race situation they work well?

That is a very generous offer, good on them. Have to say the Hawk Black is an awful brake pad, can't understand how it is still available for sale. Like you Eric I could hear the pads grinding the rotors, and see the results too.

Home now, no great drama, a good Customs agent helps. Note the gen-u-ine Nismo front spoiler, needs a bit of TLC. Wats are 14", adjustable coilovers all round, GAB shocks, all to go eventually.

Pity about the shape of the 350Z but I'm not sure how much input the Japanese had into the styling, seeing that is wasn't styled in Japan. Some of the interior 'old school' interior bits are close to tacky too, so contrived. The Z32 looks better as a straightout modern design than the 350. Agree about the Aston Martin styling as being much more appropriate, there was a Maserati that came out a few years ago that looked just right too.