JMT240KGTR

Not againt the C110 but that example is in pretty bad shape. Unless you have spares, and access to others to wreck parts, restoring this is going to be very difficult and expensive, never mind that panel work required! The seats in there are quite common here in Australia, I think mine have them or a previous one had them. It took me over a year to get original undented chrome surrounds, panels, grilles, bumpers, for my C110 and it's not like you can't find them here in Australia. If I had a coupe in good condition I'd prefer that to a sedan anyday, but good coupes are hard to get. If you find examples of a C110 Coupe hard to find in Finland, don't bother with that, unless like I said, money isn't a factor! Cheers

On the subject of headers/extractors and the difference between 240(C110) or Z, there is a difference in design for extractors. I bought Z extractors for my C110 and found that I had to cut out and re-fabricate a collector because it hit the steering arms. Just a note if you're thinking it's a straight bolt in which it isn't. Looking back I would have gone with the original dual pipe standard manifold. These are weak around the exhaust side of the flange (30+ yrs old), the weld tends to break free over time and even the smallest break will have you re-tightening/loosening to try and get it right but you won't. A simple fix is to bolt the manifold and pipe together and re-weld the flange, but I couldn't be bothered!!! Happens to a lot of us sometimes! Hey Alfadog (Lachlan) hows your coupe going? I'm trying to get hold of 4 pot Hilux calipers for the K, let you know how that goes.

The single carb conversion is very easy. Throttle linkage; when I convereted my C110 to dual 240 carbs the throttle linkages didn't required any mods at all. The throttle "arm" that comes out from the firewall to the carbs was the right length, so that was fine. What you could do for the choke is only connect one of the two choke cables that are currently setup in the Z to your new single carb, just tie the unused one out of the way. More efficient but not by much, I was surprised how efficient the 240 carbs performed when well tuned, but I do agree that it is much simpler to tune and maintain. :classic:

Where are you in Melbourne? I'm from Melbourne as well.

Type of cam would depend on a number of factors ie compression, size of carbs or multiple carbs (webers), and application (street use, race use or both). Whats your set up?

Agree with that! Take care of the chain and retain the tension/timing position and it is very straight forward.

Yes, correction, doesn't change the stroke, but the overall rod/stroke length.

Question for L6 gurus; Considering some mods to my L28N42, current set up is internally stock ie dished pistons, rods, bore, etc. Reading through a couple of books last night and was thinking rather than fitting flat top pistons, would it be worthwhile fitting L24 rods to the L28 crank, effectively giving a total cranking length of 212mm (top of stroke), as opposed to standard 209mm. Just considering this as doing something different, but don't want to create hassles by doing so as well! L28 crank has a stroke of 79mm, rods 130mm. L24 crank has a stroke of 73mm, rods 133mm. My combo would obviously be stroke L28-79mm, L24-133mm rods, 86mm bore. Anyone done this, and if so, thoughts appreciated. Can it be done with flat tops, or would comp ratio be too much? Would the pistons protrude too much past the deck? etc etc Thanks.