hls30.com

http://www.atkengines.com/whybuy.htm Will

The orange ring of glyptal is there to mark the front for cam resurfacing/installation, I was told it is an ATK thing. Will

Welcome and silly lesson #1 What you may try on a stuck spindle pin will not work on a keyboard! No penetrating oil, hammers, heat wrenches, sockets, or the like-I refuse to answer how my personal experience has proven this to be so! Will

Congratulations! I would ask what options you ordered from the factory, but I think that he was sort of like a 240Z if you could take it home you were overjoyed! He is quite the handsome fella! I would hate to know what it costs to fill him up, and I can assure you from personal experience, there is no way he will pass emissions! My Thomas is now 10 weeks old, 17lbs and 26"( 7.7kg, 66 cm) and growing like the bills for my Z! Will Vive la Timothee! (No accented e on the US keyboard...)

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Any body have a measured technical drawing of the later tranny? Will

Don't bet on it, unless you have already installed a 350Z engine! Will

Car-parts.com has 47 of them listed from $800 up to $2000, 9 more listed with no price. Highlights: a 3k@$910, a 1k @$1700, a .3k@$2000 (that is 300 miles) Will

Welcome-this site is really aimed at the 70-78 Zs(S30 series), but the injector/rail cooler is crucial in hot weather (90F plus) if you are parked for less than 20 minutes-stops vapor lock caused by heat soak(made far worse by high ambient temperatures) not really important otherwise. Will

Jonathan, The mats Carl supplied pictures of are the ones I spoke to you about. Will

I am setting my car up to look stock but have some nice upgrades. I am purposefully working every upgrade (using later model factory Nissan parts) in such that all but the most well versed S30 fans would not really be sure the car didn't come that way, but in using the car would the ugraded fuctionality become apparent. All of the upgrades I do will be completely undoable, and I will keep the original parts to reverse the process later, just in case. When it is through I will hopefully see/show everyone at the MSA show. I don't think stock sucks, I just think evolving the car, but keeping its cosmetic charactorization, is more in tune with me. I respect both cars that are in the ZRush stable, for the same reason, some one cared enough about both of them to do the job, or have the job done, right. Will

Come on Tomo, StingRay with Tommy Lee Jones pretty well beat you to the punch-and it was cancelled early on.... Will

Take a deep breath, and find who mentioned money first. I think the passions at play colored the black and white(posts), and made this mess. Too much reading between the lines, and not enough reading the lines. I am guilty myself. Will PS The first vettes did have an all fiberglass tub frame, that was replaced by a steel frame-as I understand it to lower the chance of a fire due to the exhaust psystem proximity to the frame.

I am interested in this idea, but before I commit to buy something I would play with the process myself to see if it would turn out as I envision. Between that and shipping, the parts would probably not be cost effective to ship from Sweeden-though I do know a automotive enthusiast family that owns a business and travels to and from several times a year. I have vacum formed carbon fiber myself-not an expert by any means, but I have used the stuf, and obtained good structural ridigity, and better cosmetic appearance. I think the vent panels at the base of the windshield (both interior and exterior) would be great candidates. Will

AutoSpeed Issue: 311 Section: Special Features 17 December, 2004 The First Z The story behind one of the world's favourite sports cars - the Datsun 240Z. By Michael Knowling At a glance... * One of the world's most important sports/GT cars * Japanese built to suit the US market * Independent suspension and rack and pinion steering * True sports car performance with good comfort * Affordable to the masses The Datsun 240Z was one of the world’s most groundbreaking sports cars. The 240Z wasn’t the fastest, the most sophisticated or the most innovatively styled vehicle of its type. But what it did achieve was a combination of sports car driving characteristics, interior comfort and a level of affordability that the US market had never before seen. The Zed brought the thrill of sports car ownership to the masses. In the wake of World War II, Nissan Motor Company Limited concentrated on building relatively pedestrian vehicles for its home market; its export program was sporadic. The company knew it could continue building basic, cheap transportation, but to become really successful it needed to turn its attention to America – the most lucrative automotive market on Earth. Mr Yutaka Katayama was employed by Nissan Motor Company Limited in 1960 and was charged with marketing in North America. (Incidentally, until the early ‘80s, all exported Nissan-manufactured vehicles were labelled as Datsuns.) Convinced that the best way into the US market was to introduce a line of sports-oriented vehicles, Mr Katayama pushed along the development of the convertible Datsun Fairlady 1500. It is said that the Fairlady 1500 was merely a copy of contemporary British sportscar designs, but as its engine capacity grew to 1600 and 2000cc it began to raise some interest in the US. The Fairlady platform was also used as the basis for the Silvia 1600 coupe, shown in 1964. Unfortunately, this vehicle did not receive much praise – it was seen as too cramped and having too small an engine. The Silvia 1600 never got a chance to sell in America, but it did appear in limited numbers in other countries such as Australia. The exterior design of the Silvia 1600 is largely credited to Dr. Albrecht Graf von Goertz – a gentleman with experience at Porsche, BMW and Studebaker. Following the Silvia 1600’s US market flop, Mr von Goertz and Katayama were teamed up to work on a sports/GT vehicle that was built from the ground up to satisfy the American market. Yamaha also assisted with the project but, when development delays arose, Yamaha took what they had to rival Toyota... The vehicle that appeared soon after was the Toyota 2000GT, as pictured here (see Japan's first supercar for full details). Although this must have been extremely frustrating for Nissan Mo Co, the Toyota 2000GT proved that – yes – there was some real potential for breaking into the US market with a sports car. Fortunately, Nissan thought they could create a vehicle similar to the 2000GT at a much lower price. The project was reborn – and this time there was a real urgency about it. Full-steam development began in late 1966 and Nissan Design Project Z had some very specific criteria that had to be met – it had to have a comfortable cabin capable of carrying two people over 6 feet tall, it had to be styled to appeal to the US market and it had to have a relatively large capacity engine. It was also essential that it meet foreseeable US safety and emission standards. But the 240Z’d biggest selling point was its affordable price. One of the ways Nissan kept the Z’s price to a minimum was to employ an existing engine design and to use interchangeable parts wherever possible. As its name implies, the 240Z was powered by a 2.4 litre engine, which was a SOHC six-cylinder based on the existing L16 four-cylinder (as used in the popular Datsun 510). Even by today’s standards, the L-series six-cylinder is a remarkably smooth engine and, perhaps not surprisingly, its design wass apparently very similar to the Mercedes-Benz 220 of the early ‘60s. The 240Z’s L24 employed a cast iron block and SOHC alloy head, seven bearing crankshaft, 9.0:1 compression ratio and twin Hitachi carbs. An automatic or manual gearbox could be specified. The new Z engine hit the market producing a creditable 151hp (113kW) at 5600 rpm and 146 ft-lb (199Nm) of torque at 4400 rpm. With a kerb weight of 1070kg, Nissan claimed 0 – 60 mph (96.6 km/h) performance in around 8.0 seconds. Top speed was 125 mph (201 km/h). The Japanese Market Zed Due to heavy taxes for vehicles over 2000cc, early versions of the 240Z were released in Japan with a S20 twin cam six-cylinder. This vehicle is known as the Fairlady Z 432. The '432' part of the vehicle’s name refers to its mechanical configuration – it employed 4 valves per cylinder, triple Solex carburettors and two overhead camshafts. With this level of engineering, the S20 engine was a technical tour de force in its day and produced 160ps at 7000 rpm. Driving through a close-ratio 5 speed manual and a 4.44:1 LSD, it covered the quarter mile in the high 15s. Less than 500 examples of the Z 432 were produced and some were put to use by the Japanese police. A lightweight Fairlady Z 432-R was also available for racing purposes. A couple of years after the release of the Fairlady Z 432, the Fairlady 240Z-G appeared on the Japanese market. Equipped with spoilers and wheel arch flares, the 240Z-G employed the same L24 as fitted to export models and produced the same 151hp output. It is believed this model was also sold in certain counties outside of Japan. Unlike its tubular framed 2000GT counterpart, the 240Z was built on a traditional pressed steel chassis. Nissan employed many of the design techniques applied in existing models to help reduce development time and to minimise cost. The suspension layout was seen as an important aspect to spend considerable time and money on, so Nissan gave the 240Z independent suspension for all four wheels. Struts were used at each corner and front and rear swaybars were factory fitted. Steel 14 inch wheels and 175mm width tyres came standard. At a time when recirculating ball-type steering was common, the 240Z also employed a more sophisticated rack and pinion set-up with a very direct 2.7 turns lock-to-lock. The front-end was fitted with 10.7 inch disc brakes and 9 inch drums at the rear. Servo assistance was used. Stylistically, the 240Z was a reflection of what the American market wanted; and for that reason it looked very ‘un-Japanese’. So who is the genius that designed it? Well, von Goertz is said to have pencilled the original shape but a team of Japanese Nissan designers were responsible for the final product. It shows strong influences from the Jaguar E-Type, Porsche 911 and Ferrari Daytona. Initially, the Chief of Design had wanted to Z to be a smaller vehicle powered by a 2 litre four-cylinder. There were numerous body designs around this concept, but when it was decided to go for a six-cylinder, the body had to be widened to accept the transmission tunnel and the bonnet level raised. In the later stages of design, the headlights were relocated and adopted their ‘sugar scoop’ appearance in accordance with US safety standards (which required the headlights to be at least 60cm above the ground). Interestingly, Nissan also toyed with the idea of a convertible but such a design would have made it difficult to meet tightening safety standards. After about 3 years of development, the Datsun 240Z was released in the US-market in late 1969. And, yes, Nissan had managed to follow through with its plan to keep its cost to a minimum. The new 240Z was stickered at US$3526 – well under the price of a Corvette or Porsche. Contemporary magazine tests were overwhelming complimentary of the Z and, as intended, they caught the attention of the American public. The car was seen as “the first American sportscar built in Japan.” The initial batch of 1969 cars were quickly snapped up and in early 1970, Nissan Japan increased production capacity to meet demand. Up to 4000 units were being sold every month – well over Nissan’s expectations. Note that production of right-hand-drive 240Zs – which were sold throughout other parts of the world - did not commence until 1970. During the model run there were a few minor detail changes. In 1971, the air ventilation outlets were relocated, the door mechanisms were revised, seatbelts were reconfigured, the steering wheel was restyled, speedo and oil pressure gauge were changed and a few other minor changes occurred. In 1972, flip-forward seats were introduced to provide easier access to storage behind the seats, new hub caps and wider rims were fitted and a redesigned centre console went in. In its final year of production – 1973 – the 240Z was equipped with various safety and emissions equipment to meet tightening US standards. The 240Z also proved itself as a highly competitive race car, winning its class in SCCA (Sports Car Club of America) racing from 1970 onward. The 240Z also enjoyed considerable success as a rally and long-distance enduro car. Unlike many other Japanese vehicles, the 240Z was quickly adopted by the aftermarket performance industry, which helped enhance its appeal. The 240Z continued excellent sales into 1973 when it reputedly topped 116,712 units. The 240Z was then replaced by the longer-stroke 260Z model. The 260Z was available as a 2 + 2 and had put on substantially more weight – a trend that would unfortunately continue for many years... Copyright © 1996-2005 Web Publications Pty Limited. All Rights Reserved

Sorry about that! The only reason I feel I can get away with copying it here is that I can email it out to anyone from inside autospeed anyway-if you are interested enough to pm me with your email address, I will email you the entire article. For those of you who are looking for a set of usefull guidelines for upgrades, Autospped has a ton(and I do mean a ton!) of them in its archives(the reason I signed up), is always adding new how to articles, and is very reasonable to subscribe to... http://www.autospeed.com/cms/specialOffers.html The next post contains the article sans the pictures. If it needs to go away,My appologies for posting it, I did leave the copyright info, and to elaborate on what I said earlier, I can email it to up to 5 people at a time from the actual posted article. Will

Some competition for the "fish" channel?? A "Screen Saver" (What a misnomer) by any other name? Maybe we could get a more active slideshow from the images here... I have been looking a some of the recent threads and thinking, this is the stuff great commentarys are made of, takeing exerpts from them-with explicit approval of the quoted members would make for some very informative verbage to illustrate with stills and footage... Too much to do on my Z. to many diapers to change on my son(Daycare starts next week!) and not enough time for both much less anything else! Will

Here is a new article on our Zs! http://www.autospeed.com/cms/A_2376/article.html? Enjoy! Will

Maybe something to work into the JDM headlight covers, Hmmmm.... Will

Carbon fiber and epoxy are essentially translucent, remove the markers, don't cut the cooresponding holes in the cf panels, and mount light housiung on the inside of the fenders, such that the light flows through, catching on every strand of cf. A backlit indicator, (no protrusions from the body) The lights would only be visible when on-no bulges in the bodywork! Will

The first corvettes were fiberglass-frame and all-I t was done then, and I am reasonably sure technology has improved to make the materials and applications even better. Will

What things would you want to see on a TV show on a Z? Will

TomoHawk, That "general disnterest" is a really strange phenomenon given their earlier statement indicatinfg that too many were made for them to appreciate. If there are that many still around, it can olnly be because the owners value the cars enough to take good care of them-indicating a vast following, and quite an available audience for television viewers-I guess the powers that be hear what they want to hear. maybe it is time for a new channel: ZTV Sounds like a new thread...Lets make our own show...contributors? Will

Only in the rear(enlarge and rework the rear marker opening, strip the fender to bare metal, and bond them on, the side marker light will glow through the whole panel because of the carbon fiber)! The front fenders would be direct bolt on replacements(painted silver underneath to match the "over steel" look of the rears after bonding to steel), and have the headlight scoops molded in. Will

You guys seem to have forgotten, an auction is never about the cars, it is about selling the cars. The whole thing is geared to sell, and that is why everything said will be to make the buyers feel good about parting with more money than it would take to reproduce some of those cars from parts bins, and aftermarket sources. Tires, asphault, gasoline and most importantly addrenaline dont care about authenticity-education(read propaganda) tells all of us that it is important. A red Shelby 500 can't be told from a well made replica from the drivers seat, and that is where a sports car was made to be enyoyed. Buying a car from a BJ auction is exactly like buying a camcorder, you aren't buying a collection of metal plastic and glass, you are buying the memories and emotions it captures. Will