Bambikiller240

meticulousness, avarice, and obstinacy, originating in habits, attitudes, or values associated with infantile pleasure in retention of feces. Fits you like a glove Priceless!!!!!!!!!!!!!!!! BTW, it's "destroy"

:tapemouth :tapemouth :tapemouth

Maybe it's your signiture that makes me want to treat you so ......? Priceless!!!!! EDIT Oohh, He changed his signiture, Clever!

I'm impressed.

Jerry: The early Scarab's were known to be a bit nose heavy, but that was corrected at some point. Modern V8 installations can be done several ways (alloys, engine sizes, heads,, locations, etc) that can get pretty close to 50/50 F to R weight balance. One of the more common set-ups is described in the "Jags That Run" How to Manuals for small block Chebbys. http://www.jagsthatrun.com/ They also sell installations kits. A V8 Z car dos not have to have compromised road handling. The guys over at www.HybridZ.org do some pretty amazing custom installations of various V8 motors, and to hear them tell it (last year at their Rio Vista, CA event) there is NO reason to settle for poor weight distribution in a V8 S30 Z car unless you "must" stuff the largest engine you can find into it. The one linked to in this thread has a Chevy big block, and a 9" Ford rear end (among other trick drag racing bits) Seems IMO to have been purposely built to Drag race. I couldn't find anything describing weight bias.

, tell that to the NASCAR Busch Series drivers that raced in Mexico this past weekend. How many of them developed "the flu"? At least half a dozen, and that doesn't count the mechanics and other team personnel, and guests who got the bug.

What is so "Classic Z" about it? About all that even resembles a Z is the sheetmetal (or fibreglass repro body panels). What else of a Z nature is even in the car? Clock? Ashtray? Look man, I'm not saying I wouldn't want a ride down the strip in it. I'm quite sure that it would be a blast. And I'm equally sure the owner enjoys working on it and racing it. No critcizm of that either. Also I'm not critcizing you for posting the link. It's been posted here before, but as stated by others (and myself previously) this club is populated by many more "purists" and you won't find many of us drooling over cars like that. If that is the kind of car you are really interested in, you'll find that there are other clubs populated with folks who are really into those kind of cars. Not every site fits everyones taste. cremmenga, ....whatever.

Last time I ordered bolts from MSA (2 years ago) for the Water Pump, and Thermostat housing and Thermostat Cover, they arrived in Nissan bags, but did not have the proper (grade) markings on the heads. I was a little concerned so I ordered another set of them from Courtesy Nissan and got basically the same identical bolts (many missing the grade markings). That is when I switched to Lawson products for my bolt, washer, and nut needs. The plating isn't correct, but at least I know that I have the proper grade and hexhead of fastener for my application.

...and the one where that thing is still a Datsun Z

There's no requirement for any of us to agree on anything. which is a good thing because some people live in fantasyland (where everything that is written is "true").

I may have one suitable for a sample as well. Let me know if it's needed & and I'll start digging for it.

What a CROCK!

Drunk: This is what was being talked about when someone refered to moving the rubber bellows and putting a wrench on the machined flats on the inner tierod when trying to loosen the outer T.R from the Inner T.R.

, Thanks for granting permission for us to joke around If the correct color plating is not an issue, it is quite easy to source most bolts and keep the correct hexhead (wrench) size, and hardness grade. Very few of the bolts on a Z are greater than 8.8 grade hardness (which is NOT the same as a US Grade 8 bolt, it's more like a Grade 5) I've attached a document that some may find helpful regarding SAE and ISO fastener grading. One only need shop the http://www.lawsonproducts.com/website/main.nsf/html/Home?OpenDocument website. 90% of the bolts used in the 240Z are of the "JIS" (Japanese Industrial Standard) form factor which results in the smaller hexhead than the bolts/nuts you will find in Lowes, ACE and 99% of the other retail stores selling metric hardware. There are minimum quantity requirements but in most cases it is not a very large quantity.

I agree. It has about as much in common with a Z as John Force's Funny Car has with a Mustang. If one is into Drag racing, I'm sure it's a fun ride, but probably not very interesting to a bunch of old school Z phreaks.

Why bother transporting it all? You buy it and I'll bring it all home and sell the parts you don't want. Without knowing exactly what he has it's hard to judge the value, but a couple of years ago (3 maybe) "Mr. Z of Albaquerque" was trying to sell his HUGE used Z parts inventory for $10K and AFAIK didn't find a buyer. I heard that his stuff went to the crusher.

Antlered RATS are in abundance. (I only kill 1000 a year so it doesn't hurt the environment) :pirate: :devious:

People seem to think that because we are discussing this now (in 2005) that the desire for things like a 5 speed wasn't known at the time the 240Z arrived on these shores. That's not the case. It was often discussed in trade magazines, and at race events by enthusiasts as well. Also, I wonder what was the percentage of Manual Transmission equipped 240Z's v.s Automatic Transmission equipped 240Z's? 50/50? 60/40? 70/30? Maybe 40/60? (I don't think so, but I really don't know) You sure don't find many of them (Auto Trans Z's) around these days. The Auto trans seemed to be more accepted in the 280Z, 2+2, and ZX models. I must point out that the 240Z was/is a 2 Seat Sports car, not a 4 Seat Muscle car (like the the Ford Galaxie 500's, the Plymouth Fury/Road Runner/Barracuda, the Dodge Charger/Challenger, the Oldsmobile Cutlass/442, the Chevrolet Impala/Nova. or the Rustang. The Z was smaller and weighed far less than the cars previously mentioned and seated only 2. The Z cars competed directly against the European Sports cars imported to North America, and indirectly against a few of the smaller American car's (but the Corvair was gone about the time the Z car first arrived). The Z was not marketed as a family car, or Muscle car. It was a Sports/GT, and a 2 Seater at that. Apples and Oranges IMO. It carved out it's own niche in the market largely from Baby Boomers who were coming of age, had no children, and wanted something exciting and different. They were disatisfied with the quality and style and range of products from Detroit. A lot of us (in that demographic) already had manual trans equipped cars and considered them desirable. I don't really think that tarriffs had much to do with the ability of Japanese auto imports to compete in North America. The way I recall the situation, Nissan shipped as many Z cars as they could manufacture to the USA. They were (no doubt) manufactured to a certain price point, but that point did not seem to be a hinderance to the marketplace. No threat to the "Big Three" was perceived at that time by anyone (least of all the Big Three themselves). No threat was recognized for some time, (around the mid to late 70's AIR) well after the 240Z had established it's (and Nissan's) presence in the North American marketplace. Even then tariffs didn't stop (or slow) imports, the threat of tariffs was used as a wedge to "encourage" Nissan, Toyota, and Honda establish plants in the US but that's about it. Another interesting point is that about the time Mr. K left the USA was when the Z cars began to morph into larger, more cushy "American" styled cars. I do agree with the statement that......."When you're selling an item with a 6 month wait, you can literally produce what you want and the demand will snap it up." No doubt about that. I believe that this is what kept the Z car from being offered with upgraded equipment more than anything else.

Today while looking for info on 5 Speed Transmissions, I found the attached write-up on fuel leaking from the filler area. It is from the book THE COMPLETE DATSUN GUIDE by Micahel F. Hollander Published in 1980 by TAB Books ISBN 0-8306-2060-5 Chapter 6 "Perfecting the Z Car" on Page 124 The attached picture of a Gas cap is (I believe) a 72-73 version. Enrique: If I gave the impression that one should just accept a leaking fuel situation, I appologize. I did not mean that. I merely meant that the fact that it occurs is commonly known. It should, however, be remedied ASAP for safety sake if nothing else.

What year and model? (that always helps) If you are refering to a 73 240Z. I *believe* that the answer is: There is only one and it is on the passengerside kick panel with the other relays.

I was shocked to find those Pinto wheels last week. I thought I had sold off all of that stuff 20 years ago. Found some old Toyota PU wheels as well, and a nice set of 14" Ansen Sprint Z car 5 Slots with center caps. Sorry the Rewinds are spoken for. They're MINE!

Most Cam gears have holes that are marked 1, 2, and 3 #1 is the "stock" location. If your gear doesn't have markings, here's a not very good picture from a shop manual. The bottom line of text is important to understanding the illustration.

But it wouldn't have taken hindsight when (early on) the clamor arose. Foresight would have done the trick. I still have a set of Pinto wheels in the garage that would look great on one of your Z's. I think the bolt pattern is right too.

Not a moderator, but I DID own a 71 Pinto with 2.0L German Ford OHC, and 4 Speed Trans. Drove the Pi$$ out of it for 3 years until I got my first Z, then used as a commuter car while I worked on upgrading the Z several times.

You are right Will. From a Nissan "bean counter's" standpoint there was no reason for them to "improve" the product beyond what was already selling so briskly that they could not supply the demand. From an enthusiast's stand point it would have been grand to CRUSH the competition, rather than just BEAT them.