GV260

Yes, exhaust came out of original outlet and it was not made bigger

My old Zed had the smoothed rear end but with a front bumper and it looked the goods as per attached side on and rear photo!

Looks like I'll have to update my rims......... Makes you wonder then where all the other references get the 4.5in rim size from - the earlier models must have come with 4.5 in? I agree however that if you are ever questioned at scrutineering they won't be able to argue against the Nissan manual!

Hi Rog, This is the problem with having 2 different bodies with deifferent regs (CAMS vs AASA). Instead of decreasing costs it actuals increasese them. As with all events the adherance to the reg's is dependent on the scrutineers picking up the non-compliance issues. Pre-event scrutineering tends to be more safety focus as oppose to reg's compliance. Entrants are deemed to comply and if not at post event then you are disqualified. Post event scrutineering generally only occurs if you win or obtain a place. Hence if you think you are a contender then compliance is vital - ie head gasket, tye size etc will be vital. Most Z entrants do run with 7 inch rims as the scrtineers don't normally pick this up (ie they assume original wheel size was 5 inch - but I do run 6.5 myslef to comply). Spoliers - if you are using factory copies, no prob's but if using after market design's then it will technically be a problem (if the scrut's pick it up or a fellow competitor dob's you in!) refer to clauses C37 & C48 depending on what class you are entering (LMS or MS respectively). Likewise for bonnet vents. Re use of an L28 is permitted but you'll be forced into MS (clause C41 & C24). Re gasket clause 20 states "Cylinder Head Gasket - The material is free, but the thickness must not exceed the manufacturers reconditioning tolerances." As you are under in thickness, you'll have no prob's. As for the bonnet pins I have a set of traditional pins that extend up from the bonnet rubber bump stops to above the hood with a rubber underlay. Thus the body work is unmodified and not marked by the pins but it complies. I trust this helps. If in doubt wait until the new reg's come out for 2011 event and send an email to the Chief Scrutineer to clarify. Graham

It makes you wonder about CAMS if as Gordon quoted "In answer to the question of the 260Z 2+2 Bathurst car. The car failed to comply as a touring car due to lack of sufficient leg-room in the rear and was therefore excluded." yet 911's and Alfa's were still eligible yet they wouldn't had more rear leg room than a 2+2..........

Can some one tell me when the stone tray became a standard Z item? Do they bolt onto the bottom of the chasis rails or the side? I have an early build number and my chasis rails appear not to have any allowance for them. I presume I could retrofit one?

My previous (and 2nd) Z was ........ can you guess??? ............. a 260 (its now belongs to peter mc26) & GV being my initials. Hmmm, how boring......... it must be the accountant in me ............... Pershaps I should liven it up and update it to ............. GV240..............

I went and inspected the car last Friday evening for my good mate/navigator who has since bought it. Considering it was 40 years old (resprayed 20 yrs ago), it was in relatively good shape and as it was original with matching numbers, I think it was a very good buy (paid less than listed price) for such a low build number.

My L28 rally race motor (triple 45mm Webers, 74degree cam) has only just been finsihed recently and we did a stack of dyno testing with rams tube length, air box set up, etc. In summary we found the longer 50mm tubes restricted air speed so we went with the genuine 45mm Weber ram tubes (as correct size for throat) at they gave the best torque and best power curve (note for rallying I need torque more than horse power). Interstingly, the Z Racing air box improved top end power but restricted power down low so we went with the socks. (Air box is for sale if anyone is interested).

I'm looking for some 'street cred' 2+2 pics (ie straight body with slight mods - wheels, lowered, etc). If you have any I would appreciate if you can post them here.

Congrat's to Ron and Jon on thie efforts. There is always next year! Regarding the Porsche's the biggest disadvantage the Z's have for tarmac rallies is the tyre size with the Pork's already a min'm 1.5 inches wider on std (depending on year and model even more) and with only an additional 2 inches on standard allowed the Z's just can't match on grip levels. Nonetheless, the fact that a good well driven Z can keep in touch with the front runners just goes to show how good the Z is. I'm just finishing my 2.5 yr full rebuld and I only just missed out on being ready for this year's event. I plan to be running in next year's event ..........

Spot on NZeder! Let the IRS do what it was designed to do and enhance it by focusing on spring & shock combination depending on intended use (and $$!)

Congrat's on your achievement and workmanship. I've enjoyed reading the thread. Once you get over the first stone chip you'll be able to drive it as you always intended! No doubt you already have other plans for improvements, etc. It never seems to end............ Enjoy the ride!

I'll take the rear FG bumper if it's still available - I presume it is for a 240 and not a 260?

I had a similar spec L26 bored our to 2.85 ltrs, but the head had 280Z exhaust valves and other enhance porting. Using well tuned original 240Z carbs it had a 105rwkw - it drove really well and was relatively good on the fuel.

How did you go with the handbrake - is it cable operated? If not what did you do as this could impact on legality of conversion given Z's are cable operated.

Are the wiper linkages still available and if so what condition are they in - are the ball joints tight or sloppy?

You've done an awesome job Pete and I can't wait to see it finished and running. I'm wrapped with the mods you are doing to it. I would love to get the PI's photos but better still on the track together side by side hard through Siberia or over Lukey Heights - would make some great pics.

Final pic

More pics

For those of you who maybe interested, some history of Pete’s car is as follows: • I purchased the car for $7,300 in 1988 from a fellow NDSOC member (Harry somebody!) It was my second Z. • It was a stock 260Z but had some minor mechanical improvement re 240 carbs, bigger jets, increased compression and extractors. • Built in Dec ‘75 it was an early 260 coupe (ie non-fluted bonnet). It still had the original reg’n - IKS260. It was my daily driver. • A new stereo was fitted soon afterwards. • Not long after I bought it the heater core burst resulting in a warped head which led to a motor rebuild. • The rebuild was done by a mechanic in the small country town of Corowa NSW where I lived. However, the mechanic just happened to be Steve Kaitler who previously worked for Nissan Motorsport and was a key team member that built the all conquering Group C Bluebird that George Fury put on pole at Bathurst in 1984! • On a limited budget, the rebuild took the 260 block out to 2.85ltrs and the E88 head was heavily ported with bigger valves and increased compression (10:1). On the dyno it made 105kw at the rears. Not bad given it was only running the 240 carb’s and off the shelf Genie extractors. • Car was then resprayed in March 1990 after a minor bingle, removing the C pillar badges and rear bumper, smoothing out the rear, filling the panel gap between the front fender and headlight surround, Ford XY GTHO phase 3 door mirrors and adding an Alfa Glass front spoiler. • Car was also modified to fit Skyline R31 read discs, BMW front callipers and rotors, heavy duty springs, an alloy half roll cage, Recaro seats, Nismo steering wheel and Enkei Nismo branded 15x6.5 rims. • Lap times at Calder were 76’s and PI 1.30’s. • A change of jobs in 1996 resulted in me getting a company car so the Z was garaged with the intent of converting it into a track/tarmac rally car. • Overseas travel and house reno’s meant the Z stayed in the garage with no use and slowly got worst for it, both body and mechanical wise. • The Z was eventually removed from the shed in early 2002 and given to Datrally/PowerPlay to get it roadworthy. Over the next couple of months I started pouring money into, mainly upgrading brakes, diff etc with the intent of building my dream Z. • As the work was progressing, Andrew Dunne (a NDCOS member) put his 240Z early build #408 track car up for sale as he was establishing a new business and had twins on the way and needed the cash. Andrew’s car was not complete but essentially the modifications/improvements I was doing to mine were the ones he had not done to his and vice versa so I thought I would build one really good 240 out of the two and sell the 260. • This is where Pete or more precisely his lovely wife (then girlfriend) came into the picture and she purchased the 260 from me (with Pete’s blessing of course!!!). How lucky is Pete having a wife who not only is a petrol head but a Z fan? • So the 260 on sale had pretty much been reverted back to stock except for the above motor mods and heavy duty springs. The rear brakes had been converted back to drums although I did sell a heap of spares with the car that included another R31 rear set up. The interior changes all stayed with the 260Z. Since the sale I have raced the 240 in both the Vic Circuit State Racing series and done some Tarmac Rallies. Over the last 2 ¼ years this car has also undergone a complete restoration removing every single panel including the roof, A pillars, rear quarters, etc, etc and had every single mechanical component rebuilt. Yes a COMPLETE rebuild in every sense of the word. The car is almost finished with only the engine to be dyno and interior put back in. In fact if not for selling & the buying a new house recently it would have been finished several months ago but is probably still 2 months away form being complete. It is sort of funny how both of “my” two Z’s have undergone complete rebuilds over the last 2 years but from different angles with Pete’s being purely track focused and no restrictions on mod’s versus my 240 being built to CAMS tarmac rally spec’s and thus limited in what mod’s could be done. I look forward to when Pete and I can line both Z’s up side by side all finished for some pics to compare them to how they were in 2002 as per attached photo.

Are the wiper linkages (ie arms connecting to the wiper motor) from a 260Z (coupe &/or 2+2) the same as an early build 240Z as I need to replace mine ASAP as the ball joints are loose and thus not operating as they should. If so, does anyone have any goood condition ones for sale? If they are different does anyone know of any other Nissan model that can be used instead and if so, where are they availbale from? Buying second hand 240Z is unlikely to fix the problem as they will also be worn given age. Thanks for your help.

Who rebuilt it, are the synchro's reconditioned or are they new and why are you selling it?

Some nice pic's of S30's 432's etc and links to previous Z stories http://speedhunters.com/archive/2010/09/15/event-gt-gt-ta-auto-sodegaura.aspx

Sorry Gordo can't make it as the car isn't finished yet and I'm trying to sell the house..............