dat2kman

SSS Automotive/Graham Wilkins, in md 1980's would go through around 20 four clylinder blcks on Sonic, before finding a good one to turn it into a 2.4 litre with offsett welded/ground crank and boring. The pile of L20B blcks at one stage was a bit big!

These things run full chassis under body, make excellent Variety Bash or Sh1tbox Rally cars. Easy motor upgrade chouces too, to make them not so much the Luxobarge they are!

and what would "doing a jason on him " be? Mike will get up to speed just nicely at the Qld tracks, the task will be to keep Andy Wilsons very quick little 105 Alfa at bay. This is fun!

Consider yourself extremely lucky to have gotten signed off on your OLT, in a Regularity grid! It s supposed to be done in a Race grid! But dont go telling everyone, or we may ( i hope we do!) get an influx f Southerners turning up for the July Historics doing their OLT's! Ask tye question of the HRCC f you can run as "Invited car" with the ( usually!) low grid numbers field in Group S for the July meet. Gove Stan a call and ask him for acceptance, of your heavy spec () Tarmac rally car, on treaded type tyres,,,,, They've let McKeon run the slck shod car, in past!

The ex Kieth Honor car, now owned by Jeff Blakely is an early imported Fairlady Z. Jeff still has the L20A engine for it!

Too late, James Bond 007, already did that with a Lotus Esprit, or something. Drape a full fibreglass body shell on top f a 14' tinny, with a 70 HP outboard powering it!

Go through each one, ne by one, remove and make a note of the accelerator jet sizes, mains, airs emulsions. You say middle two plugs are quite black, compared to front/rear two. Sounds like carby no 2 may have incorrect bits in there, compared to other two carbs. An O2 sensor up the exhaust will only tell you the total of all six cylinders.

They'll fit just fine, inc the tyres on them. The 280ZX has a lot more clearance under the guards.

General Motors Holden, and Ford Motor Company, here in Australia did build quite a number of cars that had no body serial numbering on them, These were Special Builds on request from within the company, and they had production line deletions and additions, Mainly additional seam and spot welding, and only one primer dip coat, and one final top coat. The finished cars were either allcated to be Company use as test beds, or allocated as "out the back factory door" to certain race drivers or race/rally teams. Surprisingly, a few survived and got out into the real world, and are in circulation today. Some were also given the same setial/VIN number as other cars, but only if those particular other cars had been destroyed. Tand others ( with no dentifier numbering, were built as fully prpared "T" (spare) Group C Touring cars, and were sat in the big transporters of the teams at race tracks, in case one of the other actual race cars were rendered inoperative mid meeting. This now creates a bit of a quandary today, as there are duplicate Group C cars, both the same, and both from the one race meeting, driven by one oroginal driver!

Alan, we have tried the mathod of approach to the "contact us" section of Nissan Japan's website, on both ccaisions the reply was " we do not have records that date back that far, sorry" And that there was no person at their website able to assist. Back to square 1.! I did meet Kazuo Hioki at Zama, but have no contact detail for him direct. He very fondly recalled his time spent in Australia, and recalled the Group C Bluebird turbo race cars, as well as the very unique rally car Nissan Australia built for George Fury. Kazuo even asked if I would lile to donate that car for it to be displayed at Zama. But, that was 5 years ago, and, as above, I have no contact for him. Do you think he may be able to assist in obtainng a "letter of confirmation of manufacture"?

That head is not shaved terribly much! Do a height measure., if it is at 107 ( ie 0.9 mm off) or so, ot could have the tweak done as I mentioned, Jim M at Stone st, knows how to do this, he did a motor for me many years ago, and did this. Chewing f rocker pads is another issue, but can be related, f wipe is set incorrectly. Use a very high zinc content oil, or at least a couple of bottles of a zinc rich additive.

Absolutely pointless! We know what the requirements are, and work within those! I have just been sent a whole magazine,Austrlian Sports Car World, 1973, by a member here, Andrew, and it contains fair Y detailed information in the road registered cars, as built by Nissan, that were sent out here under Carnet De Passage. This, and further pictures, parts catalogues, and other material, will be used in a submission. The crucial thing is that we need a letter from Nissan advising that there were a number of cars built, new, that had the items fitted. It is this detail that will be submitted to CAMS. G The fact that they were built by the factory, to be registered ( transport approved) on public roads, is sufficient requirement, as advised by Bruce Richards. Alan Thomas, do you have contacts at Nissan Japan? Does anyone have a possibly sympathetic to our cause, person at Nissan Japan?

Excellent work, to see you have solved our braking concerns! And now on to solve our "aero"! What is specified in the CAMS Group S specs sheets along with the FIA Homologation papers, in conjunction, as what is permitted. Noting some items are valid/invalid for PRC. ( Austrlian Rally only from 1988 onwards, we built a 260Z that complied, and eventually won the NSW State Rally Champs) It matters not that the Aero were never a "production" item, the front/rear spoilers were applied for many many years ago, based on the mid 1970's useage of these items on the then Production Touring Cars, at the time, only here in Australia, it was this that got them accepted, and only certain specific designs and sizes.

Yes, yes it is! It may pay for a number of us to get together and do a bulk purchase, and get them sent via Sea Freight

Virgin head is 107.9 mm thickness What is yours now? I have seen up to 3mm shaved off, but this requires the alternative to the stock oil plunger tensioner, and removal of the friction causing curved sode guide. You then just leave camtowers direct bolted to head. If it has had around 1mm only ff it, the old engine guys used to do a little mod to the mount holes in the oil tensioner block, and elongate the mount holes in the curved guide. A multi hole cam sprocket, or a vernier adjstable can sprocket will go some way to compensating for the reduced height of head and getting cam timing. If you do need shims, i have some sets. Not a big fan of them!

I got a set of Hilux calipers here, can pack and post.

We're a tiny bit more civilised than that. As a FYI,, the other Gp S cars that the Dato Z's are up front with are running four wheel discs, and ventilated. They do not have any overheating concerns, unlike the solid rotor front/drum brake rear Z's that are mxing with them. We have come up with a vented rotor, same OD as stock, and a modification/addition, to the stock caliper, that will straddle the rotor. We dont have a major issue woth pads, and are using various top f range froction co- efficient pads,,, it is the heat build up in the rotor, hib, wheel centre and caliper, that causes the issue.

How are you going with the suspension changes? Any brake upgrade thoughts? Yep, nice history story, good to see it continuing! You got plans to have kds so you can pass it on?

Jolly shame you never got into actually racing,your car, let alone racing in Group S, with your first 260Z that you had way back 15 or 20 years ago. So easily could have, still could today! You'd have nailed it. You'd be right out in front of every Porsche and DeTomaso! And best of all, your brakes would never ever give you an ounce of trouble, and your confidence level will be at 110%! Talk is one thing, very easy to do, the actual doing of it is totally another, and the number of curve balls that get thrown at you during a race, keeps you on your toes. We have tried pretty much everything as you recommend, even a few things that you havent come up with, but it comes down to the effective management of the heat buildup, and inability to dissisipate the heat, from the components that the category requires us to work with, and within the rules we are required to follow. The Group N cars have pretty well got it sorted, under their rules. Some of the Group S Datsun racers are discussing this now in relation to " safe workplaces/OH&S " this is a different tack, in that we are "working" within rules, as set by an Authourity, that a number of us now, have physically proven are "unsafe" and could cause personal injury. More a pro-active, than a re-active, stance. Get involved, go and do it, instead of telling us theories and second hand gathering of research. Come and work with what we have to work with.

You chasing a P90?

Wow! A Seth Effriken car! Any dea if he will go Gp S, certainly looked neat.

Aaannnddd,, Tir31 on here is selling a 4.375 LSD!

When you can get the likes of James Flett, Peter Lang, Chris Grey, Wayne Potts, Russell Stanforth, Mike Jones, Hung Do, myself, and no soubt a few others that have actually been there and done that, together, and belive me, we have all tried lots of various things, we are, at present, limited to a solid rotor, that retains a hogh degree of latent heat, between each application, that then transfers that as further built up/latent heat into a cast iron caliper, there is only so much these can handle. I have seen Lang and Potts, sail off the track at T4 and T5, with no brakes whatsoever, I have sailed ff at T1 Morgan Park, alonside an equally braking bereft Shelby Mustang., at the 8 lap point in a 10 Lapper. We have just about every brand of pad here, crumbled and turned white, ( the QFM branded ones are the worst!) Australia is the only country where, as Historic Prod Sports category cars, have to run the solid rotor. US, UK, Euro and NZ, in similar type category allow fitment of period correct item. I'd be quite happy to take pics of failed/destroyed components and post up, ( but this site does not accept my ipad pics) These very items have been shown to Bruce Richards, he is quite sympathetic to the Z racers, but, as you know, we need to show that Sumi 4 Spots and venteds, were fitted to new cars, at a Nissan factory, He is the chap that has said he will push this through CAMS, but it comes down to just one A4 typed letter, from Nissan, stating that they did in fact fit the items to new cars.

Just think of it as "insurance" Anything you put in, modify, or after,arket items, is all done for long term insurance. If you know what to do, and there are plenty who do, and even more plenty that like to think they do, but have NFI, you can build an absolute stink hot combo, but you need to mate engine, box and diff. You have already got the brakes and suspension sorted first,,, one would hope!

Porsche run vented rotors bgger caliper/pad area, cars are about same weight. And the Elegibility inspectors are on the lookout for illegal spec rotors and calipers, the nabbed the Alfa boys at EC a few years backdef no drilling or slotting f rotors, are able to remve backing plates at front. Are able to drill holes in rear drum backing amd rear drums. They just get hot, very hpt! No extra ducting permitted. Unless as built, have seen a few cars get lgbooked for running ducting to rear discs, in combination with additional cooling to the rear mounted emgines,,,,,