dat2kman

Brand new Multi Layer Steel head gadket, $400 And a used one ( Hylomar to seal) SOLD Both are 91 mm and 1mm thick.

Anyone here done it? Experiences? Pitfalls? Who did you use? Are there double stack car specific containers for two rolling whole cars to one destination?

Dowel them, like dowelled intake manis to heads for port matching, or the dowels std on head to block. The cast alloy L series sumps if dowelled to block in a few places gives the block a heck of a lot more rigidity. The crank scraper mount holes are bigger to fit over the threads, as shank is waisted down due to the rolled threads being a bee's pecker bigger. Yes they move, too much, hence engine building chapter 7, lesson on dowelling! What's a Matlock Marathon, is that a in joke thing for old folks?

Whilst on old pics,,,

The crank scrapers do come with instructions that some minor trimming and adjustment may be needed in order to fit without interference. They are quite effective, with the suppliers espousing the benefits! Thats pretty obvious to those of us who build our own race engines, or take an existing car, and build it to be better and faster, and get out there and prove it, instead of just buying a crate motor and cobbling up various afterthought fix-ups to make it fit. So looking forward to seeing the end result of the selection of bits and pieces, bolted together, and the proposed trip to PI, and Bathurst, and the resulting lap times. As are no doubt, quite a few others on here. Comparison to the usual LS3 fitted Sports Sedans will be most fascinating.

Pretty clear, little Seb's daddy, has run out f money to give to RedBull for Sebby's fun time!

Flamin heck! He's alive! Sumwun pick me up ff da floor!

And when you get into cars used for serious competition, properly setup, in dirt, tarmac or circuit spec, the costs are even higher. There are some good cars out there, and this one is as straight as a die, put together by a fastidious car preparer.

Well, how bout this, the engine that was originally built and fitted to the car, is still in the car, and the car comes withh a rather large amount of documentation showing various work and servicing done, over its life, and in many instances the paperwork, adated and some quite old, sometimes makes note of chassis and engine number. In Aus some of the Z enthusists get all wet in the pants about "matching numbers" cars, ie the original engine as fitted new. Never seen a chassis mumber and an engine no the same!. Car is not a fake, the new owner is pretty particular about crap like that, he has a stable of very unique Aus and USA cars, all originals. Just like mine are.

Hmmm, 'Merica got the good 1600's! We have a matching numbers 432 arriving in Australia shortly, it'll be the only one. Along with a couple of 1971 GTR's!

A whole bunch of original Datsun sports cars, at their 2014 Datsun Nationals, held in Brisbane recently. Hosted them all (40 odd cars) at my joint for a bbq and day run. My kids did the video/stills thing!

Even though this is in the Qld section here, other older forum members from Vic and NSW, may recall, fondly, the Combine 6 Seties, ( Vic), and the Group 7 Series, (NSW) where, 6/7 car clubs got together and each club ran, an event, with pointscores for both attendees, as well as clubs. These were incredibly succesfull, as each club was guarunteed full fields, as all registered series entrants were vying for individual pointscores, as well as the pride of the club. I picked up, 2 years in a row, the NSW CAMS Speed Event Championship, the Group 7 Speed, and the Datsun Car Club Speed champion awrd, the club did pretty well in the rankings. PZG302, was running around in these events then, and plenty others are still out there, the odd name still pops up. It'd be quite easy to adopt those old tried and well proven regulations they ran to back then! Is there the depth and the number of S/E Qld car clubs? Not all may be CAMS affiliated or have members who wish to take out cams L2S (basic) licence. TSOA, MGCCQ, ZCCQ, MX5CC, WDSCC, gotta be others?

Suits L26 and L28 bottom ends. Pro made in USA, as used in many performance use cars. This bolts via mains cap bolts, and is designed to keep oil from being whipped up, and puts it back where it should be, the sump. Thats why it improves horsepiwer, the crank has free air to spin in! Brand new. The leading edge is razor sharp! It can even be fitted with engine still in the car, as you do not remove the mains caps, just one bolt per ! $150 Can pack&post.

Better bottom end lubing? What a load of bollocks. You end up with a wall of air trying to pass up the front timing case cover, along with air pressure going up the rear of block head oil drain hole. At front, with an engine at high rpm, you end up with a waterfall type flow of oil teying to pass down via timing cover, as the rear of head drain is full. We need the oil up in the valveteain to keep it all cool. With puston ring blowby, six pustons reciprocating and a crankshaft rotating it is a veritable mist of oil droplet laden air in the bottom end. The lower block breather is the large size it is for a reason. It in stock form, ultimately passes this pressurised air back into the induction system. This is why crank scraper plates/blades are a very usefull item, they provide more horsepower, and pull oil out of the whipped up air in the bottom. For sale L28 Crank scraper add coming up!

Ya kiddin! Pushrod engine, cart rear axle, a arm front end, nose heavy, vs independant strut front and rear, OHC engine , better aero. No brainer! The even more stock Group S 260Z's, are as quick, if not quicker, on lap and overall race times than the great majority of the up specced Gp N XU1's They'd be in the 2000-3000 cc capacity class, against the V6 Capri's. Oops, the value of the 2+2's has just now shot up! Everyone start stockpiling them !

In '75 they had to run stock diameters, but could be up to a certain width, depending on engine capacity. Could be optical, as the original image is a paper photograph. If, and it is a big if, CAMS and the Historic Commission, decide to extend the current cut-off date, for Historic Group N touring cars, currently Dec 1972, to be in line with Historic Group S sports cars, currently Dec 1976, then, a 260Z 2+2 ( only) will be elegible for Group N Touring cars, as the above evidence shows, they actually participated in races, back in the day, which is the requirement for Group N. The Z would get the following freedoms, as per all Group N cars. Triple Webers, Alloy radiator, Electronic ignition, 7" wide rims ( but only a 60% aspect semi slick tyre) Vented disc rotors on front, must be same diam as stock, four piston calipers. Negative camber maximum f 5 degrees. 2.6 litre engine, stock stroke, 1.5mm overbore. Close ratio gearbox, LSD diff, oil coolers.. It'd go alright up against the Torrie XU1's !

I had a look at it the other night. No. It's being tested, on track, at 7500 rpm plus.

Aahh, so wish i could do this! This is an excellent event to do, bare basic requitrements for both cars and drivers! No it is not racing, but with some 50 cars on track, getting swapped with their team mates car, for 6 hours, you are kept quite busy! Excellent event to blood prospective future racers! Who's in the Sc A Fa?

You speak of things very familiar to me. Things that the young whippersnappers of today, have very little comprehension of! We must have crossed paths at a race track in Vic, at some stage, in the early 1980's!

Touring Car version.

Ha! Send me some stickaz when you do !!

Buy or borrow a flexhone ball tool, whack it in a decent hand drill, and clean up your existing bores. Measure at three points to get an average, and just buy a set of ACL rings. Wire brush some old stock flat tops, fit rings. Mic up your mains and big ends, if no scoring, if scoring, just get it linished off, then buy ACL bearings to suit clearances reqd. Wire brush old valves in head, a bit of lap paste and a wooden stick suction cup tool, you've reseated your valves. Replace any broken bits, whack it all together, in your backyard, New Delhi style, total cost, under $500 for parts, gaskets a bit of crank linishing Ghetto L-Gata!

Pm'ed.

Nah,,, but when we're standing together in the pits at Eastern Creek, and someone in the distance yells out,,,,,,,, "Oi Fatso!" We both turn, and answer,,,,,"yes?"

Watch it boys, the Ginger is on here, reading these posts. He'll get a big head