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Turning by hand will not be fast enough. The oil pump has clearance inside that will allow the oil to leak past the rotor before it builds pressure if you're turning it slowly. Dribble some oil over the rocker arms and cam lobes and use the starter, with the spark plugs out, and you should be fine.

Another week at the bodyshop has gone by.. some progress has been made.. Made the lower parts of the left fender this time, to weld in. Lv = (links voor) or.. left front. front part of the fender. The rear lower part of the left front fender is made but no pic's yet.. Then there was the left door, did some as we say "beeldhouw werk" sculpturing haha, it needs after 40 years and a not perfect strait weld some bondo.. Almost ready for paint... there was a spot that was not perfect.. where the mirror sits or sat.. some rust spots, i better weld some copper in.. ( sp.L= spiegel links) mirror left. maesurements are centimeters. cM. Welded the holes from the mirror.. but then, when i checkt it, the metal was to thin... At the end of the day i went for the better option... I welded it all around.. but no pic yet.. These are the small things that take a lot of time but they are necessary!

Classic case of one car avoiding an accident creating another. Morton had left a gap, Johnson saw it and moved over to avoid the slowing car, Morton couldn't slow enough to avoid the accident. It's racing, it happens, no ones fault. Easy to analyse after the fact, we've all had them in the heat of a race.

Hi Blue , I added notes , I hope you get it . This data must be a " typical " for works rally cars, each car has each set up I think . Kats

What... is.... that....

That piece can be hand fabricated ( depending on your skills) out of Delrin plastic and a Dremel Mototool. Delrin is dang near indestructible.

Thank you Kats, but I don't think it will help me. I have a switch like it, with the inside plastic piece broken in 2. The switch itself is ok, but it won't "rock" up and down now as a result. Unless someone has plastic printed this part, which I would do if it was 1 piece but I'm not sure if it is missing any parts. I tried to keep what fell out when I pulled it apart.

Hi everyone, thanks so much for your inputs .Those inputs make this thread attractive so much . I really appreciate it , as usual . Recently I have been writing about various kinds of cars , today I am back on route , Datsun 240Z vs Fairlady Z432 . I want to say , both are great great cars , each cars has each fantastic things . About their engines , here are some comparisons . ” Stock specification “ L24 150 ps , 21kgm / S20 160 ps , 19 kgm ” L24 Racing specification “ 200 ps , 24.5 kgm (71 Monte / Safari ) 250 ps , 25.5 kgm (73 RAC , 2498 cc ) “ S20 Racing specification “ 200 ps , ( 69 JAF Grand Prix ) GTR 253 ps , 21.9 kgm ( 71 mid ) GTR 265 ps , ( 72 Fuji Masters ) GTR Wonderful engines they are , Nissan is not a manufacture like Ferrari or Porsche, but I think Nissan did great ! An interesting interview of Nissan works rally team manager Mr. Namba and Mr . Wakabayashi after winning of 1971 Safari rally he said “ we dropped its engine power like a normal car , range 2000-6500 rpm , compression ratio 8.0 ( usually 9.5 for racing) . We assumed average octan 93 , field elevation 0-3200 meters for the race. High-tuned engine is not good for this race , we used standard head gasket , we shaped inside of dome . Also carburetor setup is the key , this rally has various field elevations from zero to 3200 meters , that made us feel challenging. With the assumed octan 93 , we finally settled down setting them at 1800 meters , that was Nairobi “ ... I am so amazed by reading this interview, what a fascinating they were ! And a clever thing is , they filled up their 510 rally cars with six different kinds of fuel before sending back them to Japan ( maybe this was common for rally team ? ) after winning of the 1970 Safari rally. They thought quality of gas was not the same , they needed to know what was the average quality so that making trouble free engine . They analyzed and tested those fuel , then they had got the plan for the 1971 Safari rally. Also an interesting interview for the three ex Prince Murayama engineers is so much fun to read , they did so hard on their racing S20 engine . I will write about it later . • Citation Nissan graph June 1971 DATSUN 510 & 240Z ( Grand Prix Shuppan ) SKYLINE 2000 GTR MEMORIAL ( Yaesu Shuppan ) Kats

Barf. Someone should report this post to the moderator. :)

FYI, here is random sampling of switch type that can be seen on recent series one cars listed on BAT since May this year: 1970 #06206 (10/24/19 auction end date) "flash" 1970 #08542 (10/22/19 auction end date) "flash" 1971 #08233 (10/8/19 auction end date) "double triangles" (pic 59/195) 1970 #04213 (9/17/19 auction end date) "double triangles" (pic 103/204) 1970 #04504 (7/24/19 auction end date) "flash" 1971 #12069 (8/5/19 auction end date) "double triangles" (pic 45/98) 1970 #00512 (5/7/19 auction end date) "flash" 1970 #06157 (5/9/19 auction end date) "double triangles" (pic 69/215)

Ah, memories of a Z in the snow. Four wheel drifts were a lot of fun until the snow got too deep.

Not a Z , but I would like to show this , another local Toyota 2000GT . Mr. Shimoura and me visited Mr. Minamiura to see his car , this car he bought new in 1970 at his age 22 ! He is the original owner indeed. The plate shows that this car is truly registered only once ever since , people know this car is the first registered 2000GT in Nara region. He hopes someone takes care of this car with the plate , I thought I can keep the plate but I have never imagined owning one nor falling love with one . But looking at this beauty, I gradually inclined to this one . Some pieces are resemble our S30 cars , some are completely different, it is always fun to look at it . Kats

You're just scatter-shooting again. Where's your critique of the content? You post it as though you believe every word. Isn't this the same Classic Motorsports Magazine article that implied BRE 'discovered' the L24 crank harmonic problem and 'reported' it to Nissan Japan, hence taking some credit for the re-design of the crank and the 'cure'? We've been through all this before of course (Deja Vu all over again...) but Nissan knew about the problem - and already had the re-designed crank going into production and testing - before BRE had received their first 240Z. As for your "...early L24 crank failures and possibly why the L24 did not race in Japan until this was sorted", this doesn't stand up to even the most basic scrutiny, does it? Well before mid 1969 Nissan had already put in place their plans for racing and rallying the new S30-series Z range. That's why the 432-R existed in the first place, and why Nissan was putting together a program of International rallying for the 240Z (they were testing a PZR-bodied, L24R-engined works rally mule on the Monte Carlo Rallye route in January 1970), all of which made sense for its domestic and export marketing strategies. The article's "...the 240Z’s new American-market, six-cylinder engines had never been designed for or even expected to see competition." is ill-informed USA-centric twaddle, isn't it?

In the right front fender was left some rusttreatment stuff.. i took it off and made this pic of a 40! year old well preserved fender! Later on this one gets a new coat of zinc and rusttreatment. Very few spots of rust. Coated in zinc. (after taking off the rusty spots..)