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Well I’ll be dipped! Reach my hand up under the dash, feeling around for the turn signal flasher, and down dropped these wires, labeled and all! What a deal. I’ll buy a flasher unit and I think we’ll be in business. Thanks all, and hopefully my saga helps someone down the road.

It’s cast.

And yet... Hard for me to believe that a broad-surface soldered joint like this one would offer structural flexibility sufficient to absorb the amount of distortion that would cause the windshield to pop out of its frame (which, we should remember, is lined with a compliant rubber seal). Not disputing Mr. Matsuo's claim, but I wonder whether the flexibility that he spoke of had more to do with positioning flexibility (compared to spot welding) for the two parts during and just after the joining process*, rather than after the car hit the road. Put another way, just how much would that joint need to 'give' in order to prevent the amount of windshield frame distortion needed to make the windshield pop out: 1/16"? Is that soldered joint really capable of absorbing 1/16" of relative shear without breaking?

Fiat is now gone, making space for the pickup alongside the Z

As an aside I read all 100+ comments in that BaT thread. Was really fascinating. I suspected that was TonyD stirring the pot. I also found it interesting that many commenters suggested that Japanese classics would never be worth what you put into them for restoration. I suspect if you had suggested that a 240Z would sell for $300k+ you would have been laughed out of the space. It was also interesting that nobody seemed to understand the uniquity of the very early cars. So much for the experts...

Just for reference.

This is perfect, thanks @Zed Head!

They changed the name to Maintenance.

Might be in the Turbo Supplement. Some of the turbo engines had hydraulic lash adjustment. No lash setting necessary. https://www.classiczcars.com/files/category/14-280zx/