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I've got heaps of parts for the flat tops and need parts for the round tops too. Most notably the actual aircleaner assembly itself... Anyone in Aus got a spare? Cheers, Ross.

and another view

Here's a pic of a carby turbo that was installed on the 225ci Slant six that came in Chryslers (Valiants in Australia and I think the same in US/Canada) You can get a rough idea of what it looks like anyway.....

I know a lot of the other nissans got the different heads here in Aus. I've seen all of those head at the junk yard, including an N42 on a late model 260Z 2+2? but mostly just the E88 as expected. I've never heard of the L20 six outside of Japan? Was it released anywhere else? I think you've got the list almost complete 2manyZ, any others would be home market variants only I think? Alan! We need your help again. R.

I only have one thing to say. Don't waste your time on a Carby Turbo. I'm sure you can get good results, but it is quite a difficult thing to get right for not a great power gain.... I think there are two ways using either a blow by or blow through turbo setup but I really can't remember the theory.... Cheers, Ross. BTW I'm pretty sure you'd need to use a webber or a holley as side draft carbs can't be used.

Thanks again Alan, you've answered my question beautifully. I'll be able to move on with that. The reason that I asked is that I'm at a cross road of going for triple carbs or injection.... It's good to hear that they were using EFi in competition so early, I was a bit worried that they didn't use it until the late '70's. Hmmmmm, I recon I'll head for injection after all :classic: Oh and we're glad your so selfish, it means you've got a depth of knowledge on the early nissan's that we all envy Cheers, Ross

Thats exactly the rear box I was talking about. Thanks for the pix Grantman, I think it would have been hard to keep explaining without them :classic: Cheers, R.

Thanks for that Alan, I really wish you had all your knowledge written down somewhere! It would make one hell of a read.... Just one last question though; Which year did Nissan/Datsun swap from carbs (twin or triple) to the ECGI injection? I know in Aus we had twin carb 260z up until 1979 I think, when the 280zx came in. It is my understanding that the 260z was injected in other countries but I'm interested in which year this injection came in? Thanks again Alan, Ross.

One place I have seen them, and they looked effective if not original, was in a newly fabricated 'box' that extended from the rear trim behind the tail lights. It extended into the cabin only a little bit further than the original trim and gave reasonable sound as they point straight down the cabin.... Just a though.

Hey Cuong, How much does he want for the triples? Also while on this topic, do the triples go out of tune heaps faster than twins or is it about the same? I had a mate with triple carbs on an XU1 Torana (202ci, )and he was forever having them tuned..... They also chewed through fuel like a 20b rotary Now I know that the Aussie 202 is a pretty hungry engine, but it was getting ridiculus by the end.... Is this normal or was his set up wrong? Thanks for any input. R. BTW Alan, What is the race history of tripple carbs on Datsuns? Were the Mikunis used exclusivly or where delorto's used as well? Ta.

Australia has similar laws to NZ, whereas if the capacity changes past a certain point (or the power to weight ratio) then it needs to be engineer approved (about an extra $1000 expense). This is not so bad because to pass the engineers testing you actually need to do a 1/4 mile and a few other track tests to make sure that the power output isn't being dodged. As for rebirthing, it's pretty hard to do to newer cars but I've heard of quite a few people doing it to pre-1980 cars... If a car is taken off the road (defected or wrecked) and then re registered it will usually (except in a couple of circumstances) need to go over the pits and have a general saftey check (belts, seat mouts etc). Not too hard if you have nothing to hide, but if you have something to hide (like structural rust) then they'll find it. Swapped VIN's is only going to get picked up then, or if the car is ever stolen and recovered and then they'll do a pretty thorough search and background check...... R.

As I've mentioned above, I've got a guage that looks the same as the 240Z one but is in Kph. If you've got a photo of yours ( or anyone does) I'll post a photo of what we've got and then we can see if a direct swap is possible? I'm looking to sell this speedo as I don't need a second speedo that has no zero, but it would suit the originality of a 240z R.

I thought Aus converted to kph in around '66-68? Not too sure though. My Valiant from 63 was in miles, as was a '67 Bellett I had, so it must have been after that. I was sure it was before 1969 though? R.

My Chassis number isn't even recorded on the rego, makes me worry a bit that it could be stolen and rebirthed very easily as only the Engine Number is recorded anywhere and that's easy to change..... R.

Hmmmmm.... The car that this speedo is out of is one of the very first 260z's into the country (well a low production number anyway) and according to the literature should be running all 240z instruments. Comparing it to the other 260z that I've got the dials are definately different (except the tacho I think) and does start at 20kpm.... The newer 260z has a zero and has different font on the dials along with a volt meter in the middle of the three clustered on the left. Anyone have any ideas as to why this is in kph yet the other guys are in mph? Was there a brief swap over period or something where they were in km's but still had no zero? Cheers, R.

Yeah, the Aussie ones are in Kph but the earliest (240 and early 260's) actually don't have a zero. Makes it difficult to do 5 or 10 kph around school grounds etc! BTW I've got a 240Z style speedo, amp/fuel and temp/oil guages that I'm looking to sell if anyone is interested... Cheers, R.

Black. I think it would look mean in black, with dark as tinting to boot.... Hmmmmm.... Now I'm drooling, that is a great shape! R.

Hmmmmmm...... No O2 Sensor makes it a bit harder. Does anyone know if these ECU's have limp home mode where a predefined set of values replace a sensors input if it is a) disconnected or giving readings of the scale?.... Firstly though I'd consider getting the injectors cleaned and sonic tested to make sure they are alright (its cheap and can't hurt anyway) and get them sealing properly as you'll never fix the big problem if little probs start occuring and making it worse..... Next? Hell, It's been ages since I've tinkered with EFi..... If it had limp home mode (or similar) you could disconnect the MAF and see what difference it makes and work from there. Without Limp Mode I really don't know what it will do. Let us know how you go or anything else that may help us help you:ermm: R.

Custom guages would be pretty neat, Just two sticking points; 1. It's in MPH not KPH - can they change this? 2. $AU to $US is pretty bad at the moment so that is over $250 to get them.... Just a bit steep when I probably won't be driving the car for another couple of months! Great Idea though, R.

Which guages are these? I don't remember seeing any pix or a post for it? R.

What have you checked already? My EFi car was doing that and it was a combination of a blocked air filter and a faulty MAF sensor in the air intake. Combined the engine wasn't getting enough air (filter) but thought it was getting heaps (sensor). As a result the ECU piled the fuel in and I got plumes of black smoke and a tendancy to flood! Hope this helps a bit? R.

In Australia a good alarm is about $500 installed. An over kill alarm with voice warnings and the works is about $1000 installed. R.

Mine is from the fact that my first racer was (and still is) a DOHC 2L EFi Holden Gemini. As it is fairly unique in Australia and easy for me to rememeber I've used it on a few sites.. Cheers, R.

The rotor arm in my pocket

Ya gonna have to fight me for it Alpha:classic: