Namerow

What Siteunseen has done achieves exactly the same net effect: no coolant flow to the carbs. You can do what he's done if you want. However, the plugs put into the front and rear carb body coolant ports by Z-Therapy mean that -- for you, with your new carbs -- there's no need to do what Siteunseen has done in his set-up. Nor do you need to worry about the pipe connecting the front and rear carbs. It's long gone and irrelevant.

The plugs installed in the carbs by Z-Therapy mean that coolant will be present (*maybe) in each carb's coolant cavity and in the hose leading into the cavity... but it won't be flowing. For that reason, the coolant will just assume the same temperature as its surroundings (i.e. the carb block casting). So: if the carbs are at engine-cold condition, the coolant in the carb cavities will be the same as the carb blocks ('cold'). And if the carbs are at at engine-hot condition, the coolant in the cavities will again be the same as the carb blocks ('hot'). Put another way, the coolant will not be performing any kind of heating (or cooling) function for the carb blocks. It will just be sitting there, 'along for the ride' as it were. (* I say 'maybe' because it seems quite possible that coolant will never actually find its way into the carb blocks' coolant cavities when you fill the coolant system. That's because there's no bleed hole in the carb block coolant cavity to let the air escape and the coolant enter. I suppose that gravity might let some coolant find its way from the thermostat casting down into the front carb cavity, but I doubt whether coolant will be able to flow uphill into the rear carb cavity). Bottom line is that you just hook up the coolant hoses to the front and rear carbs. Job done.

I have two pairs of L/R windows. All of those screws were firmly in place and showed no signs of being ready to back out. I can't imagine why yours ended up at the bottom of the door. I wonder, perhaps, if that window was the victim of a break-and-enter at some time earlier in the car's life, with the new glass not properly secured to the frame by the installer?

I've often wondered whether the problem with aftermarket polyurethane bushings not the fact that they're made from polyurethane, but that they're made from the wrong polyurethane. The traditional suppliers of these PU bushes have always skewed their products toward the performance buyer. The result is a vehicle that's hard to live with on real-world pavement. I'm sure there are lower-durometer synthetic materials -- PU or otherwise -- that could be cast from the same molds. Unfortunately, supporting a second product line called 'street' would cost a lot of money. The 'performance' segment of the market is, arguably, a lot bigger and certainly more lucrative.

Try Z Cars of Arizona for the radiator. It won't be cheap, I suspect.

Functionally, the hose braiding was supposed to provide extra 'burst' resistance. I have no idea the extent to which this is true. My best guess would be an extra 20% to 40%. Without that, the hose manufacturers wouldn't have been able to justify the extra cost to their clients, the vehicle manufacturers (notorious penny-pinchers). By the mid-1970's, however, it appears that improvements in hose materials rendered the braiding superfluous in both cost and performance. Restorers are now left with an expensive decision to make -- one that comes down to appearance and originality (it certainly has nothing to do with performance). Personally, I like the braided look -- but it's expen$ive and fragile (the OE braiding seems to have been good for about 3 or 4 years, after which it started to disintegrate).

Try Z Cars of Arizona for a more reliable source of quality used steering rack assemblies. Several years ago, our friend Mr. Hoover ( @240260280 ) produced an excellent photo-article guide on the topic of replacing the Z rear wheel bearings. It includes his secret tips for getting the staked nut off. I just checked and the full article is still available (along with all of his other great 'tech tip' guides) on the Atlantic Zcar website. Go here... http://www.atlanticz.ca/zclub/techtips/rearwheelbearings/index.html

About a month ago, one of the CZCC members pointed out that Nissan's part numbering scheme for 'normal' bolts actually contain the full bolt spec. I wish I'd remembered to copy that post into my notebook, but you can kind of see it in the PN for this particular bolt: '61812' I think it goes something like this: x-yy-z-a x = thread diameter ('6 '= 6, '8' = 8, '0' = 10, '2' = 12) yy = length under the bolt head (18mm in this case) z = ? (I think it's the pitch designator - '1' for coarse thread and either '0' or '2' for fine thread) a = ? (I think it's the grade designator -- most of the suspension bolt PN's show '0', whereas this low-load bolt's PN is '2' Maybe somebody with a better memory can fill in the correct information.

If you're interested, there was an extensive discussion on this topic back in 2012...

the kfvintagejdm.com website says 18-gauge for their floors and also 18-gauge for almost all of the other panels they're offering. The clear exception seems to be the frame rails. The website says 14-gauge (about 0.075", or 5/32"). I suspect that's probably the correct OE gauge for the big piece at the front of the rail, but maybe a bit over-spec for the long skinny 'hat' section rail that runs under the floor pan. ZCar Depot that long rail section (without the front piece) and my notes say that they claim 0.060" (which is roughly 16-gauge). I wouldn't be at all surprised if the OE version was only 18-gauge. These look like very nicely-done pieces. If the KF Vintage outer rocker panels resolve all of the fit problems that Tabco's pieces seem to have, they'll have a winner.

Very nice result. Your perseverance really paid off. Whether we like it or not, stuff done on the underside of a restoration matters only to the faithful. Come up short on the paint or the interior, though, and everybody notices it.

One of the members of Canada's Ontario Z-Car Owners Association (Ziggy?) produced this photo guide several years ago. It's for a MY-72. I have confirmed these measurements with the ones that I took from my own 72. The early cars (MY 69-70-71) are, I think, the same -- except for maybe the choke cables hole and the brake m/c hole.

The chrome strip is heat-bonded to the main vinyl sheet. I don't think there's any way it can be peeled off. You might be able to slice it off with a razor knife, I suppose, but that would only be feasible if you do the cutting with the vinyl still in place on the door card. You'd be cutting through the heat-bonded area of the vinyl, so extra-thick and extra-tough. There's a foam-ish backing sheet you'll be slicing through, too. A ragged cut line is going to show afterwards. I would rate chances for overall success at 10% or less. As for re-skinning the door panel, it can be done, but it's not easy to do it right. The width of the hem that stretches around to the back side of the door card is only about 1/2" (narrows down to only 1/4" in places), so there's not much bonding area for glue. A poor glue joint means that the vinyl is going to start to sag over time, making it look low-grade (and possibly even coming loose around the edges). The factory didn't use glue at all. They used shallow upholstery staples, spaced out at intervals of about 1" in the easy areas and clustered much closer together in areas where the vinyl has tucks and folds. The staples provide a mechanical join, meaning that the vinyl can be stretched taught during installation and won't give over time. For my car, I took vinyl that was in better shape off another car and installed it on my better-condition door cards. I used regular staples but had to trim the legs down from the standard 1/4" to the necessary 1/8" first (tedious job). Because they wouldn't fit a stapler or staple gun, they had to be individually hammered in. I discovered that they wouldn't go in without first drilling pilot holes (2 per staples, that is). It was a l-o-o-n-g job, but I'm very happy with the end result. I'm pretty sure that one of the mainstream Z parts vendors offers replacement vinyl door skins in butterscotch, complete with the bonded-in chrome strip. Try Mike at Banzai Motorsports. You could also go with leather, rather than vinyl. Not sure whether you'll find a good color match for the OE butterscotch interior, though. 'Tan' is probably as close as you'll get.

The 'reverse-park' feature is real, but it resides in the motor electricals and has nothing to do with the wiper mechanicals*. Rule #1 of trying out your newly-installed motor: Do not install the wipers arms until you are 100% convinced that you've got things installed correctly -- both electrically and mechanically. Use old-fashioned laundry-line clips as proxies for the wiper arms. There are elements of the Z's wiper linkage (springs, oddball tanged washers, etc) that defy understanding. I'm reluctant to say that they make no difference, but I can tell you that I installed a custom-made, reverse-wound version of the key hairpin spring in the mechanism and it made zero difference to the reverse-park feature.

When I checked this link, I encountered a name that I hadn't heard for 50 years: 'Wiseco'. When I bought my first motorcycle as a teenager (a Yamaha two-stroke ), one of the performance mods I made was swapping in Wiseco pistons. Glad to see they're still around and (apparently) thriving. They have a huge catalog.

Maybe this pliers-style is the best option available to shade-tree mechanics like us. It comes with a set of bands. You choose the one that matches the diameter of your rings. I believe that it eliminates the step that's problematic in the wrapped-sleeve types. It looks like it also allows you to compress right down to the OD of the piston, without having to worry about free play in the tightening mechanism...

So I wonder what the NHRA pro teams use? Those folks build engines in the pits in between runs, so you would have to figure that they don't monkey around with low-buck tools from the local AutoZone (Canuck members read, 'Canadian Tire') store. Any quarter-mile fans here?

Tens -- maybe hundreds -- of millions of engines are manufactured annually - cars, trucks, motorcycles, chainsaws, leaf blowers, what have you. A complete six-cylinder engine probably gets assembled in net 15 minutes. I wonder what's used at the factories to compress the rings?

Might be a lot of work and a middling outcome. Perhaps you should consider Option C, which is: Get rid of A and B and look for a better one. They're not that rare. US$150 should get you a decent one. Somebody here just posted info for a Z-only wrecking yard (sorry: auto reclamation center) in Washington state. They've probably got a half-dozen sitting on a shelf. Refurbished, you can try Z-Car Source of Arizona... https://zcarsource.com/engine-crossmember-240z-70-73-used (call for a price) Alternatively, there's Motorsport Auto, who will sell you one that's their idea of 'refurbished' (cleaned, sandblasted, and painted, I assume) for $400. Or our CZCC friend, Jim @zKars in Calgary, who seems to have at least one of everything available for sale.

Looking forward to some pix of your results (we all profit from the success of others).

I also used the same U-joint successfully. IIRC, I might have needed to grind down the shoulders of the spider casting a bit to get the clearance required to make them fit. The bigger issue for me was removing the original spiders. I ended up having to cut through one of the spider's legs using my Dremel and a cutting disc. If you find that you need to do this, you'll be extra-careful not to damage the yoke while you're cutting through the spider.

only photo i could find. these are OE rails. if you stare really hard you'll get a sense of what the reinforcement looked like when new.

Looks like the OE cable is metric @ 4m length (which converts to 13 ft 1.5 in)

I will add 2 cents more here, based on my experiences with repainting my interior trim... The SEM prep products work very well. Read and follow the manufacturer's instructions before you start. Comparatively speaking, successful results are easy to achieve for the hard-plastic panels but not-so-easy to achieve with the soft-vinyl trim. The challenge for achieving good results with the soft-vinyl trim lies in the 'quilting' pattern that's molded into the material. It creates traps for the silicones contained in 'conditioning' products like ArmorAll (very popular in the 1970's and 1980's). Those silicones act as a repellent for the water-based vinyl paint and result in a paint-coverage defect called 'fish-eye' (you won't like it, trust me). It is really difficult to get 100% of the silicones off of the Z's quilted vinyl trim. For reference, the cleanliness test for these panels is to apply water from a hose and watch to see whether the water 'sheets' as it drains off the panel. If there's any evidence of 'beading', then the panel's not clean. Unfortunately, this test lies is less than bullet-proof when used on the quilted vinyl pieces because, while the water may be sheeting off the big surfaces between the quilting lines, it is not sheeting off the surfaces along the quilting lines. It was my experience that I needed to triple the number of cleaning repetitions recommended by SEM before I got a decent result with the paint application on the quilted vinyl. I was very happy with my end result, but it took a lot of scrubbing. You do not want to use the paint application step as your check for whether your panels are clean enough. If you get a paint defect and need to re-apply, the defective paint coating is a b**ch to remove once it sets up. Unfortunately, adding additional layers of paint to try to cover the defective area doesn't really work very well. The moral is this: With the quilted soft-vinyl trim pieces, you need to purposely over-clean. You cannot risk under-cleaning.

'Restored' means whatever you want it to mean. It all depends on what's important to you. The factors that typically come into play: 'original' vs. 'improved' vs. 'custom' (one person's idea of 'improved' is another person's idea of 'ruined') color match (make the new seats match the faded trim? Or replace the faded trim to match the new seats?) cost (see Item 2) appearance (see 'original' vs ''improved' vs 'custom' manufacturer's warranty ergo comfort (the OE seat design is 'just ok' in this regard. Some people replace them with Miata seats for this reason.) other comfort issues (leather is nicer than vinyl if you live in a hot-sun region) quality of fit (some replacement covers fit better than others -- although a good upholstery shop can probably overcome this) smell (most prefer leather over vinyl... while others consider the Z' interior's scent-of-vinyl to be part of its charm) durability (I haven't heard any bad reports about the leather covers, but they are stitched and that can sometimes lead to problems. As most of us know, the outboard upper seat bolster in these cars take a beating. The lower seat cushion is a high-load area, too.) It will probably help you most to get advice from our members on what not to buy (and why). From that point, it's pretty much up to you and whatever you think will make you happy.