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Watch out for the tail width and the bumpers. A 240z I restored had fibreglass quarters installed many years ago and they were wider than stock. The bumper fit very close: I'll have a look for clips.

They clearly belong in the thread about breasts!

If Santa was good: https://www.ebay.com/itm/Datsun-70-78-240Z-260Z-280Z-NOS-OEM-Quarter-Panels-Pair-LH-RH/183612252327?hash=item2ac024a0a7:g:eWkAAOSw1rpcKRNF:rk:6:pf:0

More on Ebay $4k Price

2019 Wish: Hi @Sean Dezart, would you be interested in taking your header to the next level? If so, read the details below. I think it could be thoroughly validated by @blodiafter he completes his initial dyno testing. If all works out, you will have one of the best performing headers and we will have conquered the mid-range rich-dip. The solution is to add a simple piece in the hottest spot of each runner and transition to slightly larger pipe. Improving Header Design (content from Speed Talk): 1. So, what does an anti-reversion valve do? It is simply a one way resistor to delay the reversion effect and give time for the exhaust valve to close. 2. How does it work? Since hot exhaust wants to expand, we give it the opportunity to, but only in the reverse direction. 3. Where to put it? At the tail end of the largest pulse of exhaust, where the exhaust slows down. If your header is port matched, it is approximately 7-8 inches from the header flange. To be more accurate, you can map out the temperatures of the header pipe and there will be a temperature spike where the exhaust slows down. This spot will have the greatest affect. This spot is relative to engine displacement and not rpm. So, moving it higher or lower just makes it less effective. Top

Some interesting ones below thanks to data and images from @kats @HS30-H @Mike B @Carl Beck & @26th-Z and anyone I missed (BIG THANKS!) May 1969 - total 2 cars - one domestic, one export: 1 = S30-00001 (Factory prototype 1) 2 = HLS30-00001 (Factory prototype 2) June 1969 - total 1 car - domestic: 3 = PS30-00001 (Factory prototype 3) July 1969 - total 4 cars - two domestic, two export: 4 = HLS30-00002 (Primary Production prototype 1) 5 = S30-00002 (Primary Production prototype 2) 6 = PS30-00002 (Primary Production prototype 3) 7 = HS30-00001 (Primary Production prototype 4) August 1969 - total 7 cars: 8 = S30-00003 (Primary Production prototype 5) 9 = S30-00004 (Primary Production prototype 6) 10 = S30-00005 (Primary Production prototype 7) 11 = PS30-00003 (Primary Production prototype ? 12 = HLS30-00003 (Primary Production prototype 9) 13 = S30-00006 (Primary Production prototype 10) 14 = PS30-00004 (Primary Production prototype 11) October 10 Two 240z test cars and parts arrive in North America in crates - HLS30-00004 (Silver Manual Mfg:09-69) Seisan Shisaku: #14 - HLS30-00005 (Silver Automatic Mfg:09-69) Seisan Shisaku: #15 < October 22 Three 240z demo/photo/show cars arrive in North America - HLS30-00006 (Green) - HLS30-00007 (Silver) - HLS30-00008 (Red) Oct 17 Press Presentation Ginza HQ, Tokyo Oct 20 First Ad in Japanese Paper (432) Oct 22 NYC International Preview Pierre Hotel (and press kit release HLS30-00006 Green) Oct 24 16th Tokyo Motor Show Oct 24 Wilshire Motor Show Preview LA Oct 27 Calif Competition Press and Autoweek Article on the new 240z with photo of Test car Oct 30 Boston Motor Show Oct ?? HLS30-00013 & HS30-00003 produced Nov ?? 432 Race Track Testing Suzuka Circuit Nov 25 Japan Test Drive for Journalists near Mt. Fuji Nov 25 ARRC Daytona Speedway 240z (red HLS30-00007) Dec 20 Refined Z's Shipped by plane to North America (following Seisan Shisaku road testing feedback and export production slow down to resolve) Early Z Production car Early Z Photos Early Z Advertising and Promotion Early Z Brochure Press Show in Japan Tokyo Motor Show Boston Car Show ARRC with Early Promo Z in Public Press Test Drive in Japan Early Z Coverage in Magazines Manufacturing Testing in North America

GREAT VIDEO!!! You may wish to double check the fuel hose location against the carb linkage when it moves to its full excursions.

Heads-up @Lazeum A new 240z owner in your patch ? bonne année!!!

@HS30-H @kats Hi Guys, Is there a Mikuni-optimized fuel rail? The one below seems to have the 3 ports aligned with the Weber inlets (trailing throat) rather than the Mikuni (leading port)?

Yup. Here is a photo from last summer:

Helped my buddy with his restoration. Brake lines and Toyota 4 pots installed. Rubber fuel lines run (triple SK's). Clutch slave and rubber hose installed. Next to bleed the system.

Thanks Alan! It is nice to learn something new. Those stand-offs in the original pictures clearly looked "Nissan" with the nylon spacer and wrapped metal. It is nice to see that they are.

@Patcon Here is a triple install with stock carb fuel rail The one you pointed out (below) may be a modified stock EFI fuel rail Here is a stock fuel rail. It looks like the above fuel rail may be cobbled from new piping and the front stand-off brackets from the stock rail:

btw a fuel pressure from 2.5psi to 3.5psi is fine. Don't go over 4psi or it may overwhelm the floats ability to hold it back.

Q:Jeff "Return line?" A: Return line allows for better cooling of fuel. Fresh cool fuel from the tank will always be present and available. This is not needed but you may suffer a little heat soak starts on hot days. I recommend running dead head at first and modify to use the return in the future if you have heat soak problems. Here are some common fuel routings: BRE 1970 with individual FPR for each carb /they lost in 1969 (AARC) due to fuel starvation so this was knee-jerk belts and braces reaction). BRE Racer 2018 240z Triple Weber Deadhead USING RETURN