26th-Z

The illustration of the front suspension is early type showing the cooling fin on the rotor backing plate. The rotors for that would have been the 'vented hat' style rotor.

My oil pans are from real early cars, of course. I don't recall seeing them on late 70 models. The "issue" was with the crankshaft of L24 engines. Technical Bulletin TS70-28 of 8-21-70 notes the crankshaft change beginning with engine serial number L24-3607. I understand that the engine vibrations caused cracks in the oil pan otherwise I have no explanation for the "patch". Notice that it has a notched hole in the side face. No idea why. I met Dan a couple of times in Daytona.

Indeed the early oil pans are different; the drain plug location and a 'reinforcement' plate on the side of the pan. I am not aware of any capacity differences. My service manual lists engine oil capacity of 5 liters or 1.3 US gallons. My parts manual list a part number change around 5/71.

I started out with an Apple II+ with dual floppy drives. It had an extra memory chip which took it to ?64k? ram? Maybe 128k.

You can expect to spend around $5 / sq. ft. for a nice epoxy floor. I really like mine. It can scratch and gouge if you scrape something over it. Mine is a light tan color and shows dirt real easily but I can clean it up with a Swiffer and it looks great.

The discussion about hand throttles: I did a search / topics "hand throttle" and I also did a search / topics "hand throttle delete". Happy reading Long thread but a couple of interesting comments Great thread

The hand throttle is not original by any stretch of the imagination. And it's not a low mileage car.

Probably a show car as it doesn't have a number of items that would be required for a competition build. Real nice looking car, though.

You're not alone, Conedodger

Very nice video. Picked up a couple of tips for my projects. He did some things that I wouldn't have done and didn't do some things I would have, but all-in-all, a very nice build. I am disappointed that it didn't cover any of the suspension, brakes, gas tank, exhaust. I do wonder what he thinks the car is worth. It's a very pretty car.

If you block off the vent, you destroy the cabin ventilation system and nothing short of a sealed plate over the top of the hatch deck is going to seal it off. I found replacement sources on the internet right away. Search "240Z hatch vent ducts".

What?!??!! You don't know the secret handshake? The official Datsun Z owner's Yutaka Katayama handshake?!?!!?? WTF, dude?

As to restoration costs, someone who says it's near $100k has never restored a Z or is getting taken. My Z restorations for customers have been in the $50-60k range and are well documented on this site. If you do it all yourself it's even less, free labor. Couldn't agree more. I thought the red car was nice but I have seen nicer. It should have sold.

Thanks to your comments and suggestions, I bought an extra 10mm and 12mm wrench. One can never have enough 10mm and 12mm wrenches. I also bought a spoon dolly for a couple of hard to reach dents I need to deal with. I have been wanting this dolly for quite a while.

https://www.jgrelining.com/

Yes, steel liner. You wouldn't expect the brake pad to rub on aluminum.

For the odometer to register in kilometers, I would imaging that you would need a Japanese speedometer entirely. With the gearset for the metric calibration as it would be for home market cars.

Ebay has this: https://www.ebay.com/itm/183768199598

We have had a fairly well documented conversation about the Road & Track road test which involved cars in the US prior to January 1970. The R&T figures appear to be the most accurate. Car and Driver, evidently, performed their road test later in the year, after the first imports. To the best of my knowledge, the final drive ratios were consistent. I suspect the Car and Driver test results to be less. This topic is going to take you down a rabbit hole. Nissan / Datsun conducted road tests in October / November 1969 which we have discussed thoroughly. This is a good start: You might want to look at this also:

Welcome Dadson! The seats are recovered. Does the car have a 5-speed?

From "AutoWeek"; Mark Vaughn: Bob Bondurant, who went from winning races on the international stage to teaching others to win races at his famous driving school, has passed away at age 88. Bondurant had been in an assisted living facility for some time. In racing, Bondurant was part of a small cadre of American drivers who travelled to Europe in the early 1960s to take on the world’s best in sports cars and in Formula 1, after several years driving sports cars in the U.S. Bondurant started out in the burgeoning West Coast sports car racing scene, competing against the likes of Dan Gurney, Carroll Shelby and Ritchie Ginther before any of those guys were famous. At first he raced Corvettes, winning the LA Times Grand Prix in 1962. From there he started racing for Carroll Shelby and switched to Cobras. After U.S. wins driving Cobras, Bondurant went to Europe for the 1964 season, where he competed in races that are now legend: Spa, Nurburgring and the Targa Florio. But it was his class victory driving the Cobra Daytona Coupe at Le Mans that year that may have been his crowning achievement on a race track. He won the GT class at Le Mans co-driving with fellow American Dan Gurney. The following year he helped bring home the FIA Manufacturer’s Championship for Shelby and Ford. He also drove a Ford GT40 MkI, Ferrari 365 P2 and a Corvette in sports cars in 1967. In Formula 1 Bondurant raced for Ferrari, BRM and Dan Gurney’s AAR team. His career-best finish was a fourth place at Monaco in 1966 piloting a BRM. Bondurant won his class racing the Shelby Cobra Daytona Coupe at Le Mans, bringing the championship home to the U.S. in the process. Bondurant School A crash the following year at Watkins Glen spelled the end of his racing career. But when the driver’s side door closes, another door opens, and it lead to a second career as an instructor. He helped coach the actors in the 1966 John Frankenheimer film Grand Prix, and went on to start the Bondurant School of High Performance Driving in 1968, after working for Carroll Shelby as an instructor. Two of the school’s first students were actors Robert Wagner and Paul Newman. The experience lead to a lifelong interest in racing from Newman, who remained friends with Bondurant throughout both mens’ lives. A press release for his school from about ten years ago sums up Bondurant’s switch to teaching people how to drive instead of just driving himself. “…he is better known as the leading authority on advanced driver training and has been at the forefront of professional driving instruction since the late ‘60s. Utilizing the Bondurant Method, over 250,000 students ranging from housewives, racers, and celebrities to teenagers, professionals, and police officers have learned from Bondurant’s expertise. “On Feb. 14, 1968, the doors opened at Orange County International Raceway, near Los Angeles, with three students. The next week there were two students, Paul Newman and Robert Wagner, training for the film ‘Winning.’ Bondurant was technical advisor, camera car driver and actor-instructor for the film. Ever since then, both Bondurant and his school have enjoyed success after success.”

I would be surprised if I see another one in the next five years. Maybe. Tweeds, I would certainly want a better floor for that price range. My guess is that this one is a no-sale at less than $10k.

$875,000. $25,000 more than the LHD white one.

Today is the big day. https://bringatrailer.com/listing/1968-toyota-2000gt-2/ $772,000 with six hours remaining.