Arne

Do one side at a time, that way you have the other side as a pattern. Less chances of warping or tweaking the body structure that way, too.

I did slot many of the holes on mine to assist in mounting stress free.

I've seen it on other cars, haven't owned enough old Datsuns to know if these are prone to it as well. But in prior research I gathered that it was a common trouble possibility for any mechanically driven speedo.

I don't mind the clear turn signals under the bumper, but can't get into the side markers on the fenders that way. They just bum me out, dude...

Before you change anything, check the accuracy of the odometer also. If the odometer error is similar to the speedo error, then re-gearing is a good answer. But if the odometer error is different (or more likely, fairly accurate), then the problem is weak a spring in the speedo itself.

Please don't ask here for items wanted, that's what the classifieds here are for. This is a discussion area.

This is exactly what I used to re-skin mine. http://seattle.craigslist.org/see/pts/1172604209.html

I like them both color-matched or contrasting. IMO, the ducted versions with the complex curves around the ducts are especially nice in color.

Later Zs did not have the bumper indent on the quarter panel. Not sure when that changed, possibly 77? So I don't know that the part they are selling will be close to correct, you'll want to get assurances from them that their part has the indent.

I like, Stephen. Still not sold on the clear side markers, but the rest of it is good. No, I won't say "groovy".

I believe that is correct. The two 90s are for the top corners, the bottom corners are more gentle (larger radius) and don't need formed corners. That's what I recall, anyway.

The full line of Hooker tips is available from Summit.

But note that not all cars had them - they were apparently used as needed on original assembly. My car had none when I removed the headlight buckets for the first time in the car's life last year. From earlier discussions here, I think more cars came without than with. I recall Carl saying something about them being installed only if the panel fit looked bad without.

Nope. The 240Z can't use the horizontal tips. Here's what the 240Z Monza unit looked like.

Also, I strongly suspect that the MSA rubber and the rubber that the windshield came with will be the same. AS far as I know, the only aftermarket source for this is Precision, so both likely came from the same factory.

It rolls over every 100k. Has to, as it only has 5 digits to work with. So yours could be 106,483, 206,483, 306,438, etc.

That transmission is visually identical to both of my Type A 4 speeds. Does not appear to be a 5 speed to me, either.

Unfortunately, I don't think it's likely. I've been looking for the better part of 3 years.I've talked to both the tint shops and the sign shops. The mirrored strip that sticks to the inside of the windshield is no problem. But no one seems to be able to do the logo on the inside anymore.

The most popular went by the name "Bolder Tint". They were sold by every one and their dog, too. MG Mitten, JC Whitney, BAP/Geon, Beverly Hills Motoring, you name it.

Here I am again, wishing for repro period accessories. Seems to be a habit with me. I'd love to find someone who could make me an old school mirrored tint band (mylar?) with 240Z lettered across the center, that sticks to the inside of the glass, as were so popular in the '70s and '80s. I've had no luck sourcing one so far.

Some good points John, and all true, especially as relates to the Z owner doing a performance build. But 50 per year? That's a quite a stretch for S30s. I don't know that the market is that big, even if the buyers were willing to drop that much coin.Which still points back to my perception of Z-fragmentation. Let's stick with exhausts as an example, knowing that the problem is not limited to just exhausts. Even if Borla offered such a system, the few choices that are/would be available are all performance oriented systems. The hypothetical Borla, MSA's Twice Pipes, and the various MSA 2.5" systems. Where are the options for those of us doing stock restorations/refreshes, or mostly stock 'restifications'? Nada. If you have a stock exhaust manifold on an L24, your only choice is the "Premium" MSA 2.5" with downpipe. The limitations of that system (as well as the other MSA 2.5" and Twice Pipes) have been discussed extensively. Where are the stock and period-style options? Compare to MGB again. (I continue to use MGBs as my example because I've done a B in the past. Plenty of other valid comparisons also.) Go to Moss Motors website. Click the link on the left for MGB/C, then the link for exhaust. For the chrome bumper MGB you'll find repro stock exhausts for ridiculously affordable prices, stainless stock-style repros for $371.95, repros of period performance exhausts (in stainless) for $325.95. And that's only from one (albeit large) vendor. Other vendors will have similar but often different choices. Where are the OE-replacement exhausts for the 240Z? Or now that the Monza is gone, the period-style performance options? The discontinuation of the Monza (IMO) again points to the fragmentation and small overall size of the Z market. There aren't enough of any one type of Z enthusiast to support aftermarket parts. There aren't enough performance guys to support a Borla system. There aren't enough stock restorations to support OE-style repros. Not enough period-looks people to support Monza. It's a slowly dying market. The 240Z has been touted as the "next big collector car" for close to 20 years that I've been watching. It never quite gets there. And if it hasn't made it by now, it may never happen. The people who should be buying, restoring and modifying these cars are those who remember them when they were new. At 52, I'm at the young end of the group. If the older boomers haven't caught the 240Z bug by now, it's not going to happen, not in a big way. And that means the parts situation will do nothing but continue to deteriorate. Sad, but probably true.

As long as that works for you, Stephen, I'm good with it. But I've tried having only more modern transport, and found myself frustrated when I don't have a car that I can easily work on myself. The 240Z was my solution. A good solution, as long as I can continue to get the parts and accessories I want and need for it...

That could happen, Jim. I've talked to a number of local shops here, and the good ones all seem to use "rape and pillage" as their business model. I've been re-thinking what I want, once I clarify that in my mind I'll make a last attempt with the locals. Well, yes, that's all well and good, Wing. But for me, and for my car which is driven regularly, it seems wrong to spend a bunch of money on a NOS part or system only to wear it out in a few years. I'd much rather have spent $300 on a complete (mandrel bent, aluminized) Monza that was modern construction but period looks, than $250 or so on an NOS Ansa rear section only, that is all mild steel, and will probably be irreplaceable when it rusts or the glass blows out.Not to say that your prices are too high, they aren't, not for true NOS period parts. But true NOS doesn't make sense to me in a part that I think of as a consumable. Well, I haven't got to that point yet. But as I said, the parts support for old Datsuns is very disappointing to me. Both from the aftermarket, and from Nissan.I guess I could sell the Z and buy a 911... :tapemouth

Actually Greg, I think the problem is that it is quite hard to make a living doing Z repro parts. There are three major factors in play (and lots of minor ones). One is that for years rusty Zs have routinely been discarded and are gone, the volume of cars left needing nice parts is smaller than we may think. Add to that the significant differences between model years, or often even production months. (That's the one that precludes replacement wiring harnesses, I believe.) Lastly, the Z community is rather fragmented between restored/refreshed cars, hybridz, wild mods, etc. – that tends to reduce the market for any given part even more.So with the '70-73 240Z Monza exhaust as an example – here was a part that only fit the oldest (and most rust-prone) Zs, wasn't big enough for the high performance crowd, and wasn't correct enough for the true restoration crowd. That leaves a few like myself who want to keep their cars period-looking. Too few of us to keep it in production, I'm afraid.

I honestly suspect that the nail in the Monza coffin was the twin vertical tips. I can't think of any other car that uses or used this layout. I know that Monza revamped the tips on that system a few years back, so I wonder if the tooling was getting worn. Probably can't justify rebuilding the tooling for a few systems per year. I understand the business reasons behind it, but I don't have to be happy about it.