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Found 7 results

  1. Version 1.0.0

    767 downloads

    This is a full version of our copyrighted Zcar Microfiche CDROM. These files were originally distributed on a physical CD, but due to updated technology we are now providing it as a download. This is provided exclusively to members and the files within this download are the real-deal. You'll receive access for all 14 files for use on a single computer or mobile device. This document is a fund-raiser for our club. Note: This is a free download for subscribing members. Details can be found here. S30 - 240z, 260z, 280z Microfiche CDROM (c)Copyright 2000 Mike Gholson, Internet 240z Club Filename Description -------------------------------------------------------------------- S30_1a Introduction S30_1b Part Names S30_1c Part Numbers S30_2a Engine L24 & L26 S30_3a Engine L28E S30_4a Electrical S30_5a Powertrain S30_5b Axle S30_5c Brake S30_6a Steering S30_6b Body L24 S30_7a Body L26 & L28E S30_8a Body L26 & L28E 2+2 S30_8b Miscellaneous

    $15.00

  2. Washington state I purchased this Z new in April 1978; original interior in excellent condition, original engine and drive train all working well. All gauges and controls work; paint is decent for being 40 years old, has some mostly coin sized rust spots but none in the wheel wells, foot wells or spare tire area. More info. at the CL listing, see link. 211k miles, price 13000 negotiable. CL listing: seattle.craigslist.org/kit/cto/d/1978-datsun-280z-by-original/6668644145.html
  3. Mike

    Zcar Depot

    Zcardepot started out of our love for vintage cars and our desire to keep these cars on the road. We have been involved in racing, restoration & daily driving of vintage & special interest cars for over 25 years. We are located in Springfield, MO & have been doing business in parts sales for 15 years. We strive to keep high quality parts in stock and ready to ship. Zcar Depot also has a forum on our website here.
  4. http://www.caranddriver.com/flipbook/my-fair-lady-a-visual-history-of-the-nissan-z-car The Datsun/Nissan Z-car, introduced as the 240Z as the 1960s sputtered to a close, now ranks in the pantheon of great Japanese things, right up there alongside Nikon cameras, fatty tuna sushi, Katana swords, and Mothra. There wasn’t anything particularly new about the 240Z; it was built of ordinary and familiar parts. But it drove so well and was built so well that it elevated consumers’ expectations for all sports cars. It was a better Datsun—and Nissan—that would eventually inspire better Porsches, better Corvettes, and better Jaguars. But Nissan didn’t have the spiritual fortitude to stick with the Z’s original mojo. The disco temptation was impossible to fight during the 1970s, and the Z became the ZX. Crushed velour upholstery, T-tops, and a flabby suspension came with it. Then Nissan changed its mind again. So here are the ABCs of the seminal Japanese sports car, its antecedents, its gooey successors, and its eventual resurrection as a true sports car again. Prelude: The Pre-Zs The Z wasn’t Nissan/Datsun’s first two-seat sports car. In 1959, Datsun began selling the Sports 1000 roadster (Fairlady 1000 in Japan) powered by a 1.0-liter four-cylinder. But it was the 1963 Sports 1500 with its 85-hp 1.5-liter four that established Datsun as a sports-car builder in North America. It eventually grew into the Sports 1600 and Sports 2000 as the engine gained displacement. The last Sports 2000 left production just as the Z-car arrived during 1970. The 240Z Arrives With a long nose and a fastback rear hatch, the first two-seat 240Z (introduced in Japan during 1969 as the Fairlady Z) looked like a sharpened version of the Jaguar E-type. And it cost only $3601 when C/D first tested it in the June 1970 issue. The 2.4-liter single-overhead-cam, 12-valve straight-six made 151 horsepower that was fed into a four-speed manual transmission and aft to the rear wheels. That was enough to push the 2330-pound Datsun from zero to 60 mph in 7.8 seconds. Instant Success Datsun sold a healthy 16,215 240Zs in the United States during its first model year. Then it sold 33,684 during 1971 and a massive 45,588 for 1972. By the time the 240Z entered its last year in 1973, the Z-car was firmly established as a sports-car icon. And another 46,282 Z-cars hit the American roads during 1973. Race and Rally In August 1971, Datsun entered three 240Zs in the rugged East African Safari Rally. Although untested in battle, all three finished the rally, and car #11, piloted by Edgar Herrmann and Hans Schüller, finished first. In second was another 240Z. Civil Service The Tokyo Municipal Police Department used early Fairlady Zs as pursuit cars. It’s frustrating when the cops have nicer cars than you do. The Racer The original Z-car suspension was simple but exceptionally effective. Just a pair of MacPherson struts up front and the similarly structured Chapman struts in the back. That’s Chapman as in Lotus’s Colin Chapman. John Morton used the now iconic Brock Racing Enterprises (BRE) 240Z to earn SCCA C-Production national championships in 1970 and 1971. Growth The 240Z grew into the 260Z for 1974 as the straight-six’s stroke increased to bounce displacement up to 2.6 liters. But emission controls sucked output of the engine down to 139 horsepower. The addition of mandatory 5-mph bumpers also increased weight, to 2580 pounds. But the bigger (literally) news was the new two-plus-two model that stretched the wheelbase 11.9 inches to shove in a small rear seat. The Z-car was becoming more GT than sports car. The End of the Beginning With the six now at 2.8 liters, the Z became the 280Z for 1975. Throw in Bosch fuel injection, and the 280Z’s engine made 149 horsepower. It still wasn’t a rocket ship, but it grew significantly better in 1977 with the addition of a five-speed manual transmission. Sales were still strong, with more than 70,000 Zs hitting the road in ’77. But even icons age, and the first-generation Z-car left production after 1978. The Velour Conspiracy The late 1970s were all about the personal luxury car. Think Chevrolet Monte Carlos, Chrysler Cordobas, and the like. So Datsun/Nissan decided to shift the Z-car in that disco-friendly direction, and the result was the 1979 280ZX. It was flabbier than the 280Z and embellished with the complete lack of restraint typical of the era. Think velour upholstery, digital dashboards, and marshmallow suspension. And, oh yeah, T-tops on either the two-seat or two-plus-two versions. “What was once an appealingly lean sportster has been transformed into a plush boulevardier,” wrote C/D’s Patrick Bedard, “a personal cruiser not altogether different from what you’d expect of Buick if it took up a position in the two-seater and two-plus-two market.” Ordinary Hits Hard While the 280ZX superficially resembled the 280Z, it was 2.3 inches wider, an inch longer, and profoundly different under the skin. The Chapman strut rear suspension in the older car, for instance, was dumped in favor of semi-trailing arms virtually identical to those used in the company’s 810 sedan. About the only components that carried over intact from the 280Z were the 2.8-liter straight-six engine and the five-speed manual transmission. Of course, since the new car was heavier and the engine was strangled down to 135 horses, the 280ZX was a slug. Think more than 11.0 seconds from zero to 60 mph. The Turbo Hope After an almost carryover year in 1980 (there was a 10th Anniversary Edition painted black and gold and wearing Goodyear Wingfoot tires), some semblance of performance returned with the new 280ZX Turbo for 1981. Thanks to a Garrett turbo heaving about 7.3 psi of boost into the engine, output shot up to 180 horsepower. The Turbo was initially available only as a two-seater with a five-speed manual transmission. But with acceleration from zero to 60 mph now taking only a few tenths more than 7.0 seconds, it was a vastly more interesting 280ZX to drive. By 1982, the 280ZX Turbo was also available as a two-plus-two and with a stupidly mismatched three-speed automatic transmission. After the 1983 model year, the 280ZX died a deserved death. And so did the Datsun name after 1981, as all Nissan cars and trucks were now being marketed as, well, Nissans. As dreary as the 280ZX had been, its success in the marketplace was undeniable. After all, during the 1982 model year, Nissan sold 57,260 of them in the United States. Forgettable If the 280ZX was the lazy version of the original Z, the all-new 1984 300ZX appeared as the Z-car in full recline. The styling was so square as to be virtually featureless, the sometimes engaging straight-six was swapped out in favor of a more powerful SOHC, 160-hp 3.0-liter V-6, and the interior may as well have been equipped with Barcaloungers. Throw a turbo on that same engine, and output bounded up to 200 horses. “When you put this car to the everyday test, it just doesn’t make you suck in your gut with its brilliance,” wrote C/D’s Don Sherman in the magazine’s first test of the new 300ZX Turbo. “For instance: it’s on the heavy side; on the highway it sniffs around like a lost puppy; in abrupt maneuvers it feels too jumpy; and the automatic transmission needs to go to finishing school.” Not an auspicious debut. Once again, it was offered in two-seat and two-plus-two versions, and practically nothing carried over from the old 280ZX to the new 300ZX. If anything, the chassis was simultaneously better-handling and better-riding than before. But this first 300ZX was boring. But Not Slow Stripped of its heavy civilian duds, the third-gen 300ZX made a decent competition machine. After all, in stock form it would roar from zero to 60 mph in 7.3 seconds, according to that first C/D instrumented test, and growl up to 100 mph in an impressive 20.1 seconds. Yeah, That’s Paul Newman behind the Wheel The legendary Bob Sharp and sometime actor Paul Newman teamed up to compete with the Z-car in SCCA Trans-Am competition during the 1980s. With Newman driving, the team took its first victory (in a 280ZX) at Brainerd in 1982. Fifth out of Eight Nissan made T-tops standard issue on all 1985 300ZXs, but the car itself was already aging in the market as new competitors emerged. In a May 1985 eight-way shootout, the 300ZX two-plus-two finished a mediocre fifth, tied with the Ford Mustang SVO. Yeah, so it beat the weak Chevrolet Camaro Berlinetta and lousy Chrysler Laser XE, but the Mitsubishi Starion ESi came in third. And both the Toyota Supra and the winning Audi Coupe GT were clearly superior. This third generation of Z-cars would linger on through 1989 with a few superficial tweaks, but the market was leaving soft cruisers like this behind. A New Sports-Car Style Standard “Let your eyes wander over the Z’s sensuous form for a moment,” wrote C/D on first sight of the all-new Z32 300ZX for 1990. “The shape is lean, low, and provocative—and, unlike the previous edition, it’s restrained and sophisticated. This is not a flashy, boy racer’s strutmobile.” In fact, the new 1990 300ZX was awesome. And the 300ZX Twin Turbo was flat-out astonishing. Low, wide, and modern, the Z32 was mesmerizing: the first Z-car to set a new sports-car style standard. The suspension was vastly more sophisticated, with A-arms replacing the previous struts up front and an all-new multilink system in the back. And that rear included Nissan’s High Capacity Actively Controlled Steering (HICAS) system, which added some rear steering under the correct conditions. The new 300ZX didn’t just handle well; it handled better than almost any other new car. The Rocket Ship The 300ZX’s all-new 3.0-liter V-6 used DOHC heads and four valves per cylinder and was rated at 222 horsepower. That’s 17 more than the 1989 300ZX Turbo’s engine. And when two turbochargers were added to the mix to create the 300ZX Twin Turbo, the result was 300 horsepower. This deep into the 21st century, 300 horses may seem tame for a sports car, but in 1990, it was mind-boggling. C/D’s first test of the non-turbo version measured a zero-to-60-mph time of 6.7 seconds. The 300ZX Twin Turbo knocked that down to 5.0 seconds flat and ran the quarter-mile in 13.7 seconds at 102 mph. The Porky Rocket The Z32 version of the Z-car did carry one massive burden: its own mass. The 1991 300ZX Twin Turbo crushed C/D’s scales to the tune of 3570 pounds—an enormous number by the standards of the early 1990s. That’s heavier than a contemporary Corvette and not much lighter than the Dodge Stealth R/T, which was larger and equipped with all-wheel drive. The Two-Plus-Two The sort-of-a-four-seater 300ZX two-plus-two returned with the fifth-generation Z-car a bit after the two-seater hit showrooms. With a 101.2-inch wheelbase (4.7 inches longer than the two-seater), the two-plus-two had rear seats that were nearly usable. Visually, the two-plus-two was virtually indistinguishable from the two-seater despite the additional length. However, the two-plus-two was never offered with the turbocharged engine. The Beast Under the relentless whip of Steve Millen, the Z32-generation 300ZX proved a formidable race car. Actually, it was usually the 300ZX two-plus-two, since the longer wheelbase allowed better weight distribution, including positioning the fuel tank within the wheelbase. It racked up wins throughout the early 1990s; the pinnacle events came with GTS-class wins in both the 24 Hours of Daytona and Le Mans in 1994, running a production-based twin-turbo V-6 that produced more than 800 horsepower. In six years, Millen would win the IMSA title twice. The Convertible A convertible roadster was added to the 300ZX line for 1992. Along with its quick-folding manual top, an integrated roll bar added strength to the structure. But by the mid-1990s, the SUV craze was starting, and prices of the ZX were rising. Sports cars seemed impractical, frivolous, and expensive. Despite the fact that the 300ZX Twin Turbo made C/D’s 10Best list every year it was eligible—seven times—the Z32-generation 300ZX was withdrawn from the market after the 1996 model year. The Prodigal Returns Nissan didn’t send any Z-cars to the United States between 1997 and 2002. But there were always hints that Nissan was interested in bringing the car back, and it reappeared for the 2003 model year as the all-new 350Z. Yes, the X was gone. Leveraging the Nissan parts bin, the new Z-car was built atop the same front-/mid-engined (FM), rear-drive architecture as cars like the Infiniti G35 and used a version of the same VQ-series 3.5-liter V-6. This contained costs and allowed Nissan to offer the car with a keen $26,809 base price. The aerodynamically more aggressive and Brembo-braked Track model C/D first tested was only $34,619. A New Heart Nissan puts VQ-series V-6s in everything from Altima sedans to Murano SUVs and Quest minivans. But it’s in the Z-car where it has found its best performance voice. With 24 valves, twin-cam heads, variable valve timing, and a stout 10.3:1 compression ratio, the all-aluminum VQ35DE in the 2003 350Z was rated at an athletic 287 horsepower without the help of any turbochargers. That’s just 16 hp shy of twice what the original Z-car’s 2.4-liter straight-six produced. The VQ may be ordinary, but it can be entertaining when fed through a six-speed manual transmission (a five-speed automatic was optional). The 2005 model’s engine is pictured. Setting a New Standard In C/D’s first test of the new 350Z, in 2002, the Track model ripped to 60 mph in only 5.4 seconds and dispensed with the quarter-mile in 14.1 seconds at 101 mph. But what was truly exciting was how balanced the new car was over its 104.3-inch wheelbase. With 53 percent of its 3322-pound curb weight over the front wheels, it had quick turn-in and excellent transient responses. It also pulled 0.88 g on the skidpad with only moderate understeer. Open to the Road The 350Z was strictly a two-seater as Nissan decided not to offer a two-plus-two version. And T-tops weren’t on the option list, either. But a roadster convertible did return. In a 2003 five-way shootout against the Porsche Boxster, the BMW Z4, the Audi TT, and the Honda S2000, the 350Z roadster Touring finished a hard-fought second, behind the Honda. “This car has a low pulse rate and a sense of gravitas about it,” wrote Patrick Bedard. “Nothing flexes. The clutch takes up with indisputable authority. The steering is deliberate and trusty. The shifter glides through the well-oiled maze. The engine is hushed until you call upon it, and then it delivers seamless acceleration accompanied by the sweetest baritone song from the pipes.” It’s no wonder that the 350Z made C/D’s 10Best list for 2003. The 35th Year For 2005, Nissan produced a 35th Anniversary Edition of the 350Z that included a 300-hp version of the VQ35DE with a 7000-rpm redline. It only came wearing Ultra Yellow, Silverstone, or Super Black paint and special 18-inch wheels. Because torque dropped off a bit with the gain in horsepower, the anniversary edition wasn’t necessarily quicker than the regular 350Z. But it was consistently more entertaining. More Power For 2007, the 350Z was gifted with a new version of the VQ V6—the VQ35HR—rated at 306 horsepower. About the only visual that changed was a new hood subtly tweaked with a gentle center bump. NISMO’d Nissan Motorsports International (NISMO) is kinda/sorta like Nissan’s version of BMW M division or Mercedes’ AMG. And its first model was the 2007 Nissan NISMO Z. Most of NISMO’s tweaks were aerodynamic bits that turned 18 pounds of rear lift at 75 mph into 33 pounds of rear downforce. Throw in new 18-inch front and 19-inch rear wheels encased in Bridgestone RE050A tires, and this was a 350Z optimized for track duty. The V-6 was rated at the same 306 horsepower as in other 350Zs. “This is a sincere and thorough effort by NISMO,” wrote C/D’s Tony Swan, “but its virtues will be tangible only on a road or track with very fast turns.” So go find more fast turns. Entering the 2008 model year, the 350Z was tired. So at the end of 2008, it was retired. Tidier The sixth-generation Z arrived as a 2009 model slightly smaller than before, more powerful than ever, and more tautly skinned. As the name announced, under the skin the VQ-series V-6 now displaced 3.7 liters. It was rated at 330 horsepower and 270 lb-ft of torque. And it was powering a car that weighed less than the 350Z. The Athlete Built atop a wheelbase 3.9 inches shorter than the 350Z’s, the 2009 370Z looked like its skin was stretched tight across its mechanical elements and cockpit. It was dramatic and radical-looking while remaining within the Z-car tradition. Many body panels, including the doors, A-pillars, and rear hatch, were made of aluminum to drop weight even more. And that helped make it quick. The blast to 60 mph took only 4.9 seconds in C/D’s first test with 100 mph achieved in only 12.1 seconds. And with big Bridgestone rubber on 19-inch wheels, it stuck with astonishing tenacity, achieving 0.97 g on the skidpad. “This latest Z offers amenities sufficient to satisfy a commuter,” wrote C/D’s John Phillips, “without doing any obvious harm to the car’s original charm—its bare-bones purity.” Victory In its first comparison test, the 2009 370Z went up against the Pontiac Solstice GXP, the BMW 135i, and the Mazda RX-8 R3 and vanquished them all. Tony Swan asked the obvious rhetorical question and gave a definitive answer. “The best sports car on the planet for the money? Damn right.” Z Meets Wall During the running of our annual 2010 Lightning Lap completion, a rare chink in the Z-car’s armor became apparent. At the fastest point on the track, while attempting to decelerate from 130 mph for the 45-mph right-hander that is Turn 1, the Z-car suffered complete brake failure and put our driver into the wall. A little digging revealed a confluence of factors that contributed to the event, and we followed up the incident with a full research and testing session to get to the bottom of the issue. Sunshine A convertible roadster version of the 370Z was added to the line for 2010. But the power top didn’t outshine the 370Z’s mechanical substance, which included an advanced rev-matching system on the six-speed manual transmission and seven forward gears shoved into the automatic transmission’s case. Evolution By 2013, the 370Z was noticeably aging, so Nissan applied some slight upgrades and cosmetic tweaks. Those included new front and rear bumper covers with slightly revised appearances. And new wheels. C/D was less than excited about it. The Establishment By 2016, the 370Z was in its eighth season and approaching an undeniable obsolescence. But this was still a car that could slam to 60 mph in only 5.1 seconds, run the quarter-mile in 13.7 at 106 mph, and consistently orbit the skidpad at better than 0.90 g. It’s time for a seventh-generation Z. And we want it soon. Credits Huffman, J. P. (2016, 12 18). My Fair Lady: A Visual History of the Nissan Z-Car. Retrieved 12 18, 2016, from Car and Driver: http://www.caranddriver.com/flipbook/my-fair-lady-a-visual-history-of-the-nissan-z-car
  5. Version 1.0.0

    49 downloads

    A PDF of the zcar chassis dimensions

    Free

  6. Mike

    Hungary for Orange

    From the album: Facebook Shares

    Zcars look pretty good in Orange! Thanks to the Datsun Club of Hungary!

    © Datsun Club of Hungary

  7. Hi everyone. Hope you had a great new year and are enjoying the new changes to the Classic Zcar Club. Here’s a quick update about our status. Data Migration: The migration from our old site is 90% complete and you should see a much improved experience when compared to our old software. There are quite a few new features and I am a believer the interface is a lot easier to use. I’ve also checked to make sure our old site URL’s are now linking to the new site. If you have an old link that isn’t working, please send me the URL and I’ll see if we can get it mapped to the new site. Gallery: Over the last few weeks I’ve also been able to finish the gallery and invite you to take a look at the newly improved interface. There are improvements to the gallery in user contributions, navigation, and a much easier interface to upload files. The gallery also integrates into user profiles much better allowing a lot more capability around albums and private uploads. The one new feature I’m excited about is the ability to allow users to create categories in the public area. This is very nice for the administrators because we won’t need to create new categories every time someone wants to post new pictures (especially for events). I invite you to give it a try and let me know what you think. Store: I was also able to bring our store online. With the introduction of the store, we are now able to accept contributions and subscriptions. This means that anyone who contributes to the site will have a few additional benefits. These benefits are substantially reduced advertising banners, access to our new downloads area, and other small perks like larger private messaging limits and the infamous gold star. The membership system is fully integrated into the store, so, when you want to make a change to your subscription, it’s tied directly into your user account. Everything is together now, nothing is separate. Downloads: We also added more files to the download area such as wiring diagrams, EFI manual, and other service bulletins. As mentioned above, I am only planning to let contributing members access to this area. We are doing this to not only raise money for the site, but, also to avoid letting unauthorized people from uploading things we may not want to see. We have a lot of files to add to the downloads module, so please let me know if you have some time to help out. I anticipate this area will be a very good place for people to come and exchange files with each other. Blogs & Tech Articles: There are few dozen people who use the blogs and tech articles section on a consistent basis. The original conversion of these modules was a bit messed up, so, I’ve needed some help getting these back online. All of the original data is still in tact, I simply need to sit down for 3-4 hours and make this conversion happen again. As soon as this is complete, these sections will be back to their former glory. Advertising: Ever since we made the move to the new system, our position on Google dropped quite a bit. There are various reasons why I think this happened, but, the number one reason was due to the software change. As we moved from one to the other, many of our links were modified. I’ve been working on building the redirects and we have had a great success rate at this. However, there were quite a number of changes that haven't updated yet. Because of this, Google bots have been rescanning our site and slowly rebuilding their sitemaps. This will remedy itself, but I think it will take more time. Some other sites have reported that it takes Google around 4-6 months to rebuild their position and this was somewhat anticipated. We will get there, it will just take a few more months of spider crawling. Finances: The biggest impact on this change was our bottom line. Our advertising income from Google dropped more than half. I have no doubt that we will recoup the advertising income over the year but it will be a challenge. Because of this, I’ve started looking into other advertising programs and you may see some of those pop up on the site as they are ran through an experimental stage. I’ll do my best to assure advertising is done with class and will try not to defer from your use of the site. We are also looking into taking credit cards directly so we can minimize the confusion around Paypal redirects. Contributions: As you use the website I encourage you to participate, and better yet, send me your ideas. For instance, if you see an area on the site that needs a change, please let me know about it. You can take a screenshot and send me a PM or you can post a message in our website development forum. Likewise, if you see an ad you like, for instance a Jeep catches your eye, please click on the ad and take a look at their website. I also encourage those of you who use this site on a consistent basis to help contribute to our success. We have subscriptions in the store which helps pay the bills. When you contribute in any amount, the Google ads disappear. Classifieds: I am also looking to integrate classifieds back into our site. Please let me know what you think about this idea. While classifieds will never be put back into our forums, we now have the capability to integrate with a separate menu item. Mobile App: Our old mobile app (Z.Life) will no longer function on this new website. We are looking at developing a new app but in the meantime our site integrates with Tapatalk. If you are currently a Tapatalk user, the system should notify you that our site is available on that platform. The custom mobile app is planned for later on this year. Website Theme: Right now we are sticking to the current theme called “Zdash”… the theme has been working fine since we made the template changes to improve usability. As far as I know, most everyone is liking the theme and we may only change colors or implement new logos in the future. I’m sure as the year moves on, we will start looking at other ideas on theme design. Training: I’ve been experimenting with video training lately and you can see a sample of my work in our website forum. The advantage of training using this method is to help people visualize and get the most out of our site. While I may not be the best host for this job, it’s been a fun project to work on as I have free time. If anyone else is interested in putting together a video training, feel free to add your video to the website forum. There are plenty of people who will find it useful. More Cars: I’ve also been thinking about our current list of supported cars. As I think about the potential of doing this, I want to be careful that we maintain the original purpose of our club. The main purpose is to support and encourage people to keep the Classic Z going forward. However, as I see this culture of classic owners starting to dwindle either into sellling or into serious modifications, I tend to wonder what is the real purpose of our existence. As I do this, I start to believe that all classic Datsuns seem to fit into a similar purpose. As we go down this road over the next year, I’d like to know if you guys have any opinions in this matter. While I don’t think we will open the site to a crowd of modern Z owners, I do think there is additional opportunity to expand into the later model cars as well as looking into other Datsuns. This is a tough topic but I think it warrants a few constructive conversations, don’t you? All-in-all, I’d like to express my thanks for your patience as we made the move and continue to develop such a fun place. The Classic Z has always held a place in my heart, and always will. I look forward to interacting with all of you as we continue into 2015. Don’t forget to check out the store and sign up for a subscription. Thanks everyone, Mike Gholson a.k.a. Moderator Mike
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