As a member of HybridZ since early 2000, some of you old farts might actually remember me. However, I haven't been too active lately. Regardless, I've finally decided to put the old girl up for sale. Any last shred of practicality this car had was tossed out the window with the recent addition to my family. I suppose it's time to restore that old 71' Coupe De Ville I've always talked about doing.
Please PM, or email me at: bayley(at)gmail.com for auction details. I am willing to end the auction early if a serious offer is submitted.
Ebay Link: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=320303633319
Early 1974 Datsun 260Z â€“ Powered by a 358 cubic inch Chevrolet V8
I originally purchased this 1974 Dastun 260Z in the spring of 1998 out in Santa Monica California. It had always been a Southern California car and had never seen a flake of snow. Because of this, the body and integrity of this car was beautiful without a spot of rust anywhere on her. The car was towed back to Detroit Michigan where it only saw fair weather driving and NEVER once laid foot (tire?) in the snow. The body still remains 100% rust free to this day! In the summer of 1998, the tired old underpowered 2.6L 6-cylinder (~120,000 miles) was removed and the conversion to a V8 Chevy power plant was completed. This was my THIRD conversion to a V8 in a Datsun Z. The original factory paint was stripped completely off and a new base / clear paint job was applied in the fall of 1998. Over the next ten years the car enjoyed many days at the drag strip, autocross, car shows and even the legendary Woodward Dream Cruise. While Iâ€™ve sure had more than my fair share of fun with her, itâ€™s time for me to move onto different and new projects.
The car is in â€œgreatâ€ shape. Will it win best-in-class at the next auto show? Doubtful. Sheâ€™s a driver. I built this car with all intentions of putting her through her paces and she has a few nicks and scratches to show for this. There is a small piece of rear view mirror housing that is missing from when my father hit the car with his motorcycle. There is also a 3 inch scratch from when my father dropped a rake onto the rear (passenger) quarter panel. There is a small flake of paint coming off the hood that is slightly smaller than the size of a dime. To my knowledge, my father had nothing to do this one. The paint is still in great condition after being shot ten years ago. There is one moderate sized run in the paint on the passenger side fender from where the original badge (now removed) was.
Who this car is for:
*Hobbyists who enjoy playing with cars
*Somebody looking for a unique alternative to a standard generic muscle car
*Saturday Night Cruisers
Who this car is NOT for:
*Anyone that is allergic to hand tools
*People who must have a radio and A/C
*Long distance commuters searching for an economical vehicle
(Early) 1974 Datsun 260Z. Half way through the 1974 run of 260â€™s, Datsun implemented the very large and ugly government mandated 5mph crash bumpers. This particular 260Z was built just under the wire and still has the much smaller earlier style impact bumpers similar to the original 240Zâ€™s. Every body panel is stock except for the front air dam which was replaced to an aftermarket fiberglass (Motorsport Auto) style in fall of 1998.
Frame rails and floorboards are still 100% SOLID and RUST FREE! The forward frame rails and floorboards are (were) notorious for rusting on us poor folks that happen to live in the great â€œrust beltâ€ of America. Therefore, I took great care in making sure that my beautiful California car REMAINED rust free by parking in an enclosed garage from October to April each year.
There is an 8-point roll â€œbarâ€ (read: not a cage) that is welded to the front floor and rear strut towers. The roll bar was designed to meet both NHRA specifications for cars running 11.99 to 11.00 quarter mile elapsed times. All welding was performed by a UAW certified welder (who just happened to be a good friend of mine). Passenger seat is original but the driver seat was replaced with a light weight JAZ seat. The driver seat belts were replaced with an RJS 5-point harness that have a manufactured date of February 2000. The belts are still perfectly safe, but they will not pass an NHRA or IHRA inspection (too old). The original dashboard was pulled out and replaced with a 1977 280Z dashboard because of its excellent condition. This is only one very small hair line crack on the left side of the dash that was caused from a 110mph rollover accident. This is not the typical Grand-Canyon sized cracks that are typical in these cars. The door panels and black vinyl panels are all in excellent shape. The carpet was also swapped over from the 1977 280Z and is in â€œfairâ€ condition. The spare tire well was removed and a fuel cell was hung underneath the rear deck. There is a small trap door in the read deck that allows access to the fuel cell filler. All of the original fuel plumbing has been removed.
CARB and Emissions:
Youâ€™re kidding, right?
As an electrical engineer, I found it necessary to create a slick little switch panel for the main engine and body functions. This switch panel controls the starter, ignition box, fuel pump, cooling fan, line (brake) lock, nitrous solenoids, nitrous purge (not currently wired), running lights and head lights. At the time of this description, only the high beams are wired. The signal wiring is in place for the low beams, but two extra solenoids and an additional power line need to be routed in the front area of the car. There is a space for a vacuum gauge in the switch pack, but I never drilled the hole to place the gauge in the switch pack. This is why you see a â€œvirtual vacuum gaugeâ€ just below the actual gauge. Backlighting (green) works on all the gauges. The original key still successfully locks the steering column, but does not shut off any electrical functions. The turn signals are still in their original location, and function perfectly, but are now wired battery direct.
Gone. I still have the original air case, blower motor and heater core, but they are no longer in the vehicle.
The engine started off as a Chevrolet 350ci V8 out of a 1977 Z28 Camaro. I do not know the casting numbers, please donâ€™t ask for them. In 1996, the engine was rebuilt from the ground up with 0.040â€ oversized flat-top Hypereutectic pistons. The camshaft is the Edlebrock Performer RPM: Lift 0.488â€ / 0.510â€, Dur @ .050â€ 234˚/244˚. The cylinder heads are also Edlebrock Performer RPM: 64cc chambers, 2.02â€ intake, 1.60â€ exhaust. Compression is estimated around 10.0 to 1. The carburetor is a Holley 4150 â€œDouble Pumperâ€. It started off as a 650cfm with electric choke. The entire choke assembly was milled off and down leg boosters replaced the original peg-leg boosters. The modified Holley was flow tested at 685cfm. Ignition is handled by an MSD 6-AL box with an MSN Blaster Coil limited to 6400 rpm. With a standard 600 cfm vacuum secondary carb, Edlebrock claims this package is worth 420hp. There is a 125hp NOS â€œPower Shotâ€ plate underneath the carburetor. Fuel and Nitrous solenoids are in place but need to be wired. Nitrous hasnâ€™t been run on the motor since 2001. A total of maybe 12 ten pound nitrous bottles (not many) have been run through this motor.
The transmission is a TH700R-4 that came out of a 1987 Z28 Camaro (with the coveted â€œauxiliary valve bodyâ€). A very strong billet aluminum forward drum ($$$) was installed in the winter of 2003. New clutches and bands were installed in the summer of 2006. Also installed was a reverse pattern FULL MANUAL freewheeling valve body. The transmission WILL go into whatever gear you tell it to, whenever you tell it, regardless of how fast youâ€™re going. Itâ€™s a lot like driving a manual transmission car, but without the clutch pedal. The torque converter is 10-inch 3200 rpm stall lock up converter. The lockup solenoid in the transmission is currently not hooked up. I replaced the trans filter last summer and forgot to reconnect the solenoid before I bolted the pan back onto the transmission. To gain full lockup of the converter (in fourth gear), one simply needs to drop the trans pan and reconnect the solenoid. All other wiring is already in place.
Ceramic coated block hugger heads with a 1 and 5/8 inch diameter runners and 2.5 inch collectors. 2.5 inch exhaust (with flex joints) to Dynomax side pipes. The side pipes originally had an ultra restrictive reduction from 3 inch to 1 and Â¾ inch inner diameter in the muffler section. This muffler section was â€œmodifiedâ€ for improved flow and lower restriction. Itâ€™s difficult to explain, please e-mail for pictures. The exhaust note is loud and pronounced, but still quieter than your average Harley. Iâ€™ve yet to be given any type of harassment or warning for the exhaust, nor do I expect to.
Upgraded to the larger R200 differential from a 1989 300ZX with a 3.7 ratio. This is an open differential. In addition, I also have a 3.54 ratio R200 with a â€œLincoln Lockerâ€ that can be sold with the car at no additional cost. The half shafts are original, but I also have a set of 280ZXT CV-joint half shafts that can sold with the car as well. They will need an adapter plate that can purchased from various sources on the internet. The R200 has a unique â€œhanging mountâ€ that hangs the front of the differential rather than supports it from the bottom. During heavy acceleration, the front of the differential lifts causing the original mount design to tear. The hanging mount simply compresses and no longer rips. The new hanging mount needs a small trimming as it occasionally thumps on heavy acceleration in first gear. The mount can be set back to the original style at any time without any complication.
Fully adjustable â€œGround Controlâ€ coil-over suspension. 225lbs spring rate in the back and 175lbs rate in the front. Ride height is 100% adjustable on all four corners. Struts are from Tokiko. Solid steering coupler and polyurethane steering rack bushings. Front control arms were repositioned (up and inwards) to eliminate bump steer.
The original gas tank was removed and replaced with a 10 gallon fuel cell. The fuel cell has foam inserts, but no fuel gauge (watch your trip odometer!!!) Fuel is pumped from a Holley â€œBlueâ€ pump and pushed through half-inch aluminum fuel line all the way into the engine compartment.
Aluminum single core radiator keeps things nice and cool. For an electric fan, I actually pulled a cooling fan from an older Ford Taurus V6 with A/C. These fans are notorious for flowing HUGE amounts of air that no aftermarket fan can touch. On hot summer days (90 â€“ 95 degrees) the radiator and fan will keep the coolant temperature at, or below, 180 degrees.
Without Nitrous: 12.501 @ 110 mph / 1.891 60â€™ time (street tires)
With Nitrous: 11.03 @ 124 mph / 1.601 60â€™ time (BFG Drag Radials)
$500 partially refundable deposit required WITHIN 48 HOURS of auction ending. After sending the deposit, the buyer has until 14 days from close of auction to inspect the condition of this automobile. ONLY AFTER A PHYSICAL INSPECTION BY THE BUYER OR LEGAL AGENT, if the buyer no longer wishes to purchase the automobile he/she will be refunded $300 of the original deposit. If a sales cancellation is made without a physical inspection, the buyer will not be given any type of refund on their deposit. Any deviations by the buyer from the aforementioned procedure will result in a Non Paying Bidder complaint filed. The seller is willing to consider to special accommodations for individuals who need more time, but only after a detailed explanation.
I can deliver to the eastern US, but I wonâ€™t be the cheapest or fastest. Iâ€™ll likely charge $0.70 a mile from zip code 48154 and deliver on a weekend in late October of early November. Please contact me for details.