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Hello Hybridz Members! Three piece spoiler for Datsun s30 240z 260z 280z Product is made from fiberglass with a flat black primer finish. Hence, spoiler is not a finished product ready for paint. This spoiler has 2 mount holes in center piece and 2 on each individual corner. It also has 2 threaded inserts in center piece and 1 on each individual corner.Quality and fitment are really good, all spoilers are brand new and never installed. some modification might be needed for perfect fitment. Price $280 shipped! - I can provide a discount for a group buy (5 minimum) Item ships from California* Local pick up available Payment: Paypal or cash for local pick up Any questions please feel free to send a PM

Datsun Garage is proud to partner with Watanabe Japan to offer Watanabe rims to Datsun Enthusiasts! Only $100 deposit per wheel, any factory size available as well as custom features that can be done. Feel free to check out our website and info regarding these rims. Here is some more info: ALL NEW!! Available direct from Datsun Garage through Watanabe Japan. Available in sizes listed in chart. https://www.datsun-garage.com/shop/universal/watanabe-type-r/ All wheels are made to order in Japan. Because of this, lead time can take up to 3-5 months from the day you pre-order until delivery depending on production schedule. All pre-orders for R Type wheels require a deposit per wheel. Once deposit is acquired we will email you with a questionnaire. Once filled out with your specifications and full payment is made we will place the order with RS Watanabe Japan. Please reference the chart for more information regarding the wheel and our website for more info regarding pricing. It is not an exaggeration to say that “Race model” R Type wide rim minus offset, although it is difficult to get a little with current car, representative model of Watanabe that leaves history in numerous records and race scenes https://www.datsun-garage.com/ Contact: sales@Datsun-garage.com size type price PCD OFFSET Number of holes JWL standard Mold / Type weight (Kg) 100 110 114.3 139.7 Four Five 6 13-80 R ¥ 42,000 ○ ○ ● – -6 ● ○ × × sand 6.64 13-85 R ¥ 42,000 ○ ○ ● – -13 ● ○ × × sand 6.6 13-90 R ¥ 42,000 ○ ○ ● – -19 ● ○ × × sand 6.6 13-95 R ¥ 42,000 ○ ○ ● – -twenty five ● ○ × × sand 6.9 13-10 R ¥ 45,000 ○ ○ ● – -32 ● ○ × × sand 7.36 13-10.5 R ¥ 45,000 ○ ○ ● – -38 ● ○ × × sand – 13-11.0 R ¥ 45,000 ○ ○ ● – -44 ● ○ × × sand – 13-11.5 R ¥ 45,000 ○ ○ ● – -51 ● ○ × × sand – 13-12.0 R ¥ 45,000 ○ ○ ● – -57 ● ○ × × sand – 14 inches 14-80 R ¥ 45,000 ○ ○ ● – -6 ● × × ○ Money 6.8 14-85 R ¥ 45,000 ○ ○ ● – -13 ● × × ○ Money 6.9 14-90 R ¥ 45,000 ○ ○ ● – -19 ● × × ○ Money 7.0 14-95 R ¥ 45,000 ○ ○ ● – -twenty five ● × × ○ Money 7.1 14-10.0 R ¥ 50,000 ○ ○ ● – -32 ● × × × sand 7.2 14-10.5 R ¥ 50,000 ○ ○ ● – -38 ● × × × sand 7.3 14-11.0 R ¥ 50,000 ○ ○ ● – -44 ● × × × sand 7.4 14-11.5 R ¥ 50,000 ○ ○ ● – -51 ● × × × sand 7.5 14-12.0 R ¥ 50,000 ○ ○ ● – -57 ● × × × sand 7.6 15 inches 15-80 R ¥ 50,000 ○ ○ ● ● 0 ● ○ ○ ○ 139.7 / 6 Money 7.0 15-85 R ¥ 50,000 ○ ○ ● ● -6 ● ○ ○ ○ 139.7 / 6 Money 7.2 15-90 R ¥ 50,000 ○ ○ ● ● -13 ● ○ ○ ○ 139.7 / 6 Money 7.4 15-95 R ¥ 50,000 ○ ○ ● ● -19 ● ○ ○ ○ 139.7 / 6 Money 7.6 15-10.0 R ¥ 58,000 ○ ○ ● – -twenty five ● ○ × × sand 7.8 15-10.5 R ¥ 58,000 ○ ○ ● – -32 ● ○ × × sand 8.0 15-11.0 R ¥ 58,000 ○ ○ ● – -38 ● ○ × × sand 8.2 15-11.5 R ¥ 58,000 ○ ○ ● – -44 ● ○ × × sand 8.4 15-12.0 R ¥ 58,000 ○ ○ ● – -51 ● ○ × × sand 8.6 – 16 inches 16-80 R ¥ 58,000 ○ ○ ● ● 0 ● ○ ○ ○ 139.7 / 6 Money 7.5 16-85 R ¥ 58,000 ○ ○ ● ● -6 ● ○ ○ ○ 139.7 / 6 Money 7.8 16-90 R ¥ 58,000 ○ ○ ● ● -13 ● ○ ○ ○ 139.7 / 6 Money 8.1 16-95 R ¥ 58,000 ○ ○ ● ● -19 ● ○ ○ ○ 139.7 / 6 Money 8.4 – 17 inches 17-80 R ¥ 70,000 ○ ○ ● ● 0 ● ○ ○ ○ 139.7 / 6 Money – 17-85 R ¥ 70,000 ○ ○ ● ● -6 ● ○ ○ ○ 139.7 / 6 Money 8.5 17-90 R ¥ 70,000 ○ ○ ● ● -13 ● ○ ○ ○ 139.7 / 6 Money – 17-95 R ¥ 70,000 ○ ○ ● ● -19 ● ○ ○ ○ 139.7 / 6 Money 8.9 Gold metallic silver metallic ※ Black is the list price “2,000 yen” UP * Mug, Red, White, Blue and Yellow are priced at “3,000 yen” * Rim S (rim cutting) is priced at ¥ 2,500. * Hub processing cost is increased “¥ 2,500” * Special pitch is fixed price “2,500 Yen” UP ● is standard pitch ○ is special pitch (95.25 / 98/100 / 101.65 / 108/110 / 114.3 / 120 / 120.65 / 130) * ○ Special holes have a fixed price of “2,500 Yen” UP 　● Standard pitch ○ Special pitches (eg 3 holes, 5 holes, etc.) * Specifications and prices may change without notice.

Gather around folks I'm building my dream car. Some may know me here, some may not. I've been building nissans for 15 years now. My last personal build started in 2009 on this forum but I stopped documenting after 2011. I just sold my entire setup to my best friend, which I also sold my 2nd 240z too. So I'm starting to document a new chapter in my build. I tore down my black car and we are completely rebuilding my friends orange one better than ever. The original setup was amazing, never let me down. R34 NEO motor, GT35R, Tein coilovers with edfc, clsd, axles, wilwoods.... etc. This brings us to my new build and it's current state on my rotisserie waiting to get massacred. I'll post some photos and get this ball rolling Donor car was an ever so gracious R33 GTR Vpec, 90% of parts came from the same car. I will be grafting front and rear sub frames into my Z chassis, including the AWD system, Brembos, suspensions (tein), Axles, Diff, etc from the GTR... I've even gone ahead and gotten the GTR pedel set and Master so she should feel as GTR as possible from inside. Steering column, steering rack all modern and hydraulic (and left hand drive ) I've collected 90% of the bizarre hardware associated with the awd system too. Also will be doing GTR gauges, chassis strengthening, new wiring, wheels, so on and so forth.... My old car was quite the track beast, I intend to make this one deadlier than ever. More so I just love building so I'm doing it Grab some popcorn, this ones going to take a minute!

Hi everyone, I was wondering if anyone could help me with a problem concerning my left front coilover. I have new T3 coilovers on the car along with camber plates that I installed relatively recently. I have maybe driven ~200 miles since the install, however I have noticed when turning left at low speeds (such as backing out of a parking spot), the spring and perch will bind causing a really loud "pop" noise. Please see linked video. Apologies if the size is large, I couldn't figure out how to change it. As you can see by the sharpie mark I made, the perch does not turn smoothly. It seems to bind and then pop with the spring into place. The popping noise is fairly loud and makes me look like a terrible owner haha 😭. I then jacked the car up and noticed that the spring is rubbing and has shaved off part of the threaded section. This is probably what is causing it to get stuck: I guess the spring is somehow misaligned between the upper and lower perches, but it seemed odd as the spring was properly seated on the lower perch when the car was loaded. I dropped the strut assembly and checked for straight alignment (which it looked perfectly fine), bolted it back in, and put sharpie on the threads to see if it would still rub. It still rubs!!! Anyone have any suggestions on what to do next? The popping and now the visible rub is making me not want to drive the car

I am selling my 1973 Datsun 240Z. Bought as roller without engine/trans in 2011/2012. Previous owner/s have changed the roof and various parts, so some of the stuff i pulled out was off a 260z/ 280z and there might still be some mixed parts on it. That and all the modifications pretty much eliminate this as a show car. Do not buy this thinking it can be restored to show car quality. It would take far more than would make economic sense. This is purely made to run quick/fast, not to look pretty. It's raw and needs muscle to be driven. It has manual brakes without booster and manual steering without power assistance. You need to be strong like bull. But it is rewarding! If you dare you can get 0-60 in just over 4 seconds, while carrying a passenger. I've never felt the need to put effort into it, but I am certain it'll crack the 4 second mark if you just lower the tire pressure... This is a great handling, light weight car with balls! Once you get used to its noise and raw roughness or like me, fall in love with it, this car is AWESOME! Took it to tracks and autocross events and thoroughly enjoyed the @#$% out of it every time i drove it, but I am almost done building me next racecar and I need the funds to focus and finish it up... Now to the great things about this car. I'm just going to list as much as I can and I'll save some details for when you come to see it: SOLID 1997 Pontiac Trans Am LT1 V8 with 310 hp at around 5250 rpm and a torque curve that starts well above 320 ft. lbs. from the word go all the way into the rev limiter. Max torque 340 ft. lbs. Stand-alone engine harness and Howell Engineering computer, tune-able, obviously T56 manual 6-speed transmission out of the same 1997 Pontiac Trans Am S1 Sequential Shifter that translates forward/ backward motion into the H-pattern - yeah, it's awesome! R200 rear diff with a fantastic Quaife ATB torque biased helical limited slip differential upgrade and 3.545 final drive ratio Nissan Armada CV jointed half shafts LED sealed beam replacement headlights with aero covers Both, front and back bumpers lightened (not good for crash resistance, so be aware) Fiberglass bumper covers, front and back, front with lower air dam Fiberglass fenders Fiberglass hood with vents and secured by lockable aerocatch latches Fiberglass cowl Fiberglass flares Wilwood brakes (almost 13" all around) with 6 piston front calipers and 4 piston rears - high temp fluid, track disks, track pads, biasing valve installed Complete Arizona Z car suspension kit with billet control arms etc pp, which keeps the rear control arms straight while the vehicle is lowered! 5-lug Rota wheels 17x9 front and 17x9.5 rear with Nitto NT01s in 255/40/17 fronts and 275/40/17 rears Autopower bolt in 10 point roll cage NRG hub and deep dish steering wheel with quick disconnect and lockable cover Custom light weight polycarbonate dash board Dakota Digital gauge cluster with 0-60 timer and 1/4 mile timer and couple neat functions Ignition activated dash cam with GPS Corbeau racing seats on sliders, forth and back adjustable! Schroth ASM harness belts Fuel-Safe bladder fuel tank with functioning level sensor and external high flow filter and Mallory pump Fiberglass deck lid spoiler American Autowire chassis harness Clean California title Made in 1973, this car is PRE-smog and does not have to go to smog inspection! Current registration Asking price $12,500.00 Located in San Diego

Looking for some advice before I dive head first into the engine bay. It is a 1977 280z pretty stock minus headers So I had accidentally left my head lights on. So, of course, my battery died. I tried to jump start the car and it cranked and smelled of gas but wouldn't turn over. I figured I might have flooded the engine for trying to much so I let the car sit for about 24 hours. I brought a new battery (tested and all so I know it works) and it was the same problem. The engine cranks and I smell gas but it won't actually turn over. The ignition coil has spark. The distributor has spark. But it just won't turn over. Any ideas of what to check? Also I should add the for about a week and a half before this happened my car has been running a bit rough. It just started out of nowhere. The engine has a bit more shake to it and there seems to be a good loss of power. I kind of suspected the water temp sensor since I had a problem with it in the past. I replaced it's plug but not the sensor itself. And if I ever touched it while the car was running it would cause a rough idle. Anyways if anyone can give me some advice it would be much appreciated. I'd just like to add that I'm a young car enthusiast. I know my way around a wrench (I've changed the intake and exhaust manifold myself and cleaned up some wiring) but I'm far from an expert. And I know very little about the science of electricity.

Hello Everyone, recently I have become an owner of running 1977 Datsun 280Z. I have always loved them and wanted to get hands on one of them, I have gotten my hands on this 280Z 2+2 GHLS 4 SPD. I am in love with the car, but it does have its flaws. I would like to sincerely ask the HybridZ community for any and all the help you all can provide on bringing my car to at its best. The known issues so far are as follows: All the lights work other than the front Headlights, and Hazard button does not work. Passenger door does not close fully and it seems does not latch on to the hook. Water on the floor of the car from rain seems to be getting in from the doors. Shift boot is nonexistent and can see the ground from the shift lever. (hence the fumes from busted exhaust are almost at hazardous level while driving the car) Atlast the Dreaded Rust is certainly present but it is not severe at as far as I can tell. I am very excited to join the community and would like to humbly ask for all of your help to keep this beautiful car alive and well. Thanks

Hello ive got question about pandem kit. Does pandem kit for 240z fit in 280zx 2+2 with no problems? I heard that it fits in 280z but I don’t know about 280zx 2+2z

Welcome, Looking for a 5 speed trans somewhere in the Minnesota / North Dakota area. I would prefer to come pick up the trans but would be willing to ship if the price is right. Let me know what you have!

I've always wanted to see a philosophy thread on HybridZ. It never ceases to amaze me how unique and quirky the Datsun following tends to be... and even more so how much we have in common despite are differences in backgrounds, etc. There are a lot of generalizations that can be made about people drawn to American muscle cars, German performance and luxury, etc. In my experience Z owners tend to be very smart individuals relative to the general population as well as automotive enthusiast groups. (Clearly we have fine taste.) This could go a number of philosophical directions, about kindred human passions, the living spirit of Mr. K, the brand of Datsun's emergence after WW2's bombs, the commonality between Z owners.... you could even present an esoteric possibility such as Z owners' souls tend to come from the same quadrant of the galaxy or something about how HybridZ [sometimes] epitomizes focused, collaborative human achievements. All are of interest to me... but rather than lay my interests and thoughts out, I'd like to ask if others have had any similar observations and have pondered their implications or meaning?

Hello Everyone, I bought a 1971 Datsun 240z, about 2 years ago as my first project car. The more I started to dig into the car, the more I wanted to repair and improve it. Initially I was just planning on getting it running and using it while slowly upgrading and repairing it. I ended up tearing it down to the bare chassis, mounting it on a rotisserie and media blasting it. After I media blasted it, I decided to replace the floors and upgrade the frame rails with baddog frame rails. I sat down and thought about what I wanted the car to be and I came up with a ton of ideas, but ended up narrowing it down into one vision. The vision is this(nicknamed ProjectWhiteNoiseZ): My vision is inspired by modern Nissan Nismo styling, but it will be powered by a 2JZ-GTE with a cd009 transmission. I have gone through every part and media blasted and powder coated it or upgraded it with something better. Doing all of this, inspired my brother to buy a crashed 2008 Mustang GT and the current plan is to complete our cars by August/September '18. I live in Colorado and he lives in Pennsylvania, so I'll be road tripping the 240z 1700miles each way when complete to meet him at a track in Pennsylvania and race. If you're interested to see the work and follow our journey to complete our cars over the next few months, we have a YouTube channel, Facebook, and Instagram where we're documenting our builds. Any comments on suggestions for YouTube video improvements are appreciated. We will answer any questions you have. YouTube: https://www.youtube.com/channel/UCJt7v6VEHBqNPweO_cZ1guw PBB Instagram: https://www.instagram.com/projectbuildbrothers/ PWNZ Instagram: https://www.instagram.com/projectwhitenoisez/ Facebook: https://www.facebook.com/ProjectBuildBrothers/

I searched and searched and searched endlessly to build a spreadsheet of what to buy before ever taking on this journey from the car to what I wanted in the drivetrain for approximately 2.5 years. Searching craigslist/copart/ebay endlessly until I ran across a deal in my budget for a $2k running driving Z car. This led me to Virginia and I bought this daily driver 1976 280Z with 168k miles and in fairly good shape. My uncle and I drove it home 300+ miles with dry rotted 10 year old tires and 40 year old bushings with a slight hint of white smoke under hard acceleration on the interstate! Then the build began"¦ This was in March of 2012 just after grabbing my BS in Civil Engineering from UT Knoxville in Dec of 2011. I didn't start buying until December of 2012 and I haven't stopped since haha[/font][/size] -First I had to figure out the dreaded fluid in the passenger floorboard...leaky heater control valve so I wound up using a Bronco heater valve 74628 (Advance Auto Parts), 2-90* hoses, spare pieces of 5/8" hose and some hose clamps to fix that right up. PITA to get to with stock heater core/ac junk in the way BTW. Future plans are JCI/Vintage Air! -Engine spec'd out to be cheaper for an LS1 pullout if I could find the right deal but after considering the fuel mileage gains and ease of finding another engine for less if it went south I went 5.3 all the way. Plus boost always sounds better for the future! I have a spreadsheet list for that too! -2002 5.3 from a Chevy Avalanche with 80k that ran good (or at least that's what the guy at the junkyard said!) -Drive by cable was my goal from the start to get a better "feel" for the car so I bought a new throttle body and used ls1 intake, fuel rails, oil pan/pickup tube, etc... But I kept the truck spacing on the accessories (cheaper). -Transmission, besides the car, this was the worst to find and ultimately I went with the TR6060 over the T56. -2011 Camaro SS TR6060 with 2k miles ($1600 with free head stud kit valued around $225) -TR6060 has more stock holding power than a T56, a trans cooling system, and supposedly shifts smoother -But the downsides are that it is more rare (1st in a LS-Z), fixed yoke rear, taller gears, & uses a remote shifter From then on out I used the "Documemtation" of how to swap an LS1 T56 combo into a Z car and along side other builds on HybridZ to get to where I'm at. From Cooling to the RT Diff Mount to the Fuel Cell Setup I've researched and stalked tons of pages to get where I'm at and asked a handful of questions. My hats off to the site and all who put their 2 cents in because it would've been harder without it for sure. If I can help anybody else that has questions just shoot me a message about the swap. HybridZ and LS1Tech are your best friends during this swap so use them! The 5.3 had no real issues as in tapping the alternator hole (I was scared to do this at first) or cutoff the protruding section from the side of the block but it cuts like butter with a saw. 11/32" Drill Bit & 10mm x 1.5 Tap. I did mine inside the car, so out or in it doesn't matter. My goal is to daily drive it to work to keep miles off my truck and to replace my burning passion for buying a new Vette since I bought a new '12 Duramax instead. So power upgrades are essential to fulfill my daily need for speed. Future dream plans are a turbo, beefed up rear, and A/C. But I'm not sure if they can all be satisfied together so we'll see or I may just go and build another with a 5.3/auto/turbo drag setup and leave the stick with a/c for autox/daily driving. Engine: -5.3L 2002 Chevrolet Avalanche 80k Miles -JCI Engine Mount Kit -MSD Plugs 32829 (Truck Coil Setup) -LS1 Stock Throttle Body -LS1 Intake 12560688 -LS1 Oil Pan 12558899 (Oil Filter: PF46E AC Delco / M1-107 Mobil) -LS1 3 Pin MAF Sensor -LS1 Stock 26 lb/hr Injectors -LS1 Alternator Bracket + ¾" spacers -Tap 10mm-1.5 (Hanson 8340) and 11/32" Drill Bit for Alt Hole in Block -Ribbed Pulley Advance Auto (P/N: 89015) -EGR Block off Plug Dorman 1-3/8" -Lokar LS1 Throttle Cable 36" -Custom Intake Throttle Cable Bracket -Custom Firewall Throttle Cable Bracket -4" to 3.5" Elbow to 3.5" Cone Air Filter -Dayco 5060548 Serpentine Belt for Alternator Only Setup -Truck Crank Pulley, Water Pump, Alternator, & Belt Tensioner -TunedbyFrost for 93 Octane (+25-28rwhp) & P1336 Code Removal -LS1 Drivers Side Clamshell Motor Mount (5.3 one won't work) -LS1 Dipstick 12551581 and Dipstick Tube 12551577 Transmission: -TR6060 2011 Camaro SS 2k Miles -Custom Transmission Rear Mount to Frame Rails -Royal Purple Synchromax Manual Trans Fluid (4 Quarts) 01512 -Perma-Cool Hose Barb Fittings 11/32" to 6AN (P/N: 15265) -2 "“ 6AN 90* Elbow Female to Male Swivel Fittings (Route Cooling Lines) -Custom Remote Shifter Mount and Linkage Rod (DO NOT BOLT TO TRANS TUNNEL) -Tremec Shifter TKO600 New Takeoff -Pro 5.0 Shifter Lever + 6 Speed Shifter Ball -GM 4l60e to 6AN Fittings (P/N: 12055) Choice Motorsports LLC (+ C Clips) -Stock Camaro SS Trans Mount -*Reverse Lockout is the same plug for LT1-T56/LS1-T56/LS3-TR6060 Clutch: -Monster Stage 2 "“ 12" LS1 Clutch Package with clutch alignment tool etc"¦ -Chromoly Billet 18lb Flywheel -Tilton 75-875U (7/8") -48" SS Braided 4AN Clutch Line (TOOOO Long "“ go 36") Tilton to TR6060 -Tick Performance TR6060 Clutch Speed Bleeder (Just Do It) -Welded on Male 4AN Steel Bung to Slave Cylinder Steel Line In Bellhousing -GM AC Delco TR6060 Pilot Bearing 12557583 (NOT a T56 Bearing) Driveline: -GTOPL-2 Aluminum Fixed Yoke Driveshaft Adapter (1350 Size U-Joint) -Slip Driveshaft (Oliver's Driveshaft in NC) 1350 to 1310 (23-9/16" Long) -R200 Neapco Adapter 2-2-899-1 with a 1310 Size U-Joint (M8-1.25x35mm) -RT Diff Mount from Techno Versions LLC and Modified Prothane Bushing -R200 3.54 (Stock) Open Differential (1 Tire Fire!) -Modern Motorsports 300ZX Turbo Half Shaft Adapters (New) -1986 300ZX Turbo (84-89) CV Axles (New) Flipped Cages to Shorten -75w90 Diff Fluid Lucas 2 Quarts (2.75 Pints = 1.375 Quarts to Full) -Differential Overflow Tank Exhaust: -JCI Headers Used (Non Ceramic Coated) #DAT-405 (Used) -Dual 2.5" to the Rear of Trans/Driveshaft then Y into 3" out the back -Borla Muffler 40359 Pro XS 3" In/Out (almost identical size to stock muffler) Suspension: -Full Removal of All Suspension Front/Rear and Sanded/Painted -Full Poly Bushing Master Kit (Red) 7.18102R Hyper Flex -Tokico 5 Way Adjustable Springs(Red)/Struts(White) Combo -10w-30 Fluid Refilled in Stock Strut Cartridges -Rear Spindle Pins/Bushings Replaced By Previous Owner Recently!!! -KYB Dust Boots (Plastic) with Bump Stop (Not Strapped on the Bottom) Wheels/Tires/Brakes: -XXR 531's in 16x8 with +0 Offset (Black/Polished Lip) -Falken 225/50/16 with no rubbing on stock/tokico suspension -Stock Brake Calipers Cleaned and Painted Hi-Temp Red -Speed Bleeders on All Corners -Hawk HP Plus HB169N.560 Front Pads -Stainless Steel Braided Brake Lines (All 4) -New Front Rotors -Rear Drums Already Had New Pads Cooling: -3 Row Aluminum Direct Fit Radiator with Drain Plug -"˜93 Taurus/Sable (91-95) 2 Speed 3.8L Fan with Connector Plug -Stock 5.3 Hose Modified to Fit Upper Hose -22478 Gates Hose from Oreilly's for Lower Radiator Hose -New Factory 186* Thermostat + Housing (Built Together) -¾" and 5/8" Heater Hose Lines and a ¾ to 5/8 adapter -JTR Hose Tee with 5/16" Steam Barb and Air Bleeder -Radiator Overflow Tank Gauges/Wiring: -ChevyThunder.com Stand Alone CPU/Harness for 5.3/LS1 w/ OBDII+CEL -Speedhut 4" GPS Speedo 160MPH w/ Blinkers+High Beam GR4-GPS-05T -Speedhut 4" 8k RPM Tach (See Group Buy on Speedhut"¦) GR4-TACH-02 -Glowshift 2-1/16" Oil/Water/Fuel Gauges 7 Color LED -JEG's Fuel Pressure Gauge (on fuel rail at firewall) -Oil Gauge Pressure Sending Unit behind intake on top of motor -Water Gauge Sending Unit on rear of passenger head at the battery -Autometer 2277 "“ 12m x 1.5 to 1/8" for Water Temp Sensor to LS Pass Head -Autometer 2268 "“ 16m x 1.5 to 1/8" for Oil Press Sending Unit Plug Top Block -Brass 1/8" NPT 45* Fitting for Oil Pressure Sending Unit Aftermarket -8 Guage Red Wire From Alternator to Battery -Stinger 4 Maxi Fuse Holder and Appropriate Fuses for Year Model Fuel System: -15 Gallon Universal Fuel Cell w/ Built-In Sending Unit (0-90 Ohm) -Fuel Cell Hanging Mounts and Padding + Other Mounts -Fuel Filler Neck Behind License Plate -Flip Down License Plate Bracket -Vented Gas Cap -Dual 10AN on the rear of the Cell (10 to 8 reducer) -8AN Pushlock Hose to the 100 Micron 8AN Fuel Filter -Walbro GSL392 (255) Fuel Pump -Corvette C5 FPR WIX 33737 -6AN WIX FPR Fittings 640860, 640850, 640940 (Russell Fittings) -6AN Pushlock Hose From Pump to FPR -6AN Pushlock Hose From FPR to Fuel Rails & FPR to Tank Return -Fuel Line Holder Clips with Rubber to Run Fuel Lines -LS1 Fuel Rail 3/8" Hardline to 6AN Push-On Fitting is RUS640850 -Stock LS1 Injectors 26 lb/hr -*6AN Size Fuel Line is good for up to 450HP -16' of 6AN and 3' of 8AN Push Lock Hose Recommended Tools: (besides the usual ones"¦I had to buy/borrow these) -Engine Hoist 1 Ton (Harbor Freight $105) -Load Leveler (Harbor Freight $20) -Torque Wrench (Mainly for Clutch Install) -Slide Hammer (Harbor Freight $15 for Stub Axle Removal) -Mig Welder (Lincoln Electric 140HD + Mig Gas $700 total) -Brake Line Wrench (Craftsman 10mm/12mm $10) -Spare Sets of Wrenches in Metric (Whole Car is 10/12/14mm"¦) Issues/Advice: -Crankshaft Relearn Procedure P1336 "“ It cannot be completed unless a factory setup is in place and I did not have this so I went ahead and had Frost tune that code out. The engine will try to run properly but won't let itself until this is done even though the crankshaft is mechanical. Other than that the engine ran flawlessly from ChevyThunder's harness. This procedure is popping up only if the computer and engine did not match from the factory and I did not get the CPU with the engine. Next time I will. -Do NOT cut anything off of the Datsun harness until the project is fully running and it all works, ask me how I know... I had to fight a couple of electrical gremlins that were working just fine before I took out the motor and they didn't once I was ready to drive"¦like brake lights and interior everything electrical, but the headlights, blinkers, stand alone engine and the gauges worked flawlessly. -I'd go 2-5/8" on the triple gauges. Mine look too small personally but they're fine and it's too late now -80 or 100 Micron Filter before the Walbro is mandatory but my 30 Micron did fine but supposedly too restrictive. -Upgrade the suspension/bushings like I did and redo all supporting components while they're easy to get to. -My clutch is actually for an LS1 T56 setup but works with what I have so there's my 2 cents"¦buy the trans first not the parts that go in it. They were having a new years sale and I just knew I'd be putting in a T56"¦ Push button momentary switch wired for the reverse lockout solenoid because my harness was made for a T56 and I am using a GPS speedo not the VSS. 3 amp fuse and a switch from RadioShack and it works good. Keeps me from going into reverse on a 6-5 downshift. It does literally take two hands to jam it in reverse without the solenoid activated and that will not mess it up because it's only a spring pushing back. More TR6060 downsides I'm coming aware of now that it's driveable, theres a slight clanging inside the trans when you let out of the clutch while it's in neutral. Apparently all 5th Gen Camaros have this from what I read even brand new ones with no miles on them (not just GM TR6060's either). It's a factory sound and slight vibration in the shifter (get a loud exhaust or a good stereo!). Another issue with buying a TR6060 are the batch of factory defective transmissions, which are serial numbers 0-25000 which have a weak main shaft that's not heat treated like the new ones and an issue about not having an output shaft bearing installed. This has been well known to modified 2010's and some 2011 cars that are manual that have broken with superchargers installed and even bone stock 436hp levels. I was unlucky and my serial is 24302... So since I'm going to only have low 300's for horsepower right now I'll be fine but in the future a main shaft upgrade will be necessary. Main shaft (stock) is good for up to 475hp from what I've read. Gearing is another aspect in transmissions that I was curious about as well... LS1 T56 - 2.66 , 1.78 , 1.3 , 1.0 , 0.74 , 0.50 (not GTO ratios) TR6060 - 3.01 , 2.07 , 1.43 , 1.0 , 0.84 , 0.57 Grand total costing me around $14k including the car. That includes a few screw ups, new GM 10.9 bolts everywhere, high end fluids/gaskets, and quality parts to make sure they will not fail during daily use. Most all the parts I bought were brand new unless it wasn't critical like the used headers. It took me approximately 1 year to do it all but could've been done in half the time if I dedicated more time to it. If I can figure out the picture situation I'll load some on here but until then all my pics are on Flickr via my signature below. Thanks Travis

Selling my 1973 Datsun 240z on Bring A Trailer. https://bringatrailer.com/listing/1973-datsun-240z-43/ LS1 engine, T-56 transmission Exterior: White 2,400 miles since rebuild Located in San Diego, CA More details on bring a trailer in link above. Contact: John DM for contact info and questions.

Hi guys. Been a lurker here forever! Picked up a 73 last summer and haven’t had the time to sort it out. Anyone recommend a tech or mechanic in the LI or metro NY area? Car came with triple webbers but seem to be wired up or lined up wrong. If you spray starter fluid, she fires up and sounds pretty damn good. But the throttle and the choke seemed to have been routed at the same line by the previous owner 😑🤨. I own a business and really have not had any time to just sort out the damn thing. Any direction to a trustworthy guy that can take this job on would be much appreciated. -Alex

Wanted: 240z, 260z, or early model 280z. I need one with all glass and a body with no major damage. Rolling body with a dashboard is a big plus. Im located near sumter sc, and can have family look at cars near louisville ky.my max price range is 8k.

Thought I would actually post my build in the project section since this is a project. As the story goes my 1995 240sx was stolen on 10/21/12. Had SR20DET S15 with the S15 6speed, Nistune ECU management. Tomei 272/272 cams. 750cc injectors, Z32 MAF. AEM tru-boost controller. Ran the J30 dif with abs sensor that I used with a Digital decoder to convert signal for the speedo. Full gauge setup last tune done on the car in July put 305 HP to the rear wheels at 15lbs of boost. Car had working A/C. Fortune 500 coilovers, Isis rear adjustable suspension. Paint and body work done in July as well, Navan front bumper, side skirts and rear valiance. Here is a dyno pull!! http://s158.photobucket.com/user/melbellwood1/media/1995%20Nissan%20240sx/20110923_162204.mp4.html Here is a run at the track!! http://s158.photobucket.com/user/melbellwood1/media/1995%20Nissan%20240sx/20120113_185224.mp4.html The gray 240 is a friend of mines, He runs deep into the 11's at the track makes 390hp runs sticky drag radials all with A/C! Car was recovered 3 days later stripped. Did not have full coverage, my stupidity. Makes ya sick. Now onto the next project. Found thru the internet in Salt Lake City Utah. Car originally bought by person when living in California. Car was originally green and repainted in the early 80’s red. Late model 1974 260Z. Car had updated DGV carbs installed. Western Star wheels and headlight covers with a rear deck louver. Car ran great for short trips to work and out. But my first road trip to a car show about 60 miles away the car overheated on the freeway cruising at 70mph. So switched out for a new radiator and thermostat. First upgrades was a twin pipe exhaust through twin glass packs. Sound is awesome. Power is limited. I was originally going do a head swap, raise the compression and run triple 2 barrels. I wanted to get 200+ hp. After driving the car for 3 months and missing the pull of a turbo, I decided to do a turbo. Didn’t help that a close friend drives a Golf daily with 400+ hp to the front wheels and owns a tuning shop. I decided from research (not deep enough to add a turbo to the 260Z motor because I am over 4 times that cost so far and still counting). Looking it over I thought with intercooler and buying all the parts that I could do this with only about $1500 out of pocket and I would have a turbo driver! HAHAHAHA..... Plans are to be a driver with some track use. Here are some of my trips to time attacks and road course racing. http://s158.photobucket.com/user/melbellwood1/media/Tooquick260z/20130216_150116_zps0eee095d.mp4.html At the point of putting the parts together and driving my car some issues started happening to the 40 year old car. The transmission that worked flawlessly started being difficult to put in first gear (after removal realized it was the slave cylinder no pressure). It developed an exhaust leak, thought it was the new exhaust that I installed. During removal of the intake realized that the #6 cylinder exhaust bolts were gone, yeah missing. Also the head gasket was leaking. I found great deals on all the parts and put them together. Turbo, ECU, AFM, wiring harness etc. Look at the boxes of parts WOW! I located a P90 head and had it rebuilt and flycut. Bought some cam tower shims from Derek, member on hear from Ocala. I put new valves from the 75-78 head with some addition spring spacers got them lined up. Before.... After.... Bolted to the head with cam timing done. Cleaned the engine compartment and painted with a few coats of clear. Looks like a deep dark hole where all the money has gone. Who’s counting right! While this was going on my brother toasted his 1993 300zx by letting the timing belt break, can you say interference. With the tranny going bad(auto) and a/c problems and other issues he decided to part it out. So, I purchased a lot of the parts from him. Breaks, Diff, MAF, Master cylinder and booster, and drive shaft to put in my Z. To put all that stuff on I purchased the rear setup from TechnoToyTuning. Nice stuff. Rear Z32 diff mounts, coilovers with Tokico’s. Old and new clutch, I should hook now!!! Handle the projected 250 HP! So since I had a 6 speed in the stolen car I decided to go with the same tranny. S15 6speed. I researched and found a few people with attempted installs of this tranny but no one had a step by step build. I posted I wanted to do this and a fellow member Xnke (Jacob) said he could help. He said to send the 6 speed with an S30 bellhousing. So I purchases a 6 Speed from JDM Tech of Orlando put them on a crate and sent to Xnke. He then cut the S30 bellhousing and mated it to the S15 6 Speed. Jacob informed me that this is actually a Mazda MX-5 6 speed. he can source and work on these tranny's! Awesome. Here are pics of taking the S30 tranny out and apart. Then with the 6 speed back ready to be installed. Znke even machined the speed access hole for the S30 speedo cable. He got the 4.11 speedo gear that will work great with the Z32 4.09 rear diff. Tranny installed and mounted in Stock tranny mount! Street T installed to run the turbo oiling line. Electric fans installed,,,, Isis 12" fans Stay tuned for the process.......

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He Guys, right now i am doing a full restoration of a 280z from 1978. The car little rust, but it got welded together from 2 different cars and was sold to me as „original“.... So i am looking for a 280z shell in good condition, preferedbly from california or desert area but not a must (no accidents, minimal/ no rust). If anyone has one in the garage or knows someone who wants to get rid of his project, i would be more the happy to hear from you. Thanks a lot

Hey all, I’m a Datsun newbie! Always wanted a 240z/510 project and finally made it happen over the weekend. I picked up the 73 Datsun 250 miles away from home with the “guaranteed to make the drive” from the owner – which it did not but we’ll get to that later. 1973 Datsun with a SBF 306 engine with GT40p heads, single plane intake, 750 Holley HP carb, speedway headers, 3” exhaust, manual valve-body c-4 transmission with SFI bell housing and 9” stall converter, TCI shifter, R200 posi rear end, Meziere water pump. I realize the 750 carb is probably too big, I think its what the PO had around and tuned it work. Motor seems to run strong, starts up pretty easily from a cold start and sounds like a beast. I however am a complete V8 newbie. Here are some pics of the car/engine. I ended up having to tow the car after 40 miles of driving as smoke started to fill the cab, when I pulled over it seemed like transmission fluid was dripping onto the exhaust. Upon examination we found the speedometer (speedometer and tach not hooked up) cable opening was closed with a rubber bushing and a wingnut. I tightened up the wingnut and have taken it for some short trips and it has not leaked yet. So that seems to have fixed the problem. I am not a huge auto guy and would prefer a 5-speed. I don’t even know where to start with wrapping my head around what that would entail. I have 2 large questions at the moment. The first is the transmission which has no transmission cooler – and it not hooked up to the radiator for cooling – is this a problem? The second is the flywheel – it looks like casing was trimmed back for some reason and the flywheel is exposed – is this a problem? Thanks for any help.

Hi guys well i just sold my 06 350z and ive decided that im just going to start an rb25 swap on my old 73 240z soon. But before that i would like to see whats out here to see if you guys may have laying around. Im looking for performance parts, maybe someone has the mounts laying around they never got to use.? If not im going with the Mckinney mounts. Anything rb25 related is usefull. Let me know if anyone has anything. 240z parts i can also consider. Thanks.

Hello everyone! Im new to the Hybrid Z forums so I thought I would start a build thread for my build on my 1975 280z. Current car: 1975 Datsun 280z Mods: Subaru Power Steering conversion, Full Eibach suspension, aftermarket swaybar + full polyurethane bushing conversion, Toyota front disc conversion, aftermarket A/C installed, 240z driveline, (im probably missing some things so I'll update it as I go.) I have roughly 20 years of receipts of all the work done to the car. I just recently acquired the car so everything listed above was done by the previous owner. Now here is my plans for the rest of the car: [Key --> Green = Acquired Crossed Out = No longer using ] Turbo Spec Motor 7.31:1 Compression (N42 block/P90 Head) Either T3 Precision Turbo or T3 Turbonetics Arp Head Studs External Wastegate + Blowoff Valve + AFR + Boost Gauge Oil Cooler Turbo dizzy 82/83 280zx + shaft Megasquirt EFI kit from Softopz 550cc RX7 Injectors / 440 cc Supra Injectors (For Sale, Message me if interested I will ship at no extra cost) Turbo Oil pump (thoughts?) 240sx throttle body + Sensor Intercooler + Piping Oil Pressure T for oil lines to turbo (in & dump) 2mm head gasket to lower compression to 7.8/1 wastegate Downpipe (need a dump tube as well for the wastegate) Turbo Manifold(x2 anybody want to purchase my extra?) + wastegate adapter 2.5" exhuast / black widow widowmaker Upgraded Ignition System (not sure which to go with yet, suggestions??) NGK Plugs Pallnet Fuel Rail Kit + Throttle Body Spacer Electric fuel pump upgrade + New Pressure Regulator ------------------------------------------------- UPDATES: Update 11/3/2017 - With some great info/advice from the comments, I am highly considering going with a megasquirt plug in play kit made by softopz (just waiting on his reply at the moment). I've also decided I definitely DO want a bigger cam, so any suggestions on that front are helpful as well. Also I have added that if I go the megasquirt route I am ordering a pallnet fuel rail to compliment it. Update 11/4/2017 - Alright after meticulous research, hours of comparing prices and talking back and forth to people who have done the cam/turbo builds and the potential power gain (and I do mean COUNTLESS hours of this haha), I have decided to completely ditch the whole cam and head upgrade idea and go the turbo build route. For almost the same price (actually a bit cheaper) I can get alot more smiles per gallon with the turbo build. There just isn't enough power to be had on the N/A build for the amount being spent. So as of right now this is the game plan. I will continue to add to this as I see fit, everything will be updated on this original thread post. Part 2 11/4/2017 Just went through the receipts on the car (dating back to the late 90's) and boy was I in for surprise! All of the tedious work to maintain the stock L28 has been completely gone through by the PO! For example the timing chain kit from Z Motorsport has been installed, Tune up kits routinely done, fuel pump and filters / lines replaced, harmonic balancer replaced, and the list goes on. I couldnt be more happy with this purchase!! Did I mention the PO gave me a close ratio 5-speed for the car?! This car amazes me and I am very thankful that it has had such meticulous care over the years. Update 11/7/17 Added some parts to the list. Also purchased a turbo manifold on facebook for 150 bucks! ***Update 11/10/17**** I have purchased a complete L28 turbo motor setup at a very very good price! Here are the engine specs: L28 N42 Block with dished pistons, P90 Head, N47 intake, turbo manifold, Pallnet fuel rail + Fuel pressure gauge, 440cc supra injectors, rebuilt chinese housing turbo with turbonetics internals, turbo dizzy, and assembled with ARP studs. Came with some other misc parts as well. Update 11/13/17 Link to spreadsheet for parts list: https://docs.google.com/spreadsheets/d/1iOiWBJyjQH3KEkLnBor0snwgOvXaUo4I0qIo1ZDYFZo/edit?usp=sharing Update 12/7/17 Tore down the entire motor and I am going to rebuild the bottom end and the head and all freeze plugs timing chain etc... Ordered all the parts just need to hot tank the block to start assembly again.