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Hello everyone, my name is Brandon Henness. I've building a 240z for the past 7-8 years and I've finally "finished" it. I've made a build gallery on imgur if you're interested in checking it out. Otherwise here is a before and after of my car. It's swapped with an LS1 and a T56, upgraded suspension, big brakes, chromoly stub axles and CV shafts, self made PCB LED taillights, and much much more. I'm currently entered in SEMA BOTB Young Guns and I'm trying to accumulate some votes so I can win a spot at SEMA in 2021. You can vote for me by following this link, you can vote every 24hr until October 25th at midnight. Thanks Everyone!

After looking everything over and doing some digging I came to the conclusion that using 65 mustang hubs on 240z spindles is not a cost effective solution for big brakes. I am now looking into a ball joint adapter that bolts to the control arm of the 204z and uses press in 2014 mustang ball joints. I intend to use this in conjunction with 2004 Subaru wrx coil over struts to allow the use of 5 lug 2014 mustang hubs and brakes. Which are 5x114.3 The intent is to have the outer wheel mount flange be pushed out roughly 35mm.... effectively converting our cars from a "zero offset" wheel to a "plus 35mm" wheel... aka just like the 300z and the 240sx, Toyota supra etc... It's a front steer, rear caliper spindle just like the stock 240z, once I know what the bump steer geometry will be I will have a clearer picture of things. Someone could use a widebody or flared setup if they chose to run a zero offset wheel, or use cheap and readily available 350z wheels and have stock track width. Let me know if anyone has any input on this. Good idea, bad, etc...

I recently acquired a late model FS5W71B 5-speed that supposedly came out of a 280ZX. It definitely has the right bellhousing bolt pattern, the single ear exhaust hanger, the reverse check plate, and the tall ears for the shifter. I've put it in 5th and counted input shaft to output shaft ratios, and confirmed it's the .745:1 5th gear. Based on the research I've done on this site and others it sounds like it should bolt in just fine, but I need to make sure I use the pressure plate and throw-out bearing out of either one or the other and not "mix and match". I have a completely new clutch/PP/TOB (Exedy) that I had bought for my 4 speed, and am guessing that it should be OK in the 5 speed? Can anyone confirm this? Also, the breather has broken off flush with the case. Any advice on removing the stub? The 5-speed came with a slave cylinder, should I use that one or my 4-speed's, or is there no difference? Looking at this web link http://www.atlanticz.ca/zclub/techtips/shifterbushing/index.html I do have the weird oblong shifter (bottom picture, right side) from the 5 speed. Does anyone have any idea what that internal spring is supposed to do in relation to the bushings? Is it one of those push-down to engage reverse features? Finally, this transmission only has one electronic sensor installed, up near the front (Reverse switch I believe), and nothing else. There looks like maybe something should be in the rear, and possibly got broken off. I need to do more cleanup in that area to be sure. I downloaded a copy of the '83 FSM from Xenon and the MT chapter shows 4 sensors! (Reverse switch, Top Gear Switch, O.D. Gear Switch, and Neutral switch.) In all the pictures of these transmissions I have found on line I have never seen 4 switches installed on the side of these transmissions. Does anyone know what the deal is on what reality appears to be VS what the FSM is calling out? In my picture the 5-speed is on the left, the 4-speed is on the right, The shifter with all the tape around it is the oblong one out of the 5-speed. The boss that is up from the tailshaft on the right of the center casting part line (red arrow pointing to it) is full of crud and I suspect where the neutral switch should be installed. Is there ANYTHING that anyone can advise me on in regards to making this swap successful? Pitfalls? "Gotchyas"? "As long as you are doing this you may want to..."? Thanks!

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

Recently aquired a 1972 240z with 108,112 miles. Having an new extra vg short block laying around and a set of cima heads and manifolds, I decided to swap the vg into a s30. Not sure on what turbo I will run, but im looking into compturbo 6262, or a borgwarner s200. Looking for around 550-600hp. Heres my list so far: Stock motor with ported cima heads and jwt springs relocate position of turbo from driver to pass. side (not enough room to keep on driver side) aeromotive fpr walbro 485 pump -6 feed and return line id1000 injectors compturbo or borgwarner turbo custom top feed fuel rail turbosmart wastegate boost controller R32 gtr front brakes calipers with custom bracket (I will be running 16" so I will try to fit the largest rotor in them. custom intake manifold with q45 throttle body had a pair of ARC z32 intercoolers laying around that I will have modified to a single. z32 brake booster, master cylinder and possibly pedal z32 clutch master and possibly pedal possibly z32 diff installed and thats where im at now. The paint on the car will be redone. I purchased a new center console, new seals from black dragon and a bre rear spoiler. The respray will be porsche's carrera white

Hey all. So I have had my 1977 280z for around 7 years now. Drove it for a couple when I first bought it. Started having issues with the L-Jet system. Spent a while troubleshooting but the more I fixed the more I found items that needed fixing. Ended up moving into an apartment, then bought a house, sold the house, etc. barely worked on it for a few years. My now fiance and I bought a farm house with a big ole workshop (about 2500sqft, 3 bays, 1 dumptruck bay) and I got back into making my dream car just that. I decided now was the time to do it right. My Z had rotted floors, rotted frame rails, rotted fenders, rotted firewall. tons and tons of structural rot. Good thing I am a welding and metallurgical engineer and have plenty of fabrication equipment and experience (I hope). I cut out both floors, the firewall on the passenger side, fender well, and patched the "torque box" area of the frame in front of the firewall...one panel at a time. Most of these welds have been gas backed or flux shielded, or copper backed. Derek Macheski provided the floor support rails for my build (I think hes on here somewhere) as a partial trade for my motor. I am pairing my Z up with a Ford 5.0 small block V8. The donor vehicle was a 2001 mercury Mountaineer which means this is the highest performance factory 302W offered but also brings up some challenges; 1: The heads are GT40P heads which requires special or custom headers. The only headers currently manufactured that fit correctly are long tubes which will not fit the S30 engine bay. 2: The upper and lower intake are quite tall and require the engine be mounted somewhat lower in addition to possible hood clearance modification. 3: The engine is returnless and distributorless and I will be using the factory EFI harness and ECU, tuned with protune and probably a Moates QH chip. The current state of the build: I have completed most of the fabrication work, a few odds and ends that need to be finished but nothing major. I have the engine, transmission, and headers all in the vehicle and everything seems to fit. I am currently working on thinning the EFI harness of all unnecessary equipment using an old factory electrical schematic and some help from the folks over at the explorer forums.

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.

Hello Everyone. I am looking to purchase an S30 with a manual that is in decent shape. Don't care about model (Coupe or 2+2) or year. Just an S30. Not too much rust or no rust and something that runs. It can be ugly just want to not have to do tons of rust repair. I'm looking for a light project not a complete ground up overhaul. I'm located in Coal City, IL. My contact information is bkhansen93@gmail.com or 8154053050. Will be willing to speak to anyone who has something to sell. Just reach out to me.

I'm highly interested in buying this 260z I found on craigslist. There is nearly no rust aside from some surface stuff on the hatches. It's a pretty clean car but there is a big dent on the passenger side fender. The current owner says it was (likely) a parking lot mishap from the previous owner. My question is how much would a replacement passenger side fender cost for a 260z? How much would it cost to replace it? Thanks!

Great to have found HybridZ Forums. Have been reading lots of useful zinformation for 2-3 hours and decided to register. This red ‘77 280Z is my 4th Z recently purchased in November 2018. In my late 20s to early 30s I owned a ‘73 240Z, ‘75 280Z and ‘74 260Z in that order. Of course they were fairly new back in the day. That’s me in 1979 with my silver ‘75 280Z. Wish I could have kept it. LOL Yes, I absolutely love these beautiful S30 Datsuns. Look forward to the forums here being a great resource for maintaining our 40+ year old cars. It’s a passion and love affair!

After much thought on whether or not I wanted to create a full thread of my first 240z build I have decided that it would be worth it in the long run and nice to look back to. I will have about a year to catch up with then I will continue to update as the build goes on. Backstory: I bought this Miata when I was a senior in high school. I wanted to see if I was truly passionate about cars and if I enjoyed working on them/driving them. This car was a blessing and a curse, I quickly found out that I loved cars and all of my money would be taken by them. Fast forward and I had supercharged it with all the basic Miata mods. The car was extremely fun, but it was not a car that I saw myself keeping for the long run and I had this long list of parts/mods I wanted to do to it. I had always wanted a few cars but they were just out of my price range; 240z, s2000 and a few old muscle cars. I thought about it and decided that if I was going to pour tons of money and time into a car I wanted it to be a car I wanted to keep and loved the looks of, not just enjoyed the drive. Once I had made this decision I was a sophomore in college and began the long search for a Z. I spent about 9 months of searching everyday for a s30, primarily looking at 240zs.

Link g4+ monsoon stand alone ECU,Panic Wire harness,10lb flywheel, 264 cam shafts, Head ported (intake side only), Adjustable cam gears, Eclutchmasters 6 puck unsprung clutch and pressure plate (stage 4)Drift Motion turbo kit Billet 6262 turbo (Garrett internals), manifold, wastegate tial replica, and 3" downpipe, Hks bov replica, Aeromotive fuel pressure regulator, 440cc injectors,Bosch 044 fuel pump, Arp head studs, Aem wideband Short throw shifter, a/c and p/s delete (shortened serpentine belt and new ribbed pulley on tensioner),vvti coils wasted spark setup, CX racing intercooler ,

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.

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/

Just finished the first 2jz crossmember for a customer on here!!

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 everyone, I've been having some issues with my door that I'm trying to fix but frankly I need some help with what I can actually do to fix it. I made a video showing and telling the issues I have: My hope was some folks on here could watch it and give me some guidance as to what exactly is wrong and how to fix it. Thanks, - Pac Man

I've embarked on the installation of a Vintage Air evaporator, using John's Cars compressor and mounting, and a stock copper condenser out of a 280Z. I like the condenser because it is a perfect fit.. bolts in with existing bolt holes and the high and low pressure line align with the radiator mount. This unit has been stored for a number of years with duct tape covering the orifices of both lines. The lines appear to be 37 degree cone and very similar to either jic or an fittings. Does any know what standard fitting was used on 280z condensers? I need to match my condenser (37 degree or so cone) to the"O" ring fittings of the compressor and evaporator unit. Does anyone know of any adapter that might make the transference. Finally, local a/c guys advise me to ditch the 280Z condenser in favor of a newer after market AL unit with "O" ringed fittings. The reasons they give are: 1. the high and low pressure fitting, being a flare of some degree, are inadequate and will leak refrigerant; that the copper construction does not transfer heat as well as AL, and that my 280Z condenser is contaminated by the oil that was used in the '70s and can not be adequately cleaned or used with the current refrigerants. So can anyone tell me: 1. What standard are my condenser's fittings? Are they JIC? 2. Are the newer refrigerants (134a ?) incompatible with flare fittings? 3. Is oil contamination a real problem or is it something that can be cleaned up by any radiator shop? I've read Tony's discussion of CU versus AL and condenser sizing, so I don't see the construction or size to be a problem. thanks,

I need some help. I purchased a Skillard s30 splitter for type 1 air dam and can't seem to install it. Here's my combo: 73 240z MSA urethane air dam - http://www.thezstore.com/page/TZS/PROD/classic02a01b/50-1411 Skilard Splitter - https://skillard.com/products/240z-260z-280z-front-lip-splitter the problem? The bolts that should go into the core support aren't the right size The sway bar is in the way The biggest problem, the splitter wont even mount up flush onto the core support, its off by many inches The air dam appears to be way lower that those of the pictures I've seen, so when i pull up the splutter to the bottom of the air dam, it doesn't come up to the core support to allow it to mount up. One thing I know will get in my way - the previous owner hacked in some radiator supports that are lower than the stock core support - so I'll have to make some adjustment there. Does anyone have pictures of the core support and the mounting holes I should be using? Does this air dam even work with the splitter? Did i completely F it up by buying two incompatible parts? I'll try and take some pictures but without more hands it'll be hard to show the gap... Helps!!!

As you all can undoubtedly tell I'm new to the forum and decided that I might as well document my build for my own purpose of keeping track of things and organizing my plans and thoughts. This is the first time I've created a build thread for any of my projects so bare with me and don't pile the BS up to high, I'm kinda short and I don't swim to well in the green stinky stuff. I've always loved the look of Zs and I have wanted one for quite sometime. The opportunity has presented itself recently for me to get one from a co-worker who has decided to part with an extra "parts" car that he has a few miles from my house. I checked the VIN tag and it appears to be a '75 280z. The engine and manual trans are in unknown condition and the body is in desperate need of paint and some rust repair, but what neglected S30 doesn't need all of those areas fixed. All of that a side the cost of the car is pulling the LH door for him to install on his '70 240z or find an acceptable replacement for his current door and the car is mine. A couple of days after being told that I can have the car a local classifieds had a fairly complete VK56DE out of a 2005 Armada for free with a spun #4 rod bearing and otherwise pristine internals. The seller included a fairly complete engine wiring harness, injectors, fuel rails, intake, block, heads, internals and oil pan as well (some items are already removed and on the shelf). I've always liked the raspy growl of ITB injections setups but can't stomach the price tag on my salary, but while looking around at a few other VK56 builds on other forums I decided that if I'm going to go thru the all of the fabrication headaches of stuffing the beast in I might as well go big or go home. So I researched some different options using extrudabody, gsxr throttle bodies and a few other motorcycles until I came across some really inexpensive BMW units on ebay. I paid $2 and shipping for 4 throttle bodies in a bulk buy and they arrived last friday, and another one is on it's way with the injector and TPS for under $20. I'm on the look out for some good deals on the remaining three units. These ones have a stock 336cc/min injector vs the vk56 286cc/min from what I've been able to find online, they also have a straight thru 45mm ID and the injector will clip right into the factory VK fuel rail. I haven't decided if I'm going to use the BMW injectors for sure yet, I'm thinking initially I will just install the VK units with a small press fit bushing to reduce the bottom sealing boss to 14mm from 16mm. I already ordered some replacement shaft bushing as they are a known problem for the BMW oilheads and talked to a few friends about linkage and shaft design. I think I can get an 8mm precision stainless shaft to run thru all 4 on each side and then put a cam arm on each bank with a solid link to a torque arm and cable pulley in the center done failry easily. Once I finish getting the adapter plates for the head to throttle body modeled in solid works I'll be able to get a better idea of the specifics. The spun rod and crank need to be addressed first though, but I've got some mad scientist ideas for that in the back of my head too, we'll see what the engine shop machinist has to say first... As far as drivetrain goes I'm still researching and trying to decide what transmission option will be the best in regards to price, ease of conversion, longevity and power handling capabilities. The top two choices currently are a Z32 manual or a CD0009. Differential will initially stay the stock open R200 until I get the bugs of the engine and trans swap all worked out and then as funds and the necessity for stronger parts come into play either an R230 swap of some form or the Ultimat IRS 8.8 that wfritts911 has worked out in the drivetrain section. Just clarify for those still reading this I am well aware of how difficult and intense this swap will be and that many people all over the web have started, talked about and never completed the swap but there are some who have paved the way in S130s, buggies, 240sx, 350s and 370s. All of that being said this will be a pretty drawn out and long process as I don't have a set pool of money to just throw at a project until completed. I've got 4 kids and I'm the bread winner for our family working 1 full-time and 2 part time jobs. I do how ever have some very good connections with a few local machine shops, mechanical engineers, fabricators and professional welders. I also work full time at a government shop where I can use any of the tooling and facilities after hours that I don't have at home as long as I clean up after myself. That's about all I can stand to write for now, as things progress I'll try to take lots of pictures and document as much as possible.

I finished my LS1 and 4l60e swap this spring into my s30. Have enjoyed driving it this year. My plan this winter was to pull the motor and trans and rebuild them. Both are bone stock. Motor is going to be completely rebuilt with c/h/i. While trans is getting built up to handle more power and fix failing clutches. That was until my friend at the junkyard called and said he has a ls3/6l80e with harness and pedal out of a 2013 Camaro ss with 50k miles. I can get it for about $4300. I know the ls3 is no issue, but I can’t find anyone who has put a 6l80e. How much bigger is it than a 4l80e? My LS1 has about 180k miles on it and by the time I rebuild both it and trans with a higher stall, I figure I will have about what the ls3 pull would cost me. My Z was originally an automatic, as was the donor z28 Camaro I took the original drivetrain from. I guess I could always convert to manual and run a t56. Is a 6l80e something I can message in, or is it a major surgery not worth messing with.

When i realized my 240z project was too rusty under all the bondo to bother i was bummed out. When my 300zx motor started to sound like a washing machine full of rocks i was ready to give up on life. When my boss told me i needed to get my junk cars out of the shop, I completely lost my mind and offered him $2000 for "everything i need to make it move" out of the various salt water flooded mustangs in the shop. We restored flooded cars and shipped them over seas btw. Note the giant pile of wires!