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Datsun at Barrett-Jackson 2018 – Lot #317

January 17, 2016 by Greg

Lot #317 takes us back into the S130 series with another 2+2 car, this one a 1980 280ZX.

With an alleged 6,000 miles since restoration, this Satin Blue car had a manual transmission and was originally sold in Oklahoma City.

Click to view: Lot #317, 1980 Datsun 280ZX

I’m going to give the seller the benefit of the doubt here, but there’s clearly a misunderstanding of the meaning of the word “restoration.” Let’s save ourselves the minutiae and call this what it really was: A repaint. A repaint in one of Datsun’s best colors, but a repaint. That’s all.

In all fairness, the S130 market isn’t yet supporting the level of restoration goodies that S30 owners have been enjoying of late. Still, lots of overlooked details, overspray, masking failures, and general sloppiness marred an otherwise handsome car.

A little extra attention to detail (and a more professional repaint) would have made this one a candidate to add to the collection, but they’re only original once. This one will make a great entry-level car for someone getting into the Datsun scene.

The seller did just fine in offloading this one at $6,050.00.

Up next – Another S30 crosses the block and makes everyone happy: Datsun at Barrett-Jackson Lot #349 – 1972 240Z

Datsun at Barrett-Jackson 2018 – Lot #172

January 17, 2016 by Greg

Lot #172 represents what we’ve all expected to happen at one of the big auction houses all along… An early S30 restoration pulling a ridiculously-awesome premium, despite some misgivings.

According to the auction placard, this 1972 240Z underwent a recent restoration. “Driven 1,100 miles since restoration of original L24 engine, other mechanicals, rubber, trim, bumpers and interior. 4-speed manual transmission. Color matches factory original. Always garaged, never a daily driver.”

Click to view: Lot # 172, 1972 Datsun 240Z

Starting with a southern California example with over 162k miles, this restoration lists all of the parts replaced – which, to be fair, are all items that SHOULD be done on a proper Z restoration. “Replaced floor pans” would have raised a red flag for me… as someone who’s owned numerous southwestern S30s, a rust-free Z shouldn’t need floor pan replacement – but who knows, maybe they were dented.

The restorer can be forgiven the lowering springs and RetroSound radio – these are common upgrades, and shouldn’t diminish the value.

However, although the auction report lists a “replacement dash,” this car clearly wears a simple $100 plastic dash overlay. Inexcusable for a true restoration, as reproduction dashes are now readily available at Vintage Dashes for well under a grand. Lacking the beautiful original factory steering wheel is, likewise, inexcusable for an alleged “restoration.”

Incorrect seat fabric is a huge turn-off, but easily remedied by the next owner. The rest of the interior presented well, with fresh diamond-patterned vinyl and intact console, carpet mats, and door panels. You’ll have to excuse my noticing the door panels and door pulls are devoid of the factory brightwork. It’s a minor detail, but again, for the money this car commanded, those items should be expected to be correct. Fresh pedal pads and fresh rubber weatherstripping are always noticeable details – good job by the restorer.

Aftermarket wheels are simply a matter of taste, but correct steelies with restored factory hubcaps would have been a lot more impressive. I’d deduct points all day for the bargain-basement tires… At this point in our review, the concerns are growing, and the picture of a not-quite-professional restoration was coming into focus.

A review of the engine bay revealed impressive attention to detail in some areas, and overall laziness in others. Kudos for clean hardware, correct radiator cap, and rebuilt SU carburetors. However, the missing OEM air cleaner and belly pan, coupled with painted linkage and fuel rail, as well as missing manifold hardware, missing plug wire brackets, and deleted PCV system, are totally avoidable screwups. Oh, and if you’re going to use an aftermarket coil, take a few minutes and paint it black.

The bodywork and paint finish were quite nice – Although there’s no way of knowing what lurks beneath the utterly-smooth panels, let’s assume for a minute that the car started off straight and dry… Okay, ignoring the floor pan replacement won’t allow us that fantasy. Regardless, someone took the time to make sure this car presented well from the outside, and the 918 Orange paint (no, it wasn’t called Persimmon in ’72) was straight and glossy. A few maladjusted body panels tweaked the edge finish in a couple areas, causing me and nissangirl74 to cringe, but a Z that’s used properly (i.e. driven) is going to get some chips and scratches. Although the bumpers are described as “OEM replacements,” these were stainless aftermarket reproductions – and I’d argue they’re a great addition to this resto.

So, what’s an early S30 restoration go for these days? Well, it depends on the market, and this one was generous. In fact, so generous, that I’m stepping up my timeline to finish the Lime Yellow ’73 I’m currently restoring.

Hold onto your wood shift knob: This one kicked up Z cars worldwide with a hammer price of $40,700.00!

Is it all downhill from here? Maybe, maybe not – there are two more Datsuns to see at the auction!

The fifth Datsun at Barrett-Jackson this year: Datsun at Barrett-Jackson Lot #317 – 1980 280ZX

Datsun at Barrett-Jackson 2018 – Lot #114

January 17, 2016 by Greg

Lot #114 might make the Z purists cringe, but there she was, resplendent in all her 80’s four-seater “sure wish I was still a sports car” glory…

According to the placard on the car, we’re looking at an “All-original matching-numbers 280ZX purchased new in Arizona in 1982. Powered by an L28E 2.8-liter inline-6 electronic fuel-injected engine and automatic transmission. All-original paint and interior, 2+2 option.”

Truthfully, as a restorer and collector, I’d rather see a car like this than the prior couple. Why? Because it’s HONEST. While the couch-like velour seats, T-tops, automatic transmission and seating for four all detract from the sporting nature of a Z, this car at least wasn’t trying to be something it’s not. In fact, mark my words – for someone who just wants a clean example of Nissan’s venture into the land of grand tourers, this is the car to buy.

Click to view: Lot #114, 1983 Datsun 280ZX 2+2

Underhood, the car was clean, appearing to have had a recent steaming. The original paint means there’s nothing to hide – every scratch and scuff was on display, and this car had clearly been loved. Some questionable repairs to the lower body cladding appear to have occurred sometime in the past, and the ubiquitous dealer-installed “boat trim” body side moldings had clearly done their job in protecting the body lines. Aftermarket headlight covers smooth out a still-attractive front fascia, and the period-correct rear louvers add in a tiny amount of sporting flair.

The interior appeared lightly worn, and in an era when color combos got downright putrid, this silver-over-gray example had aged quite well. Loaded with every available option for its time, this one won’t look out-of-place at a Datsun meet or even at a local cruise night. Some light reconditioning and continued maintenance should keep this one on the road for years to come.

Bought well at $7,700.00 – I hope the buyer puts another 100k enjoyable miles on it.

You’re in for a treat – Check out the fourth Datsun at Barrett-Jackson this year: Datsun at Barrett-Jackson Lot #172 – 1972 240Z

Datsun at Barrett-Jackson 2018 – Lot #79

January 16, 2016 by Greg

Lot #79 represents another 280Z from the “malaise era” of the S30 – The big-bumpered fuel-injected cars. This one bore what appeared to be a recent paint job in bright metallic blue (Bayside Blue, anyone?), with the hood bulge painted black. The big bumpers had been removed in favor of a fiberglass body kit, which included side skirts and an oddly out-of-place carbon fiber spoiler.

Aftermarket projector headlights always seem awkward on a 70-78 Z car, but for the Z owners who haven’t yet discovered wiring their headlights through a relay, it’s an improvement upon the dim factory glass halogens.

A set of iron cross wheels may have been a slight upgrade from the original steelies back in 1983, but this was a zero-effort addition. Even a little paint or polish would have helped. Instead, the dull wheels simply emphasized the recency of the paint job (and the 1977 ride height).

This car’s saving grace: A carbureted, small-block GM V8 swap. Headers, a 4-barrel, and electronic ignition probably get this Z down the road with a quickness, but one has to wonder if anything else was done in preparation for the swap – after all, the hood latch and the distributor clearly aren’t getting along very well.

Click to view: Lot #24, 1977 Datsun 280Z Custom Coupe

The minimal description refers to “many performance modifications,” but we’re left to guess what those might be. A 5-speed manual transmission is alleged, but the shift boot didn’t make the journey to Scottsdale. The seller alleges that the car has always been garage-kept, but we’re not sure for how long.

The placard on the window states the car is “mostly restored,” and anyone who’s restored a Z knows there’s a lot of work involved. Most troubling? The overspray, poor masking of old, brittle rubber, and a complete disregard for the peeling chrome taillight surrounds and dull, scratched lenses. Given these issues, I’d describe this car as “repainted,” not “restored.” Replacement rubber is readily available for these cars, but the effort simply wasn’t made.

A stitched leather (or vinyl) dash is a handsome upgrade for the Z driver who doesn’t care about authenticity, and to be fair, keeping tabs on the engine via the extra gauges is probably a bigger priority.

Described as having spent most of its time in New Mexico, we can assume this one doesn’t suffer from the rust infestation that’s so common in the S30 chassis – Then again, Santa Fe is in New Mexico, and it’s not what we’d call an “arid desert.”

I’m going to go out on a limb and say that even though a V8 swap isn’t a cheap undertaking, the seller still got the better end of the deal here: Sold at $16,500.00.

Moving right along, the third Datsun at Barrett-Jackson this year: Datsun at Barrett-Jackson Lot #114 – 1983 280ZX

Datsun at Barrett-Jackson 2018 – Lot #24

January 16, 2016 by Greg

Lot #24 is a relatively nondescript 1977 280Z, wearing its original “federal” bumpers and a set of color-matched aftermarket 80’s-era alloy wheels.

The badly-swirled black paint desperately needed a professional cut and polish, and the fuel injection system appears to have been ditched in favor of a set of triple Webers, which most early Z fans will view as an improvement. In the “not an improvement” category: The faux braided steel hose covers that appeared to be a lazy afterthought.

Click to view: Lot #24, 1977 Datsun 280Z

Aftermarket seats and speaker holes in the door panels won’t present a “authenticity” issue for this car for another 10 years. After all, comfort is king, and S30 seats are notoriously uncomfortable for certain body types – and you’ve gotta have tunes, right? A maladjusted parking brake would have been an easily-tended detail for this car.

All in all, a handsome car from 20 feet away, and a good driver-status Z that one could take to a local meet without apologies. This one won’t grace the grounds at JCCS, but it looks like it’d handle a canyon cruise without incident.

We’re going to give the edge to the seller on this one: Sold at $14,850.00.

The second Datsun at Barrett-Jackson 2018: A 1977 280Z Custom Coupe.

The Datsun Z as a Roadster – A Background and History

October 21, 2015 by Greg

Almost since the S30-chassis Z car was introduced in 1969, some enthusiasts have envisioned it as a roadster. Others abhor the idea, considering the chassis is already flexible, with its long door openings and lack of a true B-pillar. It’s a polarizing thought, argued with equal vigor from both sides.

Regardless, numerous Z cars got the droptop treatment over the years, ranging from backyard hack jobs to beautifully-executed professional roadster conversions.

Each car, no matter how well-done, seems to generate the same discussion – Was the Z ever intended to be a roadster, or is it a desecration of the original styling exercise and the sporting intent of the car?

It’s important to note that the Z was the successor to a platform that was ONLY available as a Roadster – the 1600 and 2000 Sports Fairlady Roadsters of 1962-1970. Those cars saw success in Japan and abroad, and placed Datsun on the map from a performance and racing standpoint.

Well, we can discern the answer to that question with a little reading. NISSAN DATSUN FAIRLADY (Specifications and Performance of Vintage Japanese Cars), a book written by Koichi Inouye and published in Japan, seems to hold the key to this disagreement. In the styling analysis of the Datsun Z, from early prototype drawings all the way through to completion of the final design, factory photos of the prototype cars represent the Z as a traditional sports coupe – but we also find designs of a roadster, and even a Targa-top version, of what would become the iconic Datsun Z.

Sadly, it did not come to pass, due to a couple reasons: Federal rollover safety standards, and weak sales of open cars in the primary market (the US) made Nissan’s decision easy – Neither the open-top nor the Targa-top S30 platform would be built.

So, that settles that argument.

However, there were steps taken to address that void in the lineup. An excerpt from Michael F. Hollander’s ‘The Complete Datsun Guide’ (1980):

“Frank Boulton has been a Datsun enthusiast for years. It so happens that he is also a Datsun dealer in Miami, Florida, where the weather gets rather warm. Frank loves open top sports cars, so naturally, he wanted one of his own. Being a Datsun dealer, he also wanted something to draw customers to his show room. So, Frank Boulton set his staff to work and came up with the Griffith Z roadster, a modified Z car with a solid trunk lid instead of a hatch, and a removable soft top. Boulton Motors at the time of introduction said they would build one for anyone for $3200 plus the cost of a Z car to be converted. Thus, the dream of enthusiasts came to fruition, not in Japan, but in sunny Florida.

The Griffith Custom Coach Company of Fort Lauderdale, Florida, performs the actual work on a Datsun Z from Japan. The car is reinforced in the rear bulkhead area, undercarriage, and windshield frame to overcome the disadvantage of cutting the integral unit-body of the Z. The luggage compartment permits stowage of the cloth top and bows, as well as luggage. When the trunk is opened, a courtesy light comes on, illuminating the fully carpeted compartment. The Griffith Z has brought the styling exercises of Nissan to life in a spectacular way. For the Z car enthusiast, it may be the ultimate sunroof.”

Of the Griffith Z conversions, Popular Mechanics said in 1977:

“The guys who customize, personalize and unhomogenize look-alike production vehicles are flourishing. The more our wheels are standardized, the bigger the market for the wielders of imagination who can give a tricky twist to the commonplace. The new wrinkle for Datsun Z cars is a roadster setup. Griffith Custom Coach in Fort Lauderdale is working with participating Datsun dealers on the conversion of stock Zs to ragtops. Add $3200 to the sticker for a Z and Griffith will hand-tailor the new top to the car.”

Sadly, very few of the Griffith conversions were made, and as of this writing, almost none remain. While several other custom coachbuilders developed conversions for the Z, and even more local shops lopped the tops off of ill-fated Z cars, most have been rendered parts donors due to their compromised structure and the passage of time.

An open-roof Z car would not grace showrooms until 1979 with the arrival of the S130 platform, available with a t-bar roof (or t-tops). Another thirteen years would pass before a true open Z arrived, after the unveiling of the 1993 300ZX at the 1991 Tokyo Motor Show (and a retractable-roof 300ZX Spyder concept made waves at the 1992 Paris, Geneva and Detroit auto shows).

Chime in on this and other interesting Z car discussions in the Datsun Z forums!

In Traction: The Cure for Datsun Wheelspin

October 8, 2015 by Greg

Special thanks to Cody Busch of Race Tech Connection and Quaife for this article!

After circuit racing our little small block powered Datsun 260z in the 24 Hours of Lemons in May, and drag racing with the NMCA WEST just two weeks ago, one thing stood out as the biggest issue on the car. Wheelspin! Our warmed over small block Chevy puts out way too much power for one 225mm tire to transmit to the pavement. As a solution to that, we contacted Quaife USA to provide a limited slip differential to tame the little beast we call Detroit Datsun.

The Problem:
Before getting into the function of our new limited slip differential, it is important that you understand how an open differential works. Looking from the top at a vehicle going around a corner the outside wheels must spin faster and further than the inside wheels.The idea behind a differential is to allow both wheels to spin at different speeds. See the illustration above, or for explanation of any of the technical terms blowing your mind in this article, see our full explanation of commonly misunderstood drivetrain parts here: Drivetrain Basics

Strictly speaking of rear wheel drive cars, the power comes in from a transmission connected to the rear end via a driveshaft. The drive shaft is bolted to the pinion gear and the pinion gear powers the ring gear which is bolted to a carrier. That carrier can be open, locked, or a limited slip (interchangeable with traction lok, suregrip, positraction, etc). Each has its own benefits and drawbacks, but an open differential has the handicap of always powering the easiest to spin wheel. If you are going around a corner that is usually the inside wheel. If you are on snow it is whichever wheel is on the slipperiest surface; the exact opposite of what you would actually want in either situation! This is where an open differential leaves you with a useless spinning tire and no power transfer to the ground, and it is also where a limited slip differential comes in handy. It does exactly what the name implies. It limits the slip of the tire that is easiest to spin!

Evidence:
In our Datsun’s case, the problem is that around corners and on the dragstrip our small block Chevy has too much power for the one wheel that is receiving the power in low grip situations.

If the vehicle is going to be as quick as possible we are going to have to limit wheelspin in corners and on the dragstrip. Take a look at the right rear tire smoke in that video and you’ll see why we needed to contact Quaife. The miles per hour on our timeslips indicate that if we can get both tires to transmit power to the ground, we’ll be much faster than the elapsed time indicates.

Our solution to that awesome and ridiculous one wheel wonder burnout is a new Quaife automatic torque biasing (ATB) helical limited slip differential (LSD).

We called upon Quaife for a few reasons. First being the reputation that their products carry. Quaife puts so much quality manufacturing and engineering into one piece of equipment, that the finished product looks like a work of art. All of the machined surfaces, gears and quality of metal are absolute top-notch eye candy. Quaife also offers a type of limited slip that is different from many other brands. You may have heard of a clutch type limited slip and you have probably heard of a Torsen type limited slip. A Quaife ATB differential is a “helical” limited slip.

What is that and why is it right for our/your car?

While traditional clutch type limited slip differentials use clutch friction packs that are compressed by the outward forces of gears and the inward forces of high traction tires (once again see our drivetrain explanation), this helical type of differential uses gears. The separation and compression of these gears inside of a machined pocket in the carrier together with side gears connected to the drive axles inside of the differential, automatically biases the power to the higher traction wheel. However, unlike some clutch type limited slips, not all the power is distributed to the higher traction wheel, and the benefit of an open differential being able to corner is still maintained. A gear actuated “helical” LSD also allows for automatic adjustment over different terrains. What that means is that in a rainy road racing environment with puddles etc. the lower traction wheel will not be the only one spinning, allowing for higher grip, better handling, and lower lap times. For drag racing, that translates to letting you lay down down two strips of rubber, like John force at the NHRA Winternationals.

Other benefits of Quaife’s helical limited slip design over traditional clutch/Torsen type LSD’s, is no extra maintenance, no unique lubrication needs (i.e. friction modifier), and no wearable parts that will need to be replaced. It is smooth and quiet, and requires no break in period!

Why Quaife?
Since 1965 Quaife has been manufacturing the highest quality transmission and drivetrain components in the world. Through constant innovation, and improvement of quality and precision, they have found themselves as a worldwide leader in racing drivetrain components. All of the elements that go into manufacturing any of their products are sourced from the UK, and all of their ATB limited slip differentials are backed by a limited lifetime warranty. With Quaife’s Products enjoying success in Formula 1, rally, circuit racing, and rallycross racing worldwide, you can truly rely on them for quality and performance. They have applications for over 950 different vehicles just on the limited slip line of products.

Just as an example of their excellence in manufacturing, the following pic shows one of the Quaife differentials side gears (on the right) compared with a competitor’s gear (on the left) both for the same vehicle. The Quaife gear shows little to no sign of wear, no metal porosity, and an overall beefier design.

Quaife has an in-house group of engineers and performance specialists constantly improving their already amazing products. Trust us, just holding one of the products in your hand you can feel the quality of workmanship. They’re on the cutting edge of computer aided manufacturing, and they feature in-house CNC machines in the creation and inspection of their products. What that means for you is the greatest quality products the first time, with a warranty and history to back it up! There is no corner cut and no steps skipped in creating any Quaife product. Their mission is simple, to continue to deliver the highest quality drivetrain components without any compromise. For more information, see their website via the link below, or contact one of their retailers.

The Next Steps:
Our new mission is simple as well! We will be installing this beauty into the rear end, then testing the difference it has made at the next NMCA WEST Drag racing event to truly show you the difference that a Quaife ATB limited slip can make for your car! Hopefully improving upon our best timeslip of 14.2 seconds at 101 MPH.

Along the way, we’ll walk you through how simple installing a limited slip is, and give you some feedback from our ride’s new toy.

Thanks again to Quaife USA!
(855) 417-4300
[email protected]
http://www.quaifeamerica.com/

Datsuns? In Hot Rod Magazine? In 1976? No way!

August 24, 2015 by Greg

Yes way. In February 1976, Hot Rod Magazine (which we ALL read and enjoyed) did a feature on not one, but THREE Datsun models from 1976… and modded them to boot!

The team at Creative Car Craft in El Segundo, California took a Datsun B210 sedan, a 620 Lil’ Hustler long bed pickup, and a 280Z and completely reworked the drivetrain, interior, and suspension.

We thought you’d really enjoy reading the article – it’s interesting to see what techniques were used then vs. now, as well as the driving impressions of the cars!

Click images for larger versions – Enjoy (and share)!

More reviews of the legendary Scarab Z – 1976 and 1978

July 14, 2015 by Greg

Since the last Scarab Z article was so popular, let’s keep it rolling.

In February 1976, Motor Trend tested and reviewed the Scarab. The article is great, the pictures are incredibly 70’s-cool, and it fills in some of the blanks left by the previous article (http://datsunforum.com/the-scarab-legend-the-original-hybrid-datsun-z/).

What I found most impressive was the discussion on braking. Despite more than doubling the factory horsepower, stock braking hardware was retained… including the oft-maligned rear drum brakes. The only concession made to improving brake performance was metallic linings.

No big deal, right? Check THIS out: Their testing showed a 60-0 braking distance of 122 feet. When you consider a 2005 G35 Coupe with the Brembo package does it in 115 feet and a 2008 Corvette Coupe takes 116 feet to stop from 60mph, the Scarab Z’s braking looks downright amazing (and all without the benefit of modern, wide, sticky tires or ABS)!

Hope you guys enjoy the scans – Click for full-size.

Here’s another one – This one is from the January 1978 issue of Motor Trend. By now, emissions requirements were about to doom Scarab… but for a lucky few, a legendary Z was still within reach.

(…by the way – Next time someone starts blithering on about ‘weight distribution’ in a V8-swapped Z car, show them the perfect 50/50 quoted in this article.)

The Scarab legend – The original hybrid Datsun Z.

June 27, 2015 by Greg

Back in early 1976, Brian Morrow’s company, Scarab Engineering, was building a Z car with a lot of the mods that enthusiasts still pursue 40 years later… Leather interior, Recaro seats, flared fenders, magnesium wheels, rear spoiler, front air dam, a louvered hood – all the good stuff.

Throw in 350 horsepower and perfect 50/50 weight distribution with no additional weight under the hood, and you’ve got a track car with a license plate… a car that would stroll past a Corvette in a straight line and hold its own in the corners, and a Ferrari-eater without the Italian price tag.

The difference was, these were FACTORY cars, and if you dropped off your brand-new Datsun Z and a check for $7,950, Morrow and his team would build you a car that not only had a warranty, but would become a legendary collectible among Z enthusiasts.

As time has passed, the number of legitimate Scarab conversions have become cloudy – Some claim less than 200 “factory” Scarabs were ever produced, while others put that number upwards of 270.

Adding to the confusion, many “customer cars” were converted by Scarab – and even more were converted on a DIY basis by owners in other states, as over a thousand conversion kits were sold during the life of the company with an approximate price tag of $1200.

Some customers opted for all of the upgrades, some just wanted the V8 swap – but the ONLY cars that bore the coveted gold Scarab badges were the ones produced at one of Morrow’s three shops in northern California.

Over time, countless mods and body configurations were added to the Scarab catalog, including square headlight conversions, widebody kits, cowl hoods… and in 1980, Scarab released a turbocharged L82 version of their already insane hot rod Z, which would do 0-60 in 5 seconds, embarrassing most European exotics.

The fuel crunch and subsequent economic downturn put Scarab Engineering out of business soon thereafter, but not before Morrow paved the way for countless Z modifiers – and his recipe for a bad-ass Z remains popular to this day.

We hope you enjoy this Road Test article from September, 1976 on the legendary Scarab. It’s a great read!

[click images for full-size versions]