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Beloved 1977 280Z Finds Her Way Back Home

March 13, 2022 by Greg

Throughout my nearly two decades at the helm of NICOclub.com, DatsunForum.com and Z Power Steering, I’ve had loads of opportunities to interact with awesome people from Datsun’s heyday.

Some have been huge influencers who helped put Datsun on the map (Pete Brock, John Morton, Bob Sharp, Bob Bondurant, Steve Millen, and countless others).

Some have been the “behind the scenes” people (employees, early dealers, mechanics, designers, and engineers) whose names are lost to history, but whose contributions made Datsun a force to be reckoned with and ushered in the success of Nissan as a household name.

Still others are the folks who simply owned a Datsun car and have a great story, and for whom the car evokes fond memories of days past.

This article is about one of those owners.

Scott Bondelli (local Z owner) reached out to me several months ago about getting a ZPS kit for his 1977 280Z. We ordered up the kit, arranged for the install here at Datsun Ranch, and planned for a dropoff date.

A couple weeks later, Scott and his lovely wife rolled in to drop off the Z, and it’s a stunner.

Of course, the conversation turned to all things Z car, and Scott shared this awesome story about the history of the car… I’ll let Scott tell the story from here:
___________________________________________________________________________________________________________

My father, Phil Bondelli, was a WW2 veteran, and later became one of the pioneers of early television, serving as director for WBBM in Chicago. He went on to become an accomplished film director throughout the 1970’s and 80’s, directing such single camera action shows like Charlie’s Angels, CHiPs, The 6 Million Dollar Man, Bionic Woman, T.J. Hooker, The Rookies, and several others.

My older brother had purchased a 1970 240Z in 1974 and my Dad knew how much he liked it. An opportunity came up a few years later to purchase a 1977 280Z from Patrick Duffy (some of you will remember Mr. Duffy as the actor who played “Bobby Ewing” alongside Larry Hagman in the long-running TV show “Dallas”). Of course, he bought it.

I was born in 1983, so I never knew life without the Z in the family. My Dad used to take me and my brother for rides on his lap around our neighborhood in Chatsworth California, and would have us help him wash the car in the driveway.

Shortly after moving to Mesa Arizona, the head gasket blew and the car sat in our garage for many years. Still, while it sat inoperable, I would go out to the garage nearly every day and sit in the car, act like I was driving it, shifting through the gears and trying to learn how to operate the clutch.

In the early 2000s my Dad sold the car to a childhood friend of mine for $175. This friend rebuilt the engine and got the car running. He used it to drive to college every day for a few years until it eventually met a similar fate, sitting in a garage for several years undriveable.

Eventually my friend sold it to a coworker of mine who restores cars. Over the next few years he rebuilt the engine, again and restored nearly every piece of the car as it was from the factory, and did a glass-out repaint in the original color.

When the time came for them to sell the car I wasn’t able to financially make it work and had to pass on it. I thought at that point I’d lost my chance and would never see the car again. In June of 2021 I reached out to my coworker who had since left the company and asked if she could provide me the information of the gentleman they sold the car to.

After getting his contact info, I sent him an email – he promptly replied stating that he still had the car, it was running great, and he might be interested in selling it to me later in the year. I still didn’t get my hopes up too high but sure enough in late December 2021 he reached out to me and said he was ready to sell. I took it for a drive and eventually struck a deal to bring the car home.

Dad’s old Z still has the same feel and smells that it had when I would sit in the garage shifting through the gears pretending to be a racecar driver, except now I own the car and I am driving it for real.

I am so grateful to have been able to be reunited with this car to drive around town and take to shows with my wife… Although she never got the chance to meet him before he passed away, we’re thankful to have this memory of him.
-Scott

Filed Under: Uncategorized

Got SU Carbs? You Need Float-Sync!

April 13, 2020 by Greg

One of my favorite tools here at Datsun Ranch… This solution saves a ton of time on tuning an old Datsun!

Setting float levels in your Datsun SU carburetors is critical to optimal engine performance. Power and fuel economy are sacrificed if float levels are set too high, too low, or differ in each bowl. Until now, there hasn’t been a tool allowing you to visually inspect both float levels at the same time, with the engine running. Float-Sync shows you precisely where your floats are set to ensure your engine is running with peak power and efficiency. 

The level of fuel in the float bowl dictates the level of fuel in the jet nozzle. This is a big deal for SU carburetors because the fuel level in the jet nozzle directly impacts engine performance. When the engine is running, a vacuum is created in the SU carburetor venturi that pulls fuel out of the jet nozzle, mixing it with air and drawing it into the engine. If float levels are adjusted too high, fuel puddles at the top of the jet, allowing too much to be drawn into the engine, creating a rich condition. If the float is adjusted too low, it will be harder to pull fuel out of the jet, creating a lean condition.

A rich condition can cause plug fouling, poor fuel economy, gas fumes, diluted crankcase oil (contributing to blow by and reduced engine protection), and in extreme cases potential for an engine fire. A lean condition can cause the engine to stumble, backfire, ping and run hotter than it should, creating the potential to burn the valves.

Only Float-Sync allows you to see precisely where your floats are, and shows you the fuel level throughout the entire RPM range in each float bowl… all without opening the float bowl.

Setting floats by removing the float bowl lid and measuring the distance between the lid and top of the float is imprecise at best, because there are so many other variables.

To make float adjustments, remove the four screws on each float bowl and lift the cover off with float attached. The metal tabs on the floats can be bent slightly up or down to change the fuel level in each bowl. With the float hanging below the cover, bending the float tab down will raise the fuel level in the bowl. Bending the tab up on the float will lower the fuel level. To observe how your adjustments have changed fuel level in the bowls, replace and secure covers, then restart the car to inspect fuel levels. Be patient, it may take a few attempts to sync float levels precisely.

 Float-Sync Directions: 

  • Remove and set aside the air cleaner housing and filter.
  • Remove 12mm threaded plugs on the front of each float bowl, taking care to collect the gasoline which will drain.
  • Screw Float-Sync tools into each opening so sight glasses point up and neoprene washers compress slightly so they seal against fuel leaks.
  • Start car and allow engine to warm up. View fuel level through each sight glass. You want the fuel level in each sight glass to be the same. The optimal level is 9/16” (14mm), measured from the top of the Float-Sync block to the fuel level in each site glass.
  • If adjustments are necessary, disconnect the fuel hoses supplying each carburetor, remove the four screws on each float bowl lid and lift cover off, with floats attached. Metal tabs on floats can be bent slightly up or down to change the fuel level in each bowl. When the float is hanging below the cover, bending the tab down raises the fuel level. Bending the tab up lowers the fuel level.
  • To observe how your adjustments have impacted the fuel level, replace and secure float bowl covers, reattach fuel hoses and restart car. Be patient, it may take a few attempts to sync float levels precisely.
  • With both floats adjusted properly, remove Float-Sync units, replacing them with the 12mm threaded plugs you removed. Again, take care to collect gasoline which will drain from float bowls. Replace air cleaner and filter.

You can buy Float-Sync here! Float-Sync Tuning Tool for Datsun SU Carburetors

Filed Under: Uncategorized

Vintage Dashes 240Z / 260Z 280Z Replacement Dash Installation

January 22, 2020 by Greg

Special thanks to Harold Burroughs (writer) and Hung Vu from Vintage Dashes!

How to Install your new Vintage Dash:

-Take out dash (fasteners which need to be removed are circled in red – please inspect pictures closely).


-Remove 3 center gauges (a strap and 1 screw hold them in, so you can pull these 3 from the rear).

-Remove Speedometer and Tachometer (one screw holds the strap in the back, so you can pull these two forward out of the dash).

-Disconnect and remove the dimmer switch.

-Remove the glove box ( 4 screws under and 6 screws on the face).

-Remove HVAC hoses and two side vents on outer dash (two screws top and bottom).

-Take out 22 screws that hold the dash to shell, keeping in mind that some are hidden on sides and behind the wire harness.

-Remove the cigarette lighter by unscrewing the big nut on back and also removing the power wires (this sandwiches the lighter assembly between the shell and dash)

-Get your new dash and compare to old dash where the screws bind it to the shell. Remove excess material around screw holes (you can drill two holes for dimmer and trip reset at this time).

-Dry fit dash to shell and ensure nothing is binding up.

-Once all holes line up reasonably screw dash to shell.

-Reverse order install of all gauges and components (it is necessary to cut out the cigarette lighter area – Use a sharp knife or razor).



-Punch two holes for the emblem and install.


The whole process took me 2 hours and for my first time I was very careful and didn’t know what to expect. The whole process was very straight forward and Hung Vu is a huge resource.

If you’d like to place an order for a replacement dash (an absolute bargain at $800) for your classic Z, please contact Hung via his Facebook page: Hung Vu

Thanks, and I hope this helps you install your new Vintage Dash!

Filed Under: Uncategorized

2019 Route 66 JDM Classic

October 7, 2019 by Greg

Another successful show in the books!

The 2019 Route 66 JDM Classic represents the ninth annual occurrence of the event, and this year was particularly special. For starters, the weather cooperated perfectly! Temperatures were just right for summer attire, and a light breeze and sunshine graced Williams Arizona all day.

Last year, we opened up the event to owners of classic Toyota, Mazda, Honda, Subaru, Mitsubishi, Isuzu, Suzuki, and any other Japanese classics, and implemented a rolling 25-year rule. We added several additional awards classes, and those will grow each year as the show grows. This resulted in an eclectic and impressive display of cars, which you can check out in the gallery at the end.

Our charitable partner again this year was Raising Special Kids, and representative Janna Murrell was on hand all day to answer questions and share RSK’s message. After assisting with the raffle, Janna made her selection for the “RSK Choice” award, which went to Leroy Kyger and his spectacularly-restored ’64 Datsun 320.

One of the neatest aspect of the Route 66 show, aside from the laid-back attitude of the event, is the interaction between the car owners and the tourists who inevitably wander through. Since the Grand Canyon draws hundreds of thousands of visitors annually from all over the world, those lucky travelers in Williams on the day of the show really get a bonus. You can bet there are pictures of these cars in cameras from China to Germany to India and beyond!

T-shirts for the 2019 event were designed by Tsundereslaps. The logo pays tribute to our good friend Ryan Newman, who we lost earlier this year. Ryan’s battleship grey box-flared Datsun 510 is incorporated into the design in remembrance of his friendship and contributions to the Datsun community.

The commemorative event license plates were a huge hit again this year, and the “Class Winner” license plates were well-received.

Speaking of winners, here are the class winners for 2019:

The crew of Route 66 JDM Classic appreciate the attendees and participants who helped make this year’s event successful. The LV 702 Ratsun club presented DQ owner Debbie Pettit with a really cool plaque in appreciation for putting up with us all these years.

Special thinks go out to the crew at Kicks restaurant, Vicki Mattox, Kay & Kelly Tanis, Saraya Childs and Becky Childs for keeping the event rolling without a hitch. Thanks also to Aaron Hernandez for the video!

If you had a great time, please share this article on Facebook, and invite anyone who might own a Japanese car or truck 1996 or older.

route66jdm_2019-17

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A limited number of T-shirts from the 2019 event are still available. Send $20 via PayPal to [email protected], remember to tell her what size, and we’ll get it in the mail ASAP – and remember, all proceeds from this event go to our charity partner at RSK!

Filed Under: Uncategorized Tagged With: route66jdmclassic

Datsun Scarab Documentary Video Project

May 5, 2019 by Greg

Some of you may remember Randy Lewis from his ‘Coast to Coast Road Trip in a Datsun 510‘ article.

He’s been up to something new. As a Datsun Scarab owner, during the course of his restoration of Scarab #160, he’s become somewhat of a historian on these rare and amazing cars. He’s written a book, which will be available by mid-June 2019. He’s also working on a Scarab documentary video and have started fundraising on Kickstarter.

The speaker in the promo is the daughter of Keith Bergey, the Chief Engineer at Scarab back in the day. Check it out!

Restored: The Scarab Z Story

Filed Under: Uncategorized

The Link Between Studebaker and Nissan – Revealed!

December 27, 2015 by Greg

As many of you know, aside from running DatsunForum, we own several classic Datsuns, and collect memorabilia and neat stuff related to Datsun / Nissan vehicles. All those cars require insurance coverage, and since our first classic, we’ve entrusted our cars to the pros at Hagerty.

Sure, there are other companies that offer antique auto insurance… but it’s a sideline. They’re not enthusiasts, and they don’t understand the unique needs of collectors, restorers, and other enthusiasts like the expert team at Hagerty.

One of the really cool benefits of being a Hagerty customer is having access to an entire department of historians, appraisers, researchers, and valuation experts: “The Hagerty Institute for Collector Vehicles.”

During a discussion this week with their Historian, Glenn Arlt, he shared a story that I’d only ever heard bits and pieces of, and I think you’ll really enjoy it. I’ll let Glenn take it from here:
_______________________________________________________________________

Did you know the story about Studebaker and Nissan? I wouldn’t be surprised if this is new information to you, since in fact most Studebaker guys don’t even know it.

After the closure (in late December 1963) of their main factory in South Bend, Studebaker concentrated production at their Hamilton, Ontario production plant (except for engines which came from South Bend until July 1964. Thereafter, and until April 1966, Chevrolet-pattern GM-Canada engines were bought and used). March 1966 was the end of Studebaker car production – The last one built was a 1966 Cruiser.
1966-studebaker
During Studebaker’s later years, Studebaker executives in the US were mostly tending to their diversified holdings (such as Onan engine, STP, Franklin and Schaefer appliances, Gravely tractor, Paxton products, Clarke floor machines, Studegrip, etc). The Studebaker executive team ordered Studebaker of Canada’s President, Gordon Grundy, to go to Japan in 1965.

As a quick side note: In August of 1965, a deal to sell Studebaker automotive operations to a Canadian consortium failed. Canadian Motor Industries (CMI) had already concluded a tentative deal with Isuzu – which was then independent of GM – to sell subcompact Isuzu Bellett cars AS STUDEBAKERS in order to add vehicles to their scant lineup in North America. CMI did assemble Isuzu and Toyota cars for sale in Canada from 1967 through 1970, sold as Isuzu and Toyota brands through two new dealer networks. CMI’s purchase of Studebaker’s automotive operations for a measly $7 million Canadian dollars failed because one Canadian politician in Nova Scotia refused to sign off on Canadian government loan guarantees, fearing the failure of Studebaker might drag CMI down as well. This was ironic, since CMI was BASED in Nova Scotia and had actually set up an assembly plant in Sydney, N.S. in 1967, bringing jobs to the Province. Sydney is a deep, warm water port, perfect for bringing Japanese car parts (referred to as CKD: complete knock down kits) to assemble as “Canadian cars.” Alas, the failed deal was the “kill shot” for Studebaker, and in March 1966, the last Studebaker rolled off the production line, followed by layoffs of 700 workers. The Hamilton plant was bought by OTIS Elevator, used for 20 years, and later demolished in 2012.
studebaker
But back to our story. Gordon Grundy was sent to Japan to try to broker a deal with Nissan. They wanted him to obtain cars for Studebaker dealers in Canada and the US. Presumably, the thinking was to not directly compete with Datsun dealers. Due to the presumed need to replace the archaic 1953-era Studebaker cars (which were facelifted for the last time for the 1964 model year), it’s pretty safe to assume they would have been targeting the new Cedric 130 cars (released in October 1965) to replace the aging Lark. Of course, there’s the possibility they might have targeted the President (also released in October 1965), but it was a $3300 car – likely too expensive for Studebaker to try to sell… or maybe not? Perhaps just perhaps, the President could have eventually replaced the ancient larger Studebaker cars too, on a limited basis. The President line was powered by a 183 cubic inch 6-cylinder or a 243 cubic inch V8, after all. The Hamilton-built Studebakers were not selling very well, essentially being antiques under the skin. In contrast, the Nissan cars were far more modern.
1966_Cedric
With an attorney like Tampa law office for personal injury, you can have the security of reliable services anywhere. They will ensure that your side is heard in the right light. They are also the witness to the story. The only company that Studebaker had interest in buying cars from was Nissan… at least until Grundy was in Japan. All was going well with Nissan… then the Studebaker board apparently vacillated, possibly having heard about the upcoming new Toyota Century, because they had their attorney call Grundy at his hotel in Japan, and order him to not just visit Nissan, but Toyota also. The trouble was, Toyota, having informers at Nissan, were offended that they were not approached first, and being considered ‘second fiddle,’ they refused to speak with Grundy. Returning to Nissan would prove fruitless as well – Nissan had informers at Toyota, and when they heard that Grundy had also visited Toyota, they were deeply insulted and broke off negotiations due to “loss of face.” The end result? Visit this original site and learn the tension that carried out later. Grundy went home empty handed, with no all-new imported cars to sell as Studebakers, in a last-ditch attempt to keep the dealership organization solvent.

The lawyer, who was employed by Studebaker, who told Grundy to also approach Toyota? Richard Milhaus Nixon.
President Richard Nixon So, as Paul Harvey used to say, “Now you know the rest of the story.”

What blows my mind is to consider the following possibility: What if Grundy had been out having some sushi or getting a massage from a beautiful Japanese girl when Nixon called? What if he had wrapped up the deal with Nissan to sell Studebaker Corporation cars with Studebaker badges on them, for US and Canadian, Australian, New Zealand, Israeli etc. distribution (where Studebaker was having some success). The board couldn’t have censured him since he was following his instructions to the letter. Of course, he probably knew that had he done the deal, the Hamilton car plant would close and 700 jobs would be lost (which happened in April 1966 anyway). He probably saw the handwriting on the wall… Perhaps Hamilton could have been the parts depot for the new cars, saving 50 to 100 jobs? We’ll never know.

Carrying it even further, what if they’d acquired the President lineup, badged as Studebaker’s high-end luxury division? Perhaps Infiniti would not have been necessary; instead, Studebaker might have survived!

Would Studebaker dealers have been encouraged to duel with Datsun franchises in the Midwest, where Datsun was weakest during that era? If so, would this have helped Datsun to stay ahead of Toyota in the US as it had been until 1967?

Eventually, would it have enabled Nissan such additional success so as to not need Renault?

Enquiring automotive historians would love to know!
Glenn Arlt, Hagerty Concierge and Historian
glenn_arlt
_________________________________________________________________________________________
Postscript: There’s actually one more somewhat obscure Studebaker – Nissan connection, and this one comes from my own knowledge bank…

As those who know me well are aware, my all-time dream car is a 1965 Silvia Coupe (CSP311). I find it to be one of the most beautiful automotive designs ever, and that should come as no surprise to students of automotive design. You see, German designer Count Albrecht Graf Goertz served as a development consultant to Nissan from 1963 to 1965. During that time, he was supposed to help develop the 2000GT, which was to be a Yamaha-powered sports car. That project was 86’ed, but along the way, he contributed to modernizing the overall design process (convincing Nissan’s designers to utilize full-scale clay mockups). His contributions were reflected, ultimately, in the eventual design of the CSP311 in 1964.
csp_311
So, what’s the connection? Well, Count Goertz was educated as an engineer in Germany. In the 1950’s, he traveled to the United States, where he worked for Studebaker on the design of the Studebaker Starliner. Obviously, neither project were his greatest achievements – Goertz is credited with participating in the design of the spectacularly-beautiful BMW 507 convertible, and more importantly, the Porsche 911 Turbo.

So, there you have it! A second Studebaker – Nissan connection. OK, nowhere near as intriguing as Glenn’s connection, but it’s a neat one!

Thanks for reading, and I hope you enjoyed this little diversion into automotive history. I’d like to thank Glenn Arlt and the team at Hagerty for their contributions and continued support of our Datsun addiction!

Filed Under: Uncategorized

Nissan “clublife” Newsletter Spring-Summer 2013

November 2, 2014 by Greg

datsun type 17

The “clublife” newsletter is published for the Japanese market on a quarterly basis by Nissan – I guess you could call it the JDM equivalent of NICOclub, but in printed form!

Anyhow, we periodically receive copies of clublife from our Japanese contacts, and as time permits, I’ll scan a copy for you guys to enjoy.

In this issue, there’s a great feature article on a beautifully restored Datsun Type 17, as well as lots of local club event coverage – Check out some of the pics of the great classic Datsuns!

I hope you enjoy the scans (click for larger images):

clublife_219 (1) clublife_219 (2) clublife_219 (4) clublife_219 (3) clublife_219 (5) clublife_219 (6) clublife_219 (7) clublife_219 (8) clublife_219 (9) clublife_219 (10) clublife_219 (11)

Filed Under: Uncategorized

The 1976 Datsun Lineup of Cars and Trucks

October 30, 2014 by Greg

Straight from the DatsunForum vault, here’s a nice scan of the 1976 Datsun full-line brochure, exactly like you might have found in a Datsun dealer in late 1975.

Imagine walking into a showroom in September 1975, seeing a sleek zero-mile 1976 280Z in bright red with a gorgeous black vinyl interior, sitting next to a new Lil’ Hustler 620 pickup – and over there in the corner is a new 610 Coupe with the optional rocker panel decals. Turn around and admire the funky but sporty B-210 in bright yellow, and try not to ignore the dark green 710 wagon, just waiting to become some family’s faithful new transportation.

Here’s hoping these images help you with your Datsun restoration, or just take you on a trip back into the history of Datsun motoring. (click images for full-size pics)

1976_datsun_full_line_brochure (1) 1976_datsun_full_line_brochure (2)

1976_datsun_full_line_brochure (3) 1976_datsun_full_line_brochure (4)

1976_datsun_full_line_brochure (5) 1976_datsun_full_line_brochure (6)

1976_datsun_full_line_brochure (7) 1976_datsun_full_line_brochure (8)

1976_datsun_full_line_brochure (9) 1976_datsun_full_line_brochure (10)

1976_datsun_full_line_brochure (11) 1976_datsun_full_line_brochure (12)

Filed Under: Uncategorized

Nissan Sales Talk, 1984 – 50th Anniversary

October 30, 2014 by Greg

Another awesome old document from the DatsunForum archives, scanned here for your enjoyment! (click thumbnails for larger images)

Nissan_sales_talk_may_1984 (1)
The origin of the Datsun name and the Nissan Motor Company can be traced back to 1911, when Masujuro Hashimoto founded the Kwaishinsha Motor Car Works. What appears to have been his first car, a small 10-horsepower passenger automobile, was exhibited in 1914 and received an award. Hashimoto’s backers were three businessmen named Den, Aoyama, and Takeuchi, and the car took its name from their initials: DAT.

Nissan_sales_talk_may_1984 (2) Nissan_sales_talk_may_1984 (3) Nissan_sales_talk_may_1984 (4)

This company ran into financial trouble and was reorganized in 1918 as the Kwaishinsha Company, Ltd., which produced a small, sports-type two-seater that became the “son of DAT,” or Datson. However, the English letter combination S-O-N as pronounced in Japanese sounds like an expression for losing money, and it seems to have been important to have a name for the car that could be spelled in English. At any rate the difficulty was resolved by changing “son” to “sun,” which has a good connotation in both English and Japanese.

Nissan_sales_talk_May_1984 (5) Nissan_sales_talk_may_1984 (6) Nissan_sales_talk_may_1984 (7)

Production remained very limited, and after the disastrous earthquake of 1923, which destroyed many of Japan’s automobile factories, the DAT firm found it necessary to merge with the Jitsuyo Jidosha Seizo (Practical Automobile Manufacturing) Company as the DAT Jidosha Seizo Company, Ltd. The merger was effective in 1926. The combined company was still small, but in 1932 it introduced a new Datsun line, a small car with a 500cc engine, which marked the beginning of regular, continuous production of motor vehicles carrying the Datsun name.

Nissan_sales_talk_may_1984 (8) Nissan_sales_talk_may_1984 (9) Nissan_sales_talk_may_1984 (10)

In 1933, the DAT Jidosha Seizo Company underwent a reorganization and a year after that was renamed Nissan Motor Company, Ltd. (Japan Industries), with a capital of 10 million yen. Between then and 1938, when passenger car production stopped, Nissan made its first standard-size automobiles, introduced mass-production techniques, and shipped out its first few exports.

Filed Under: Uncategorized

Nissan “clublife” Newsletter Spring-Summer 2014

October 29, 2014 by Greg

The “clublife” newsletter is published for the Japanese market on a quarterly basis by Nissan – I guess you could call it the JDM equivalent of NICOclub, but in printed form!

Anyhow, we periodically receive copies of clublife from our Japanese contacts, and I figured I’d share a copy with the members.

There’s a historical timeline, highlighting some notable points in Nissan’s history, some great pics from the Japan Automobile Museum, as well as some event photos from various gatherings around the islands.

I hope you enjoy the scans (click for larger images):

clublife (1) clublife (2) clublife (3) clublife (4) clublife (5) clublife (7) clublife (6) clublife (8) clublife (9) clublife (10) clublife (11) clublife (12)

Filed Under: Uncategorized

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The Recovery and Restoration of Datsun Scarab #160 Part 2

Got SU Carbs? You Need Float-Sync!

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