Rolex Monterey Motorsports Reunion here we come! Nissan is the featured marque and we are amped! Z Car Garage is running 5 race cars:
#46 BRE Datsun 240z makes its return with John Morton behind the wheel:
#9 Hakosuka and #52 Bluebird and #38 280zx all piloted by Alex Mcdowell:
#49 Joel Anderson IMSA GTU 240z returns to RMMR since 2015 with Rob Fuller at the wheel!
Lots of fun events to enjoy during the week, big thanks to Ann from ZONC for making a great schedule so you don’t miss a thing!
For #throwbackthursday we take a look at Rob Fuller’s 1970 Datsun 240z. This Series 1 S30 gained notoriety 15 years ago when it was powered by an RB25DET drivetrain. We had many good memories with the RB-configuration and like all Datsuns, this one has a great story behind it.
In 1997, Rob spotted a ’70 240Z sitting in a driveway while driving down a back road in Georgia. He soon learned that the owner had the Z for a really long time and it hadn’t been running for years. Unable to afford the owner’s price, Rob offered to wash and detail the car, as well as bringing a car cover to protect it until he had funds for towing. Eventually a deal was made with the seller, and Rob towed it home to start working on it. In 1998 he started his first job working at Z Service Unlimited in Atlanta when the recently acquired Z overheated and failed.
Rob and the 1970 240z at Z Service Unlimited in GA, ~1997. (Right) Turbo Tom’s EFI turbocharged L-Series build, still at the shop today:
A customer’s ’71 240Z had rolled-over and Rob swapped it’s 2.8L/5-speed/R200 diff into his Z. He enjoyed driving the Z all around Georgia before relocating to Northern California where he was offered a job at a local Z shop. Once the 240 was shipped over, Rob saved up money for yet another engine transplant, this time a 3.1L stroker with SUs. He attended many track days at Thunderhill and Laguna Seca with the setup. In 2001, the car was painted ’70 Mopar Go Green by William’s Auto Body:
In 2004, Rob opened Z Car Garage and started building a turbocharged L-series (utilizing Turbo Tom parts) for his Z. After completing his SR20DET-powered Datsun 510 he was inspired to have the same modern powerplant for GO GA Z. The turbocharged, inline-6 from the Nissan R33 Skyline was a logical choice. The swap was completed by July 2005.
A quick breakdown of the build: T3/T4 turbo, Nismo 740cc injectors, GReddy intake manifold, custom Z Car Garage front-mount intercooler, C&R radiator, JWT aluminum flywheel and heavy-duty clutch. Ford Lightning MAF, a Z32 TT fuel pump DEFI gauges. Suspension consisted of full Ground Control parts with 5-way adjustable Tokicos, custom 993 Porsche brakes behind 16×7 Panasport wheels wrapped in 225/50/16 Kumho Victor Racer V700 tires.
How did it perform? At 19 psi, the Z put down 440 whp and 380 lb-ft of torque at the wheels on the ZCG dyno. All while making the most intoxicating sounds. Enjoy this compilation I made of the Z in action, speakers up!
We enjoyed driving the Z to car shows/events including long trips to JCCS (2006) and the Mt. Shasta All-Datsun Meet.
GO GA Z even got some media exposure (before the days of Instagram and Facebook!) Below: Sport Compact Car Magazine, Lighting Auto (JDM), and Turbo Magazine
So where is the Z now? In 2009 the RB25DET was removed and built up to RB28 spec for installation into Gary’s Behemoth.
Gary would later decide to run the legendary OS Giken TC24B1Z in his Z, making it the world’s first LHD OS Giken TC24B1Z powered S30. Rob’s Z was the test mule for the TC24, a little known fact. Here it is on the dyno:
The RB28 sits on display in the front office at ZCG, while the GO GA Z chassis is still being utilized for TC24 development.
We hope you enjoyed our trip down memory lane with Rob’s RB-powered Z. I loved this car so much I built a 1/24th scale model of it. Please read on to learn about the model and see more pictures. LONG LIVE THE Z!
About The Model
One of my hobbies is 1/24 scale model car building. In the past few years I’ve focused on building scale replicas of friend’s personal cars. Rob’s 1970 240z holds a special place in my Z heart and I thought it would be a nice challenge to make a model faithful to the real car.
I made sure the engine bay had the entire RB25DET drivetrain visible with Greddy intake manifold, injectors, turbo and FMIC plumbing, BOVs, and that Interstate battery. On the outside I used Go Green paint for the body, Porsche Big Red calipers with cross-drilled rotors, Panasport-type wheels, and a photo-reduced license plate that reads ” GO GA Z”. The interior even has DEFI gauges, a MOMO steering wheel and Recaro seats…just like the real thing! Enjoy the pictures and stop by the shop to see the model in its display case, but please do not touch it 🙂
When Lehan brought his 1991 R32 GT-R to Z Car Garage it was barely moving under its own power…the clutch failed. We installed an OS Giken TS2CD clutch and flywheel along with an OS Giken T/O bearing.
The OS Giken clutch/flywheel combo weighed 32.8lbs compared to the old setup at 39.6lbs:
Clutch removal/installation:
We also replaced the rear main oil seal while we in there with an OEM seal. The R32 was treated to new clutch hydraulics including master and slave cylinders + hose. It is prudent to replace these units if they haven’t been done in the last 3-5 years.
With a new clutch and hydraulics sorted Lee was back on the road. He was really surprised that we could do a 2-day turn-around clutch replacement on on his 25-year old Japanese classic supercar. Enjoy the Ride Lee and thanks for your support!
Z Car Garage is proud to offer a CV axle conversion kit for your Datsun S30 and 510. For years we have used aftermarket CV axles that utilize an aluminum adapter prone to loosening up over time. Despite efforts to keep things tight (Loctite, hardware changes) we had to keep an eye on them. We developed a better solution that eliminates the need for aluminum adapters and remains 100% bolt-in like a factory half-shaft.
Designed and manufactured locally with KAD Models, the ZCG CV axle kit works in both R180 and R200 configurations.
These are the beefiest CV axles on the market. They have been tested on the track by our vintage racing customers and also in high hp* street cars (powershifting, clutch dumps, etc.). Each axle has a serial # for peace of mind:
The CV axle kit is available now from ZCG for 1595.00 + freight and they come with everything you need to install on your car. Contact us at 408-452-0350 or send Rob an e-mail rob@zcargarage.com to purchase. Installation is just like doing a half-shaft: there is even a marking that shows you where to line up bolts and special hardware:
The ZCG CV Axles in action
The video below demonstrates the “looseness” associated with aftermarket CV axles that use adapters compared to the ZCG axles without adapters. Several customer race/street cars running our CV axles are also shown. Enjoy!
S30 and 510s running the ZCG CV axles
Randy Jaffe’s #46 BRE Datsun 240z received the very first set of ZCG CV axles: Serial # S30-000240!
Race car driver and restoration specialist Jim Froula of Racecraft is running ZCG axles in several of his cars:
Set #246 – installed May 2018 on the “Harry Stewart #52” Datsun 510:
Set #247 – installed April 2018 on the 260z
Set #248 – will be installed on Adam Carolla’s “Greg Sorrentino #90” Datsun 510. We are pleased to report that Jim will also be installing a set on his “George Alderman #32” 300ZX! The ZCG CV axles are also perfect for high hp street cars. The following customer cars are all running our CV axles now:
Frank B’s fuel-injected, 6-speed stroker L-series:
Gary’s 430whp LS3-powered 280z:
Scott W’s EFI stroker L-series:
James S’ L28ET:
Finally, Gary’s “Behemoth” OS Giken TC24B1Z powered S30:
Technical Information:
The Z Car Garage axles were designed to help remove much of the backlash aka clunk seen in many older vehicles. Modern technology has given us the ability to create a set of axles to exacting standards. We started with a high quality set of CV joints that were found to be the most consistent in both major and minor spline diameters. We then began to design the axle itself to share the same tight tolerances. We are holding a +/- .01mm diametric tolerance on both the inner and outer spline diameters. This gives us the feeling of direct connection between differential and wheel. The axle shaft major diameter was increased to 28MM to give owners a bit of added comfort in knowing the main shafts are stout. Once the axles are splined they are then heat treated to obtain the desired harness. After heat treat the axles are then nickel plated to add corrosion resistance. The inner and outer flanges are made from 316 stainless steel and mate to the CV joints with tapered alignment surfaces to ensure concentricity is maintained throughout the axle thus reducing vibration. The inner flange attaches to the stock R series differential utilizing the Nissan factory hardware. The outer flange attaches to the driven stub with bolts specifically designed and manufactured for the Z Car Garage axle installation kit. These bolts are manufactured to grade 8. All ZCG axles are manufactured locally which helps us maintain the fitment and quality we require.
Materials
Axles : Hardened AISI/SAE 4340 Alloy Steel, 4340 is a nickel-chromium-molybdenum alloy steel
Drive flanges: 316 stainless steel, Type 316 steel is an austenitic chromium-nickel stainless steel
Outer Flange Bolts: Hardened 4140 Alloy Steel , AISI or SAE 4130 grade is a low-alloy steel containing chromium and molybdenum as strengthening agents
Each year the Historic Sportscar Racing association (HSR) organizes the largest and oldest event for Historic race cars on the East Coast. It’s called the Classic Motorsports Mitty and it took place at Road Atlanta, GA from April 27-29. We attended The Mitty to provide race support for Randy Jaffe’s #46 BRE Datsun 240z (driven by our hero John Morton) and Alex McDowell’s Datsun Bluebird Coupe and Hakosuka Skyline.
Nissan was the featured marque for the first time with John Morton serving as Grand Marshall so naturally every Datsun-fan was drawn to The Mitty. I took a Thursday night red-eye flight from San Jose with part of the ZCG crew and when we arrived at Road Atlanta our paddock was an absolute feast for the senses. Nestled primely across from the front-straight footbridge, we had an impressive display of West-Coast racers, from L to R: The BRE Datsun 240z, BRE 370z, Comedian Adam Carolla’s #44 Frank Monise Datsun 2000 Roadster and Bob Sharp 610, Alex’s Hakosuka Skyline and Bluebird Coupe, the Friselle GTU 240z, Dave Stone’s Frellsen B-sedan 510, Jim Froula’s (Racecraft) Datsun 260z, our friend Glenn Chiou’s VIPS/Loren St. Lawrence 240z and Bob Clucas’ IMSA GTU 240Z.
Take a Lap With John Morton
At 76 years of age John Morton is still formidable behind the wheel. Here he is piloting the #46 BRE 240z that we prepared around Road Atlanta; the very same track where he won the 1970 and 1971 National C-Production Championships!
Well, That’s Racing
The sweet smell of race fuel, frantic adjustments, checklists, and engines blaring to warm-up for the next session all reminded us how much we love racing! From the on-board video above, you can see the BRE 240z performed well with John Morton at the wheel but what it does not show viewers is the not-so-glamourous side of racing: part failures. The Z ran great in Thursday’s practice but when we arrived at the track Friday morning, Rob told us the engine failed during the first session. He needed all hands on deck. What followed absolutely humbled me; the ZCG crew went to work in a supreme effort to get the #46 BRE 240z alive again for Saturday/Sunday’s races.
John Morton Must Race
To get a first-hand perspective of the Z’s revival I asked ZCG Lead Technician, Josh Corwin, to give us the play-by-play of the heart transplant. Please read on to see a video chronicling the events!
1) How, when and why did the engine fail? It is still too early to know exactly what went wrong with the engine. A complete teardown will be performed to isolate the root cause. I can tell you that during Friday practice, John Morton was accelerating up Road Atlanta’s back straight coming up the hill before turn 10, in top gear at wide open throttle well over 100mph. That is when a major engine component let go resulting in multiple holes being punched through the engine block, affectively turning the engine into a boat anchor.
2) What was the plan to get John Morton back on the track? Get an engine, put it in the car, put John Morton in the car, and put the car on track. Simple enough, except finding an engine that could perform was the challenge.
As word spread through the paddock that John Morton needed an engine, the Datsun Community banded together, and offers of engines came swarming in. Multiple race engines and high performance street engines were all up for grabs. All were seriously built engines, but none of them felt right.
Rob’s ultimate plan to excavate a couple E.B. Parkinson motors, like dinosaur fossils, was crazy to say the least. But, going with his gut, the resurrection of a true vintage race engine was put in motion. Half of the crew went with Randy to his storage to look for a replacement motor, while other half, including myself, received the green light from Rob to began the task of removing the expired power plant in anticipation of the Datsun Relics arrival.
3) Technically, what was involved with swapping parts and prepping the 40-yr old parkinson motor?
The old engine came out quickly, as many hands made light work. It was then tucked away into the back of the trailer, to be disassembled at a later date, as we worked on getting the car ready for its new engine. Prepping the vehicle was pretty simple, but there were necessary steps and precautions that need to happen to make this a successful transplant. We only had one shot at this, so nothing was left to chance.
Below, (L): Gary Brizendine and BRE Engine Chief John Caldwell lend a hand and knowledge: Caldwell is confirming the jetting on the 50mm Mikuni carbs. (R) The original exhaust system from the 1970s is removed from #46. Morton had already blown apart the exhaust tips on the first session!
With any catastrophic engine failure, one of the concerns is metal bits getting stuck in the oil cooler and lines. So, first thing is to remove the oil cooler and hoses and flush them out. Any leftover engine material in the oiling system can destroy a fresh engine in minutes. Luckily, Road Atlanta’s used oil disposal shed also had 2 solvent tanks, which we used to back flush the cooler and clean the lines of any possible debris. While all the reusable pieces were getting cleaned internally, we moved on to cleaning the mess of shrapnel and engine oil that coated the engine bay. Just as we finished, the oil cooler system came back fresh and clean, and shortly after engines arrived. We could finally switch gears to the reassembly of the BRE 240Z.
The crew brought back two “long block” engines, meaning the cylinder head and engine block had already been assembled. At first look they were identical in every way and definitely appeared to have been sitting for 40 years. Looking closer, we found one of the engines did not have the timing chain installed which led us to use the one that was “more complete.” We put a wrench on the crank bolt and it rotated 720 degrees, smooth as butter. The next task was to take all the undesirable accessories from the old engine. The 40 year old water pump, alternator, flywheel, crank pulley, thermostat housing, oil filter adaptor, and valve cover were all tossed. We then tackled a quick clean up, removing years of dirt and grim that had built up while sitting.
