For Sale: 1968 Datsun 2000 for SCCA Solo EMod class.
The story on the Datsun is I bought it out of Texas a couple years ago for a project. Ran it at a couple of season ending local events, it had more power then the old Hoosier’s could handle! After that I took it down for the winter and started working on it. I removed the stock tub, added front and rear roll hoops, and tied them together for strength. Added the aluminum interior, the center stack and tunnel cover are removable for service. Replaced the plastic seats with aluminum Butler and Kerkey seats, the drivers is on sliders. Redid the body in fiberglass and built the front and rear to tilt for access. The front and rear sections are removable by pulling 2 retaining pins and sliding them off of their pin mounts. The “doors” and cowl sections are removable by undoing 4 or 5 bolts each, it doesn’t take long to get easy access to the entire car.
This is where I explain what went wrong, at least what I think went wrong. As I was completing the car the last thing to do was re-install the wiring harness. The harness that came with the car was a mess, fuses in the middle of the harness, splices all over, unused connectors and wires, and a lot of excess wires. I temporally re-installed the harness as it came with the car just to make sure everything stilled worked and I hadn’t done something wrong up to this point. The car ran great with the original configured harness, lots of fun! Then I removed the harness and began to remove the unused connectors and wires. I parsed the harness down to what I thought was the minimum required. Then I redid the power side of the electrical system, new main power, start button, power switch, and wiring. Fired the car up and took it out around the neighborhood, and it had an ignition miss at about 3k rpms or so. Went back and tried to diagnose and came up empty. Picked up an unmolested harness out of a ’91 240 SX and found the connectors were different then the ones on the original harness. I replaced the connectors, installed the harness and still have the same problem. My guess now is that it’s in the power side of the electrical system.
Also included is a bunch of spare parts including a engine (NA, suppose to be “built&rdquo, trans, and a bunch of other pieces.
Car weighs 1665 lbs full of fluids and no driver, this includes the passenger seat, harness, and a 20 lb battery (about 35-40 lbs of extra weight), class weight for this car is 1800 lbs. with driver.
Pictures: http://www.flickr.com/photos/maycar/sets/72157631277329976/
If you notice in the pictures I had built a mount to store the hood on the roll bar above the trunk, that mount is no longer around.
Front Suspension: Stock upper A-Arm
Modified Lower A-Arm
Adjustable Carrera shocks
1000 pound Hypercoil springs
Volvo lower ball joints
Relocated outer tie rod attachment
Outer tie rod replaced with heim joint
Relocated lower a-arm frame mount
Rear Suspension: Adjustable three link
Panhard bar
Showa Coil overs
600 pound springs
‘84 RX7 GSL rear end
Housing narrowed
Moser cut and resplined axles
Shimmed posi 107 lbs breakaway
Front brakes : Wilwood Master Cylinders
Wilwood Brake and Clutch Pedals
Wilwood Brake Bias Adjuster
Outlaw 2000 4 piston calipers
Carbotech Panther Plus pads
Stock rotors
Custom brake caliper hangers
Rear brakes: Stock RX7 discs and calipers
Wheels and Tires: Real Racing Wheels
Front 15x10 Wide 5
Aluminum wide 5 adaptor to stock roadster pattern
Hoosier 23x9.5x15 R25b
Rear 15x14 Wide 5
Aluminum wide 5 adaptor to stock RX7 pattern
Hoosier 24.5x13.75x15 R25b
Engine: 1991 KA24DE
Eaton M62 Supercharger
680cc injectors
ARP head studs
Q45 MAF
Bikirom programmable computer
Runs on E85
Adjustable cam gears
248/248 cams
Stainless header 4:1
Billet lightweight flywheel
5 speed
Aluminum radiator
Remote oil filter
Car is located in the Minneapolis, MN area. Sold as is, where is.
Mark @ six five 1-23 eight-nine 31 seven
Asking $3500 for car, or $6,000 with 16’ enclosed trailer.