When I needed my L28 block rebored two years ago in preparation for my 240Z engine rebuild, I had trouble finding a machine shop in CT that had three things which were important to me:

- Old style experience
- Specialized in machining race/import engines
- A real machine shop. Not a high-dollar restoration business.

I finally found Leifert Automotive in Torrington. I spotted them in a 1990s Hot Rod Magazine buildup article that featured them rebuilding a vintage Cutlass motor. So I decided to check them out and found them in a little building on a back street, almost invisible. The place was started in 1969, Lawrence Liefert the owner still runs the place. How much more original can you get?

The place was filled with engine blocks and cylinder heads in progress. At one end was a big block V8 being built-up. And right next to it was...a 240Z motor being rebuilt on a stand(!) When I saw this I knew was the right place. I had them bore my block, press new pistons onto the rods, and install rings for me... quality work at an excellent price. Photos can be seen at

http://datsunzgarage.com/rebuild/

This isn’t a repair shop though. It’s a quality machine shop for gear-heads like us who need machine work done. I give Leifert’s a great recommendation…places like this are slowly becoming extinct…use this one while it lasts.

Leifert Automotive Machine Co
50 Brook St
Torrington, CT 06790
(860) 482-4533‎

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Bryan Little
Datsunzgarage.com

1970 240Z - enhanced F54 L28 w/P90, Weber DCOEs, 4:11 R200, Nissan T5 5-speed

Cool web site, I was just reading through the text at your link. Lots of good info there. But a couple of questions - are you sure the oil sensor is NPT? I thought BSPT - British Standard Pipe, Tapered - was correct. The two are extremely close, mind you. I spent a little extra buying a BSPT adapter when I plumbed in an oil feed for my turbo, and it threaded in perfectly.

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280zx NA to T... http://z.modeltrainguide.com

I guess that a good question for the historians: did Datsun use NPT or the British BSPT theads?

I had read that the sender was NPT, I've never messed with BSPT, but from what I've read the thread pitches are nearly identical. I tapped out my oil feed with NPT so I guess I'm stuck with it...!

-Bryan

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Bryan Little
Datsunzgarage.com

1970 240Z - enhanced F54 L28 w/P90, Weber DCOEs, 4:11 R200, Nissan T5 5-speed

Forgot to mention. From the outside Leiferts is VERY unimpressive, don't let it's looks scare you away.

It perfectly applies the Rule of Machine Shops: if you see see motor parts everywhere...the place is kinda dirty...and the owner actually wears a work shirt with an oval patch with his name ...then it's the real thing.

-Bryan

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Bryan Little
Datsunzgarage.com

1970 240Z - enhanced F54 L28 w/P90, Weber DCOEs, 4:11 R200, Nissan T5 5-speed

Just my two cents,

As far as I know the Japanese use British standard pipe taper. If you go to the following web site you will see they are close but not the same. The taper angle is the same but the lead is different as well as the thread form.
I would like to thank you Brian for your web site, very informative.

http://mdmetric.com/tech/thddat7.htm#pt

Both...in the Z31 at least. The oil sender, is BSPT, and you will damage the threads if you use NPT deirectly in the block.

I have an adpter for my oil sender port in my Z31.

The reason I mentioned it originally is that the Nissan competition rebuld book by Frank Honsowetz recommends chasing the oil sensor hole out with a NPT tap at rebuild time.

I think this was recommended because NPT is extremely common and BSP is difficult to find...Summitracing only carries 2 BSP parts I can find, NPT gets several pages.

So I agree that BSP is correct, but retapping the block to accept NPT is a good way to allow it to use modern adaptors (which is what I use).

-Bryan

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Bryan Little
Datsunzgarage.com

1970 240Z - enhanced F54 L28 w/P90, Weber DCOEs, 4:11 R200, Nissan T5 5-speed