nicklp

Have you checked the basic stuff? All electrical connections in the ignition system? Fuel pump/fuel filter?

Museo Storico Alfa Romeo

That picture makes me go for 221 then. C-pillar and bumper cross section.

I think it’s a PLG-220 from 1958, but I can’t absolutely say it’s not a PLG-221 sold ‘59-‘60-‘61. It’s not a 222. Cool item.

Are the three rubber brake hoses really old? Sometimes they break down inside and randomly/temporarily hold pressure.

The more you correct little problems, the more amazing these trucks get!

Pretty cool that your original shocks are stamped with numbers matching the parts book (which doesn’t show the rear shock in a diagram). The lower left and upper right text entries show front and rear numbers for the 222 (f: 56110-02702, r: 56212-02702). The 223 parts book shows # 56210-04301 for the rear shocks (different number than shown for the 222 rear). I don’t know the 320 rear numbers. I don’t know how Datsun does part numbers, so I would assume different number means different shocks. The 223 was torsion bar independent in the front like a 320, the 222 was solid beam in front. 222 shocks front and rear have studs on both ends, so no eyes. My 222 has some old Alfa Romeo rear shocks both front and rear; they are too long. They didn’t bottom out when I was driving the truck, but I know they would, so they aren’t staying on there. They would also be expensive to source; I happened to have them in my homeless possessions mental hoarding disorder shed in my back yard. Had to work that in to the story, even if it was kind of awkward. ACTUAL RELEVANT INFORMATION: the rear shocks off of early (like late ‘60s) ford mustangs are supposed to fit both front and rear on the 222. I have purchased a set of rear mustang air adjustable shocks to put on the back of my truck, but I haven’t installed them so can’t give a full report. They are short enough at minimum, but are fatter, so I have to make sure there is clearance. May or may not be worth the trouble (of air fittings, etc.), we’ll see. Please report back what you end up putting on there.

222 stuff mostly appears in the 320 section. 222 rear hubs/drums are on a tapered shaft, so stuck is normal. There is a similar discussion in the 320 section from about a year ago with a title like “lug nut studs/rear drums” started by RustyDawg. Great to see another 222 on here. Are you using this kind of puller:?no idea why it’s sideways….

It wasn’t me!

I have no involvement with Nissan Patrols, but the old ones I’ve seen look cool as hell!

A picture of the single original (assumed) rim I got with my 222, wearing a beauty ring and a Toyo Dream Master “Deluxe” tire in 5.60-15. Other pic with 2x4 to show tread width. I once saw a trailer wearing Datsun 15 inch rims, I think with round holes like a phone dial. I’d like a set of those; not sure I’d really like to drive it on those narrow originals.

Oil line to the gauge and electrical for the idiot light? (Above/between speedo and water temp on gauge cluster).

Stoffregen, it sounds like you come from an admirable gene pool! Yes, it’s a little weird discussing a risk for someone else to take. With my trans and driveline on the ground, and the driveline fully bottomed out, it appears that there is 2 or maybe 3 millimeters of clearance between the seal and the front of the driveline (which has a cup that goes over the tail shaft housing, so I had to stick a bent probe in there to measure). It also looks, from the dirt on the outside of the tail shaft housing, that bottomed out is at least 10 and maybe 20 millimeters farther in that that driveshaft got in normal driving. I rarely put much weight in the truck. I don’t know how much extra room Datsun would have left in there. Since Rustydawg still has that trans in his truck, I hope he will take some measurements, maybe with the driveline in and four or five of his closest friends standing in the bed. At the same time, he could check for play in the tailshaft bushing….

Looks like it was used in : MGA 1500 of 1955-1956; Nash Metropolitan 1953-1961; MG Magnette 1953-1955; Austin A40 Devon, Dorset, Somerset 1947-1954; Austin A50 1954-1957; Austin A55 MK1 1957-1962; Austin A60 1961-1965 Part numbers: NA314; 1H3339; 35x56.3x28.6; 1G3419; 11G3417 It looks like the extra length is because it also has a felt seal outside of the rubber seal. I messed around with the driveshaft and trans which are both out of my truck, it looks like the extra 5mm won’t be a problem, so the only thing is to try it and see if works. Can’t wait to see how it works out PS Hey Stoffregen- do you know about the all British show that’s supposed to happen September 19th (Sunday) at the Dixon,CA fairgrounds? Google “Dixon British car” -should come up

I did a bunch of looking around last night and found that the Spridget seal measures 29.5 x 51.78 x 28, so too small. But an MGA 1500 seal measures 35 x 56.3 x 28.6, which appears to be right ID and OD, but longer by 5 mm. Don’t know if that 5 mm matters with the driveline installed. Sure would like to be able to measure/look at both side by side. Now late for work