HS30-H

It'll be either an F5C71-B (5-speed, Direct Drive) or FS5C71-B (5-speed, Overdrive), because there's no such thing as an "FSC5C71B".

An amazing feat considering it's not even running yet... Have you been eating too much cheese again Tony?

The single most important thing about the "Series 1"/"Series 2" thing is that these terms were never used by Nissan. They were invented - retrospectively - in an ad-hoc fashion by 'civilians' in an attempt to make sense of what was actually being misunderstood. It's simple really. There were rolling changes to all models and variants, and some of them are more noticeable than others and/or came at the same time. If you want to make divisions, the single most identifiable one is the change from solid quarter/vented tailgate to vented quarter/solid tailgate.

Don't be too disheartened. This forum has been around a long time and a bit of Darwinian evolution has taken place over the years. Cat vs dog stuff, generally. Despite what you might think, HybridZ has a reputation as a non-nonsense repository of good data. If you are interested in a bit more period (and present) data on rally car suspensions, please feel free to PM me with your direct e-mail address and I'll do my best to help.

JMortensen, right..? Oh...

"Snide personal comments" like "...your superior pedantry...", perhaps? Seems to me that it depends who they come from... It's interesting to see that you're accusing me of citing John Coffey's name to 'improve my reputation'. I'm not sure you actually understand what's going on here. FACT: Mr Carl Beck - in my experience - knows little to nothing about the factory works rally cars. I see no harm in pointing out that he, and his website zhome, are not a reliable source of hard data about the factory works rally cars and should not be cited as such. FACT: JMortensen brought John Coffey's name into this thread, not me. FACT: Mr John Coffey sought me out as a source for hard data regarding the factory works rally cars and current historic rally cars. He even offered to pay me as a 'consultant' for some of the projects he was working on, which of course I would not hear of, and I was simply happy to help him in any way that I could. Not only was John interested in what others were doing with historic rally suspension in contemporary use within certain sets of regulations, but also he was open-minded enough to be genuinely interested in what the factory works team were doing in period - within the rules and regulations of the time. John being his own man and a great engineer I'm sure that my input was only a very small part of his research and development, but I think he appreciated it and he was kind enough to thank me for it and tell me that it was of use. I see that JMortensen has just provided a link to a previous HybridZ thread in which John discusses the Bilstein inverted 'Monotube' dampers, the type which I shared then-current data with him. FACT: John Coffey gave me some lighthearted advice regarding JMortensen's HybridZ 'persona' (he gave me some wise advice about mine too, actually...). I see no harm in mentioning it when it is so apposite. I see you are predicting what John would have done in this thread, and with me in particular. I think I'll stick with what he actually said and did in my experience.

"Derailed the conversation"? I've provided some real-world references, and can supply more (including what the modern historic rally cars are using) if the OP wants to pursue it. You've supplied a link to zhome... You want the usual JMort pissing contest then? I see you've already refined the OP's request to a "V8 Z", when - as far as I understood it at least - this is not set in stone and the word "Safari" was part of it. You can handle the 'V8 Z' part I'm sure, but I think you'll be way out of your depth with the 'Safari', 'factory cars' and 'period cars' parts. Except to tell us all how crap they were, of course. John Coffey predicted just this. It's a HybridZ trope.

Sometimes I wonder if you do the same thing when (if) you walk around vintage race paddocks? And how about museums? Ever visit them, or is it too much for your bladder to cope with? Ironic that you should mention the sadly missed John Coffey in this thread. He had an open and inquisitive mind about such things, and I discussed the details of Nissan's works rally cars with him over quite a long period. There's always something to be learned from the way things were done in the past, even if it demonstrates how NOT to do something. John made me ROFL with a couple of anecdotes when your name came up in conversation too...

A little reminder for JMortensen above.

No disprespect to Carl Beck, but what he knows about the factory works rally cars could probably be written on the back of a postage stamp. Carl's ex-BRE car was built by BRE specifically for the Baja type events and has almost nothing in common with the works rally cars. It even used Nissan rally 'Sports Option' struts, which Nissan sold to clubman rallyists and never used on their own works cars... The thing about topics like this is that they are both moving targets and moveable feasts. People tend to expect the works rally cars to have been one basic spec, but in truth they were in a state of constant evolution which was event-specific. A car prepped for the East African Safari Rally would have many, many differences to a car prepped for the Monte Carlo Rallye for example. In terms of suspension, Nissan was of course forced to keep within the regulations of the time - which meant having to use the stock suspension pickup points/mounting positions, and to homologate any new suspension componentry with the FIA before it could be used. This could be quite restrictive. If you're not building to event/series regulations today you have a much freer hand. As reference, here are a couple of photo examples. First photo shows extended tube strut (basically the strut tube is just longer than stock) with high - fixed - spring platform and long spring on a 1971 works car. The damper in this strut was gas-filled, and built for Nissan by Tokico. This car won the East African Safari Rally in 1971, although the struts were changed at almost every service on the event: Second photo is from a slightly later car built for the 1973 Monte Carlo Rallye. Being an ice and snow tarmac rally the Monte cars were set with a fairly low ride height on adjustable platform struts: My advice to you would be either to use extended strut tubes with fixed platforms and longer springs, or to cut off your existing spring platforms and weld them back on higher up the strut tube. You'd need to make sure your damper travel is in the right range and pick the right spring length, but you may well find that a lift over stock of just two or three inches may be enough with the 'correct' tyre. Certainly the *look* of the works rally cars - particularly the Safari cars - was mostly due to the overall diameter of the full profile 14" tyres they were using.

Did you post a similar request on the classiczcars forum a little while back? If so, I offered to supply some period correct data, but somehow the thread disappeared?

For reference/comparison, these are the wiring plug connections for the 1969 and 1970 (and on) rear lamps: ...so the Futofab plugs are nothing like the original "JDM" plugs anyway.

Although Nissan themselves used Option 1, 2 & 3 'Direct Drive' 1:1 5th gear transmissions in both circuit race cars and rally cars in period, and Overdrive 5-speeds in both circuit race cars and rally cars in period. It depended on the nature of the event in question.

I pressed the 'Like This' button, but apparently I've managed to reach my quota of Likes for the day without doing anything... (?). Nice!

Mine is a Hitachi CTS-2000Z (without that letter D suffix that's on yours?) which was fitted as factory stock equipment on one of my Fairlady 240ZGs in early 1972: I think it's safe to say that electronics are not my specialist subject...!

Great stuff!

Well you made me go a little further than I would normally go on a first date, but here's what I saw inside: Hope that helps.

Top marks for taking the trouble to tell us that though.

I've got one, but I don't really feel very motivated to pull it out and open it up. I can be 'encouraged' with fine wines, caviar, Wagyu steaks, rare car parts and plain old cash....

Your idea of "a reasonable price" is not necessarily going to match the production costs of such items (they are very labour intensive) but have faith, JDM Car Parts are more likely to come through than most of the rag tag bag of dreamers who have promised these before now...

That's incorrect. Forum membership is 'free', and posting doesn't cost anything. Don't confuse full 'Z Club' membership with forum membership.

The point is that the cooling passages are siamesed on the F54. That means less metal, but not none. An N42 cut in the same way would look quite different. You'd see less coolant passage space and more metal.

Common misunderstanding. It's the coolant passages that are 'siamesed' on the F54, for more even cylinder cooling. It means less metal, not more.

A select few of us have been waxing evangelical about Marugen Shokai's products for about 12 or 13 years at least now... There should be a macron over the letter o in Shokai, and no letter u. You're welcome.

Companion piece: http://forums.hybridz.org/topic/117331-oem-factory-240zg-overfenders-the-truth/ Consider it the Main Course to this thread's 'horses d'oeuvres'...