HS30-H

Driving style "wrong"???? That would depend on his intention, surely? And it was Walter Rohrl. Surely you have heard of Walter Rohrl? I don't think he needs any driving lessons from you............

As I told you before when you asked me about this by PM, you are very likely to have mis-interpreted what you saw. OSG never grouped their pipes that way on the TC24-B1. If you have a CLEAR picture of a 135, 246 then let's see it. You have a thread rolling along here based on the presumption that you saw a 135, 246 grouping - but I think you are mistaken. Where's the evidence? Alan T.

Ah right, I thought as much. If it does not have the 'H' prefix then its not a 'Fairlady 240Z'. 　Ｉt'll be a 'Fairlady Z' or 'Fairlady Z-L' for sure. Looks good!

So it has a VIN prefix of 'H' ( making it a 'Fairlady 240Z' or 'Fairlady 240Z-L' )? If it doesn't have the letter 'H' in front of the 'S30' series type then its not a '240Z' ( it'll be a basic 'Fairlady Z' or deluxe 'Fairlady Z-L' originally fitted with an L20A engine ). Nissan only made three months-worth of 'HS30'-prefixed cars for the domestic market in calendar year 1971. What's the full VIN?

I'm sorry, I have to answer this: The original Ghia ( Carrozeria Ghia SpA of Torino, Italy ) was named after its founder's family name. That's the only Ghia with a capital 'G' that I'm talking about, and it is a shame that Ford turned the Ghia name into something that wasted its rich heritage. See above. The "German car maker" you mention ( ? ) would most likely be Volkswagen I presume - which had Karmann building Ghia-designed bodies on Type 1 and 3 VW floorpans for them. I used to own one of each ( the only proper Ghia-designed cars I'm ever likely to be able to afford ). Maybe that is where the seeds of your confusion were planted. Bob Sharp could call it a Gnu-nose for all I care. What matters to me is the original factory stuff. In situations like these it sometimes seems pertinent for us to remind ourselves that these are Japanese cars that we are talking about here. The activities of the likes of MSA and Showcars are kind of 'tits on a bull' in the grand scheme of things when looked at from a historical viewpoint, don't you think? The original Fairlady 240ZG design was created by Yoshihiko Matsuo ( Chief Designer in the team that produced the S30-series Z range ) expressly to homologate a model ( the 'HS30-H' ) and associated parts for the factory Group 4 race cars. The 'HS30-H' was never an Export model, and was only sold to the general public in Japan as a limited edition in order to make the homologation legal. The original Fairlady 240ZG model was a Nissan factory product, and so were the original OEM parts that were sold as Race Option and Sports Option parts in Japan. Everything else - all the replicas, knock-offs, lookey-likeys and version excursions - just ride on that fact. As the owner of a genuine and original factory Fairlady 240ZG ( the only genuine one in Europe, incidentally ) you can imagine that my personal viewpoint on the parts that people call 'G-noses' might be a little different to that of others. I feel like I have to stick up for the heritage and identity of The Real Thing in the same way that the owner of a genuine Plymouth Superbird or BMW CSL 'Batmobile' might want to stick up for theirs. Any aftermarket or non-factory "G-nose" parts have to live or die on their quality, fit and finish. My car would turn its nose up to them, I reckon. Can you see where I'm coming from on that? It might sound snooty, but try to imagine what your viewpoint would be if you had a genuine factory car in your garage......... Dan, I like a lot of things, but mostly I like cars - and I like to think I have a very all-encompassing and catholic taste in them. I can appreciate most of them in some way or another, but my particular interest - and one that I don't think I'm ever going to grow out of - is race cars, and especially old race cars. That's something that was planted in me a long time ago, and might very well have been in my DNA when I was born. Everything I like kind of revolves around that really. I think two things count when it comes to modified cars: Taste and good engineering. If they are well engineered it is a pleasure to look closely at them, and it helps if they work well too. Taste you either have or haven't got, and you can't buy it. I don't have a problem with anyone fitting American V8s, Mexican V8s, Italian V8s or even inline 16 Zeppelin engines and two-stroke lawnmower engines in S30-series Z cars - as long as it is done with taste and good engineering. I take them on a case-by-case basis. Seems to work for me. To Mat73GNZ and Sparky: Many thanks for the encouragement. Cheers, Alan T.

Jamie, If you're in the chair, I'll have the house's best Martini - cheers! True I get tired of misinformation, but short answers are just me trying to be succinct and cut to the chase. Seems the more wordy I am the less info gets through to where it is needed most. Don't you remember the thread started by our friend 'manntis' a few weeks back which ended up in the Tool Shed? That's the kind of thing that makes my teeth loose and hair fall out. I think at one point there were three people on that thread insisting that the OEM G-nose was made from metal. Urban myth like that just seems to spawn on the 'net. Thanks for the thanks ( always ) by the way. Mark of a gentleman. Old school. I already gave the answer to the question. The G in ZG and G-nose stands for 'Grande' according to Nissan, and to Mr Yoshihiko Matsuo - who designed it. Where you got the idea that Italian coachbuilder and styling house Ghia was involved in the Fairlady 240ZG design I don't know. I'd be intrigued to hear the answer. Could be the beginning of a nice new internet myth. Alan T.

You were always wrong then. Maybe if it had been designed or built by Ghia it would have had a good reason to be called that, but it wasn't - so it doesn't.

Many a true word is spoken in jest...... Factory literature for the 'HS30-H' model Fairlady 240Z-G called it the "Grande Nose".

That's not from an R32 GT-R. BNR32 had a 'short case' R200 with CLSD ( lesser models had VLSD ), and the "latest" model of Skyline your pictured 38311-P9000 'long case' diff could have been fitted to from the factory was the R31 - so it is not a "GT-R" diff. But this diff was fitted to several models from the factory ( such as the '200ZR' for instance ) and was also supplied as a Sports Option part in Japan and a Nissan 'competition' part elsewhere. People usually call them "GT-R" diffs because it sounds good. Don't mess about guessing the mileage and making decisions based on that. For the CWP and bearings - judge them by condition and tolerance, and for the LSD unit itself judge it by internal condition and breakaway torque setting ( make yourself a fixture to test this with a torque wrench ). Nine times out of ten it will need a re-pack of the clutches and shims, and the normal ex-factory 'street' breakway setting is quite low anyway.

Same base engine, different configuration, different car: http://forums.hybridz.org/showthread.php?t=76847 AUTO SELECT of Osaka, and yes - around 1985/86. This thread had a few details of specs: http://forums.hybridz.org/showthread.php?t=95486

You are welcome. The Yahoo auction is for a single seat. Presumably you want a pair ( yes? ) in which case your 'contact' in Japan can order them from SPIRIT GARAGE for you ( no? ). Surely this 'contact' - if they are based in Japan - can also purchase Yahoo Japan auction items on your behalf? But I would have thought that they would ask for some kind of profit margin - just like Rinkya and all the other auction middlemen do ( which is totally understandable ). I think Rinkya do a great job, by the way. Forget about buying 'direct' from Yahoo Japan auction sellers. Unless you are based in Japan, with a Japanese bank account, Japanese mailing address and fluent spoken and written Japanese, then it just isn't going to work. Hell, I even have trouble persuading some USA-based eBay sellers that they can trust me as a buyer........

More BRM V16 sound clips on Adam Yeadon's home page: http://www.adamyeadon.co.uk/brm/index.php

B.R.M. ( British Racing Motors ) V16. Debuted in 1949. Looks like the pictured installation is the Mk.2 version in the P50 Formula One car ( 1952? ) belonging to Nick Mason, and I recognise the sound clip too. 1496cc Approx 600BHP @ 12,000 rpm Unmistakeable.

We have to be careful not to mix up the correct terminology with colloquialisms. The earliest factory-supplied S30-series Z overfenders were actually made, homologated and sold as a Sports/Race option for the 432-R. These were a subtly different shape to those that were seen on the factory 240ZG model in late 1971, and those seen on the very first Group 4 bodykitted factory race cars. But all three of those types could - and have been - described as 'Works' parts..... In my experience, the super-wide 'Type A' and 'Type B' aero kit overfenders as fitted to the Works Group 4 & Group 5 race cars around 1972~1973 are what are most commonly referred to as the full "Works"-spec overfenders. However, it sounds like you want something that looks like the ZG overfenders, but is a little wider. Muroran Shokai up in Hokkaido still make these. Here's the interior of my car: ...and here's one of the seats on its own: They are known as the 'Datsun Bucket' seat in Japan, and they were originally offered as a Sports Option for the S30-series Z using the part number 87000-U0175 ( but were Sports Option parts for many other Nissan models too ). Good condition originals are expensive and collectable, but both Kameari Engine Works and City Autos in Japan make very nice replicas - and your Japanese contact should be able to get hold of these quite easily if you ask for the right thing. Why not import a car from Japan? Ones needing work ( which you are ready to do ) can still be picked up fairly reasonably - you might be surprised at what you can find if you have some good contacts. If you really want an RHD car I can assure you that one that left the factory that way is always going to be better than any conversion you could perform on an LHD car. Alan T.

I've seen you write this quite often now. I think you actually mean 'Works' - which usually refers to Factory or manufacturer-run race teams, and the parts that they used. To be even more 'correct', you might be better describing such parts as 'Works-style' or 'Works replica', unless you are 100% sure that the parts you have are genuine 'Works' sourced parts rather than Nissan 'Sports Option' or 'Race Option' items. No such thing as "240ZG seats". Seats in the genuine factory-built 'HS30-H' model Fairlady 240ZG were the same as in any other S30-series Z model made in the same period. I think you probably mean the 'U0175' part-numbered 'Datsun Bucket' seat - which was offered as a Sports and Race Option for a number of Nissan models from 1968 right up to the early 1980s. With a G-Nose? How will the front one fit? I feel sure that you probably don't appreciate quite how big of a task this is without a donor RHD car of the same approximate build date. You could fudge it without the donor - but what would the end result be? We carry out a lot of LHD to RHD S30-series Z conversions here in the UK, and the general concensus is that a donor car is a must-have. In fact, you'd be better off sourcing a good RHD car as the base car in the first place. Alan T.

Who said anyone was going to do anything like that??? Am I missing something here? That's a 35-year old dry-sumped race engine with O-ringed cylinder liners. You'd have to be crazy to attempt to "turn it over" without a full strip down, refurbishment and rebuild - and the owner did just that. Here's what one of my S20s looked like when I found it. I can assure you that it is starting to look a lot better now............

That particular engine has now been refurbished and is in use again. Personally speaking, I'd rather find an engine as special as that particular one in a long-unused and dusty state as opposed to having had 35-odd years of use and abuse and race mileage. Think of it like a fine wine that was laid down in a dusty cellar for future drinking. In many ways it is a reassurance that it is in original and unmessed-with condition. Added 'provenance' if you like. And I like a little patina anyway........

Yasin, The Works S20 engines started out with a Lucas flat slide system when they went to fuel injection from carbs. There were a couple of semi-Works KPGC10s that were sponsored by Mikuni Kogyo, and these used a 'Solex'-branded FI system for a few races. The PGC10 and KPGC10 usually raced in the 'TS' class - many years before 'Group A' was created. Here are a couple of pics of the Lucas FI system on a genuine Works S20 engine ( pre restoration shots ): And here's a rare shot of the injected S20 in a Works Fairlady Z432-R race car at the 1970 Suzuka 1000km race: Alan T.

You're going to have to wait around six weeks or so for any more detailed updates on that. Let's just say that the container ship takes around 28 days to go from Yokohama to Southampton........ Well - much like the Works PZR bodyshells and the early 240Z rally bodyshells - they were built up from dedicated panel pressings ( thicker or thinner than stock, depending on what section of the car they were used on ) and were quite different from 'stock' items. Similar kinds of tricks / dodges / rule-bending as you would find in most 'production-based' race classes around that period.

Well, the short answer to that is none....... Even the one car that Nissan themselves still own ( painted up in the blue & white 'no.15' livery ) is not really what it purports to be. That's some Works parts hung on a standard road car 'shell a long time ago. The Works bodyshells were quite 'special' ( if you know what I mean ) and it was in Nissan's interest that they didn't stick around too long after their Factory race careers were over. Many of the parts from the cars made it into the hands of privateers, and some of these are still floating around. I'm told by some people who know about these things that the surviving old race cars are mostly privateer or semi-Works cars, and that none of the true full-blown Works-spec bodies still exist. Probably the closest thing to a late-spec Works KPGC10 race car is the recently restored ex-'Scuderia Nissan' car ( 'Scuderia Nissan' were nothing to do with Nissan by the way ). That car has quite a few ex-Works parts on it. Drop me a PM with your direct e-mail address and tell me what you need. I'll be back there in early July on business, and will do my best to help if I can. Cheers, Alan T.

Hi Brian, The 'R-Factory' car is very well known amongst the early GT-R enthusiasts in Japan, and has had a lot of coverage and media exposure. Nissan even 'borrow' it fairly often for displays and events - but it is never claimed to be a genuine 'Works' car, because it isn't............ I've had a good look around the car several times now. First time was several years ago at the 'R-Factory' shop ( I was buying parts from them ) and second I think was in one of the events that Nissan organises every now and then - touring their 'Galleria' showrooms around the regions of Japan. I happened to see it in their old Sapporo 'Galleria' ( the one in the old Sapporo Beer factory ) just after New Year in 2002. It was wearing different wheels then ( see attached pic. ). The car has also appeared in another '2&4'-produced 'Best Motoring' video / DVD: the vol. 54 titled 'Racing Skyline' ( along with the DR30 'Deppa' Super Silhouette car and the Taisan / STP Group A R32 GT-R ) where it was again driven by Motoharu Kurosawa. It was also running at the 2005 NISMO Festival back in December, just a couple of garages away up the pit road from where I was with my friends from NP35. We were down at the far end of the pits running a newly-restored KPGC10 belonging to Dr Shimizu ( watch this space for more on this car ) and Shigeru Terashima's green/white/black Works 240ZR replica ( being driven by Kenji Tohira ). We had a great time on Saturday and up to lunchtime on Sunday, after which it began to snow!........ Here's a pic of the'R-Factory' car on display in Sapporo: Alan T.

No, that's nothing like one of the original Factory race cars. That particular car was built up from a standard road car by GT-R specialists 'R-Factory', and has many modern parts on it ( transmission, suspension & brakes for example ) and is also running a JUN 2.2 kit. Amen to that. The voiceover has been giving us months of laughter in our house. Every couple of days my gf shouts "Har ka soooo ka!" at me when I'm least expecting it. Alan T.

Russ, Kameari Engine Works ( the makers of the 'Twin Idler Cam Chain Tensioner' ) don't claim that the engine would ever spin to 13,000rpm. They merely mention that they have spun their tensioner kit to 13,000rpm on a testing rig during development. Some cynics said that the design would never stand high rpm use - so Kameari tested how fast it would spin with simulated loads. We have discussed this kit more than once before on Hybrid-Z, so the SEARCH function will throw up a lot of the questions ( and some answers ) about it. Matt Bannister and Charles Barter have them fitted to the engines that they are using in the HSCC 70's Roadsports race series here in the UK. Matt has won two out of the three races so far. You should ask him about his 'before' and 'after' impressions, Russ. Alan T.

Maybe that was a later system for ( essentially ) road cars, as opposed to serious race cars? The later R200 long case diff carrier castings had a boss that could be drilled for a cooler return. First of all' date=' remember that this was was a [i']long[/i] time before the formation of 'NISMO'. It was Nissan's 'Works' competition department that built and developed the Works circuit race and rally cars, and 'Nissan Sport Service' that developed and sold the parts in the 'Sports Option' race parts lists. Here is a scan from one of the Sports Option catalogues, showing the diff cooler kit that they sold over the counter in Japan. You will see that it simply consisted of a pump ( which was designed to be fitted inside one of the tool bins on the inside of the car ), a small oil cooler, a relay and a switch. Extra oil capacity contained in the pump lines and oil cooler was deemed to be sufficient to make an oil tank / reservoir redundant: However, the true Works race and rally cars often used a more complex system that included a heat-exchanger. This heat exchanger was housed on the inside of the body at the rear - right around the fuel filler area, and consisted of a pair of fuel pumps, a small fuel tank also acting as a swirl pot, and the heat exchanger. The diff oil pump - housed in the tool bin - pumped hot diff oil up to the heat exchanger, where it was cooled by the fuel passing through on its way from the tank to the swirl pot and carbs or injection system. Apparently it was a pretty effective solution. In fact, on a couple of rallies in the early 70s the Works mechanics disabled the diff coolers, as it was decided that the weather was cold enough for them not to be needed. The diffs on three out of four team cars promptly failed due to overheating ( the Loctite holding the crownwheel bolts melted ). I'm afraid I don't have any hard data for the heat exchanger systems, but I do have a brand new and unused cooler pump on the shelf in one of my garages. I will see if I can get any capacity / flow rate information from it. The rear covers on the Works cars had extra oil baffles inside, and the pickup for the pump was a long tube that went down through the rear cover from the top at an angle. I have a Works schematic drawing of this somewhere. I'll see if I can find it. Alan T.