HS30-H

No such thing as "too much" pedantry. It's infinite. Quite rightly too.... OK, I see what you mean now. But I originally read it as you implying that the S20 and OSG TC24-B1 heads are symmetrical in inlet and exhaust, and I just want people to understand that this is not the case. Don't want to damn this 'Goerz Paeco' thing with faint praise, but it won't be legal for use in most of the race applications that would most like to use it ( unlike the factory 'Safari' E4621 FIA 'head and 'LY' crossflow 'head ) and is therefore something of a white elephant as far as race use is concerned. Just like the OSG TC24-B1 in fact..... I'll cheer it on from the bleachers, nonetheless.

Tony, S20 head is not symmetrical. The inlet and exhaust ports are a similar shape and with a similar manifold bolt pattern, but the inlet side has multiple water passages for the inlet manifold to mate up with. Similar situation with the OSG TC24-B1 too: It has the external coolant log running along the top of the exhaust manifold, and that mates up with the coolant passages in the block. Switching of the exhaust and inlet sides on both heads would require a complete re-design of the coolant passages, with the knock-on effects needing to be dealt with too ( oilways, bolt holes etc etc ). Alan T. PS, pics of my 432R replica project's 'K3' S20 head for reference:

Can we nip this story in the bud please? They are most certainly NOT "copies off of the original molds".... Parts from Marugen Shokai are excellent quality, and at least as good as the OEM factory parts ( hence they fit properly ), but they are NOT made in the original Nissan ( Kotobuki ) molds. This is how urban myths start.

As the owner of two genuine, factory-built HS30-H model Fairlady 240ZGs, I have to say that the very best parts were made by the factory...... Apart from that, I think the very best quality in terms of replica ZG-specific parts are made by Marugen Shokai in Hokkaido, Japan. We've discussed them on this forum in the past.

Doesn't matter how fast you are ( or how fast you think you are.... ) if you can't spell 'Porsche' you're still a loser.

Maybe it does, but 'HLS30-00013' is not the first street production Z...". The lightest of all Z cars were the 'PS30-SB' Fairlady Z432-Rs. Much of the monocoque structure ( including the rear quarters and the roof ) and many of the body panels hung on it were made from a thinner gauge of sheet steel than the other model S30-series bodies. No contest. One thing the OP might like to bear in mind is that even if the body on this early production car is rotten, many of the early production parts attached to it can fetch good money. It may well be worth more as a parts car than a bodily sound and complete later car....

And your source for this information about cam harmonics in the TC24-B1 is? First I've heard of it. I've got two old Nissan engines that are 24 valve, twin cam straight sixes. The cams are driven off the crank by a single duplex chain, and with just one ( manually adjusted ) jockey-wheel tensioner. It's a design that has been around a long time, won a lot of races in period, and has a reputation for being pretty much bullet proof. You reckon they are garbage, I take it? I think the "waste of aluminum and money" trumps the BMW M50 ( coughVANOScough ) in an S30-series body for me. Although I can think of other, perhaps more appropriate and interesting, donks to stick in there. I wouldn't kick a freebie TC24-B1 or B1Z out of bed though... "Zeta"? You've lost me there ( ??? ).

Don't look at me if you want numbers. I don't think anyone else - except perhaps OSG themselves - is going to be able to give you the kind of stats you seem to be asking for. Exactly how would you compare the chain-driven TC24-B1 with the gear-driven TC24-B1Z, except in terms of cam timing stability, longevity and - abstracts these - visual wow factor and audible 'me gusta'...? Can you tell me what bjhines is saying? I read his posts, but don't seem to be able to find a tangible point ( except perhaps something along the lines of 'it's garbage' ). I've got a hunch that the gear-driven version of the TC24 controls the relationship between the crank and the camshafts a lot better than the chain-driven version, but I can't give you any numbers. However, looking at the amount of high performance / race engines ( many of which are clean-sheet, from scratch, designs ) which used multiple gear drives in the past, I'm betting that their limitations are far outweighed by their advantages. But like I said before, all this blue sky theory is moot. The TC24-B1Z is a niche market product, and a compromise by its very nature. If anyone wants to judge it on pure engineering theory then they are very probably missing the point...

What engine are you talking about now? Both the Peugeot V8 and Ford DFV are V engines, and you appear to be counting only one bank. ..."...4x as accurate as a chain..."? In what context are you talking about accuracy? Cam timing? Chains whip, and can have unwanted harmonic side effects, as can belts. What tensioning systems are you describing for your superior belt drives? What "data" would you like to see exactly? It seems to me that we are both dealing in theoretical generalities here. You're effectively saying that the OSG gear drive setup is garbage, I'm saying that it's probably not. Presumably - according to your definitions - you would consider the chain driven version of the TC24 B1 to be 'superior' to the gear driven version? You think they should have made a belt driven version - yes? I look forward to seeing the 'BJHines Engineering' aftermarket conversion kit which provides a belt driven alternative to all those flappy chains and "inaccurate" gear drives out there in the world of performance engines. The OSG TC24 is a compromise by its very nature; There's not much scope to work around the fact that it's based on what is essentially a mid-Sixties block design ( which made me laugh at your "antique" comment ). I think they've done very well to work around the limitations of that block ( especially around the water pump area ) and their stuff clearly works. It's all moot anyway. One of the big factors that you can't put a number on is the WOW factor, and it will help sell the product. Apart from any performance gains, it all looks rather cool, rather impressive, and - a big deal this one - straight cut gear drives just plain sound nice. Try pitching dialectic physics against "it sounds nice" and see who wins...

I don't know what you're counting as "interfaces" in the Peugeot V8 aero engine. If we take "interfaces" to mean gear-to-gear meshing, then the Peugeot V8 aero engine of 1915 certainly had no less than sixteen. Eighteen if you count what was going on at the other end ( with the propellor reduction gears ). And "workaround"? The OSG TC24 was/is designed around a production cylinder block which was originally designed to use a flappy chain to drive one camshaft. You could say that by definition any such conversion is a "workaround", but that's so obvious it's hardly worth pointing it out... I'm struggling to understand what you think is so *bad* about multiple straight-cut gear drives in auto engines? They've been extremely successful over the last ninety years or so. Here's one example that you might have heard of: It's called the Ford Cosworth DFV ( 'Double Four Valve' ). How many "interfaces" do you see here? http://www.historicengines.com/dfv/specs.html

I don't get the "dumping ground" comment. Nissan continued to make and sell the RS30 '260Z' model for the RHD export markets, and the RLS30 '260Z' models for LHD export markets other than north America. There was no "dumping" going on. The north American '280Z' model was arguably no better a car than the RS30s and RLS30s that were being made and sold at the same time, and it was certainly not prettier... ....apart from the 'HS130' Fairlady 280Z-L, 'HS130J' Fairlady 280Z-T, 'HGS130' Fairlady 280Z-L 2by2, 'HGS130J' Fairlady 280Z-T 2by2, 'KHS130JBC' Fairlady 280Z T-bar roof and 'KHGS130JBC' Fairlady 280Z T-bar roof 2by2, and all the other non-S130 series models with L28-based engines. There were no "regulations" against the L28, just taxation bracketing to fit into. The larger engined models fell into a higher ( more expensive ) taxation bracket, and that made the under 2 litre capacity more accessible. Nissan made cars to suit the Japanese market, with more choice of model variation, sub variants and factory options than any of its export markets.

And if 6 x straight-cut gear interfaces scare you a little, how about a few more: 'Charlatan' Peugeot V8 from ninety seven years ago....

You're reminding me of some of the silly comments passed when Kameari's 'Twin Idler' cam chain tensioner first started coming to the attention of the web-footed amongst us. Apparently the cam chain was going to "...twang like a geetar string...", and it would all turn to sh*t in short order. Perhaps ol' web-foot would have been more used to hearing banjos than "geetars"? In any case, I don't hear any "geetars" or banjos several years later. Perhaps it's too early to tell, huh? Here's another theory: Perhaps OSG ( like KEW ) know what they are doing.....

It's going to be much easier to source parts once you start forgetting about any export market specs, badging and terminology, and embrace the fact that you have a Japanese market S130-series Z... If the L20E engine currently fitted was there when it left the factory, then it's not a "280" anything. It'll be a 'Fairlady Z', 'Fairlady Z-T' or 'Fairlady Z-L', and seeing as it appears to be a '2/2' variant that means it will be either a GS130S 'Fairlady Z 2by2', a GS130J 'Fairlady Z-T 2by2' or a GS130 'Fairlady Z-L 2by2', depending on trim level and equipment. It should be fairly easy for you to pin down the sub variant if you look at the trim level, equipment and options. S130-series production began in 1978 and finished in 1983. If you quote the full chassis number here I can tell you what year it was manufactured in, but there are dating clues all over the car which would help you to pin it down further to within a couple of months or so. Don't allow yourself to be misled by red herrings such as modifications / retrofits from other models or other markets.

Original OSG TC21-B1 was chain driven. The TC21-B1Z is the new straight cut gear driven version.

'Shakotan Boogie'. Look it up.

Huh? Who on earth is this "purist" you're talking about? Can't be me, as I'm categorically nothing of the sort. I have absolutely no problem with what Craig is doing. Why on earth would I? I have FRP parts on four out of my five cars, and I've imported plenty of the stuff from Japan ( at great cost! ) so a good quality manufacturer closer to home is very welcome. The only problem with the complete monocoque / bodyshell idea, as far as I can see, is one of identity. You can't really use one for most of the historic motorsport events that the original cars would have been eligible for, and it probably would not be competitive in any class or category that it would be eligible for. In most of Europe you would have a hard time convincing the licensing authorities that it is a '240Z', and that throws up the question of legality in street use. You can get it registered, licensed and on the road, but there's still quite a few grey areas to contend with, and that puts potential customers off ( in my opinion ). There's a LOT of work in bolting parts up to a 'shell like this, and once you've done all the work what have you actually got? That's the kind of question that Craig will face from potential customers. As far as I am aware, Craig is building up his own road legal car using the FRP 'shell, and ( I think this is correct, if not please correct me Craig ) he is using essentially stock UK market 240Z running gear. The finished FRP 'shelled car will be an interesting comparison with a stock steel-bodied car. I'm looking forward to hearing about it. I've seen some of his products ( they look good to me ), and I hear that he is a trustworthy supplier. Can't say more than that. Certainly no "heart attack", or any other kind of "attack" from me. You might want to get my username right next time though...

The factory urethane 'bib' spoiler you are interested in ( the original Nissan part number was 98300-E8100 ) was fitted as standard equipment in the UK and mainland European markets only. It required the special lower valance and corner panels too, as they were factory fitted with captive nuts to match up with the spoiler. They were never fitted as standard equipment to Japanese market models, and the 'PS30' Fairlady Z432 and 'PS30-SB' Fairlady Z432-R didn't have front spoilers as standard equipment. If you're looking for a used original in good condition you're going to need to be lucky. The steel mounting brackets that were moulded into the urethane material of the spoiler tended to go rusty and swell up. Worst case scenario is that they split the urethane and made a bid for freedom. It's hard to repir them neatly, and anyway the urethane degrades with age and sunlight. I don't know who makes it, but there's a complete FRP panel that replicates the look of this urethane spoiler and the valance / corner pieces - so it's a one-piece bolt-on. When the spoiler part is painted satin black, and the valance and corners body colour, it's hard to see the difference until you are close up. Nissan UK's yellow showpiece 240Z - used for display and publicity here in the UK - has one of these FRP items. You might be able to find pics of it in a Google image search. EDIT: Here are some Google Images results for the Nissan UK 240Z: http://autophotosite.com/car/2010/10/1970_Nissan-240Z_1970-03 http://www.google.co.uk/imgres?q=nissan+uk+240z&start=376&um=1&hl=en&sa=N&rls=com.microsoft:en-GB:IE-SearchBox&rlz=1I7GGLL_en-GB&biw=1843&bih=958&tbm=isch&tbnid=Fh6VRTsJ5QxcXM:&imgrefurl=http://www.pistonheads.com/gassing/topic.asp%3Ft%3D748777&docid=SMYW1NTz6wxg7M&imgurl=http://www.pistonheads.com/pics/news/20672/datsunSmall-L.jpg&w=750&h=562&ei=lhEpT5rUBIeb-gbW5dSpBQ&zoom=1&chk=sbg&iact=rc&dur=0&sig=109562176890793220141&page=9&tbnh=141&tbnw=186&ndsp=49&ved=1t:429,r:17,s:376&tx=130&ty=57

The ( single, then twin, then single ) turbocharged OSG TC24-B1 was nothing to do with OSG directly. It was Auto Select's project. They simply bought the TC24-B1 parts from OSG, and built their own engines using it. OSG didn't make or build a turbocharged TC24-B1.

Which means, what? If you've got someting to say, then write it. Emoticons on their own mean next to nothing.

O/T, but..... I can assure you that Nissan's works Gr.A BNR32s cost a lot more than the Gibson cars. After all, Nissan and NISMO had designed, engineered, produced and homologated the BNR32 in the first place, and homologated most of the Gr.A parts. Gibson Motorsport didn't exactly start from scratch with the cars, did they? The Gibson cars were fast and beautifully prepared, but comparing them to NISMO's cars is missing the point. They were competing in very different arenas, and in very different types of Gr.A races. NISMO totally dominated the series they were racing in.

Blair, The correct ( early ) S30-specific fender mirrors have a noticeably longer 'stalk' than the 510 and C10 versions, and the stalk sits at a very slightly different angle on the base to the others too. When you see them all side-by-side it is easy to spot the difference. 96301 and 96302 with the E4100 suffix are the correct, earliest type, fender mirrors for the S30-series Z. You've got the right ones.

Only if you're smoking the same "crack" as ZT-R thinks some of us are. No such factory mirrors were used on the 'Euro' market S30-series models. On the contrary. I find the fender mirrors are a great place to rest my crack pipe whilst working on the car... However, it's most important that they are the correct Factory long-stalk, S30-specific type ( installed in the correct positions, of course ) and not anything else.

I've smoked so much "crack" that I'm seeing short-stalk 510 mirrors mounted on your car rather than the correct long-stalk S30-speciic type. Guess why the S30-specific type have longer stalks than the 510-specific ones.....

Lazeum, The American crew you are seeking is Brad Mottier and Bill Hoff. Sean Dezart of the Datsun-France forum already knows about this, so you should have the information by now anyway? Brad has entered his 240Z in the 2012 Monte Carlo Historique and will start from Glasgow. The car was built and prepared by GREENWOOD MOTORSPORTS here in the United Kingdom ( http://greenwoodmotorsport.co.uk/ ) and they will, as far as I am aware, be providing servicing and support for Brad along the way. I provided some parts for the car when it was being built so I know it well, and Brad has already competed in many events in the car. Brad is a great driver, and has a lot of experience in international events. The Japanese-crewed, Japanese-built car that took part in the 14th Monte Carlo Historique, given start number '23', and running on the appropriately-near Japanese 'carnet' license plate number of 'TKS 330 NO 4150' ( in tribute to the 3rd-overall finishing Works car from the 1972 event, start number '5', driven by Rauno Aaltonen, 'TKS 33 SA 4150' - which now lives in Nissan's 'DNA Garage' at Zama )was a replica. I don't know who told you the story that it was an original Works car that had been in storage, but it is nothing of the sort. Driver / owner Mr Toshimasa IKEUCHI is a friend of mine, has given me the full background story of the build ( it was actually based on a USA-sourced 'shell ) and I have ridden shotgun in the car in Japan. Here's a picture of IKEUCHI san's Japanese-built car on the 2009 event: