Genuine PS30-SB 'Fairlady Z432-R' refresh story in Gallery

[HS30-H]

To my eye, this car has several series one attributes- I'm looking at the firewall and the gearbox mount- what did the z432r-specific metal stampings look like on the series 2 cars? Were they similar or updated to series 2 specification?

The story is that all of the super lightweight 432-R bodyshells were made in a single batch, and then put aside to be given a chassis number and put through final assembly as-and-when they were ordered. The sequencing of their chassis numbers certainly seems to support this.

Most of the PZRs sold to the general public would - I think - have been made during 1969 and 1970, and the majority well before the end of 1970. The "Series 1 " and "Series 2" thing is a retrospective moniker that applies more to the north American market cars and I'm more than wary of applying it to the Japanese market cars ( where small incremental changes seem to have been made in between bigger updates ). Suffice to say that we should probably expect the vast majority of PZRs to have '69 & '70 production dates.

I'm not aware of any 432-R chassis numbers over PS30-00300 ( remembering that they shared their 'PS30' prefix with the 'ordinary' 432 ), and according to Nissan less than 30 true PZRs were made anyway. Officially, less than 20 PZRs were sold to the general public for private road use and the rest were race cars. So even if the "Series 2" soubriquet could be applied to the PZR it would probably be moot as it was all done and dusted by the end of 1970. Officially, anyway. I should by now have learned never to say never with respect to the 432-R.

I think I probably ought to bring up the race homologation aspect to all this, as it kind of explains some of the numbers and the PZR's relationship with the PZ. Watch this space.....

[xs10shl]

Nice info, Alan. Since all the tubs were built in at once (which makes a lot of sense to do), and 20 or so were sold, I wonder if perhaps some unused tubs are out there hidden away somewhere? Wishful thinking!

With respect to the series 1 and 2 denomination, I suppose it's an old habit. To the best of my knowledge, sometime in 1971 Nissan updated the unibody in several key places, and I've always called them "series 1" and "series 2", perhaps liberally so. It appears that in this case, the PZs all have the earlier bodies anyways, given their early build date.

[geezer]

The story is that all of the super lightweight 432-R bodyshells were made in a single batch, and then put aside to be given a chassis number and put through final assembly as-and-when they were ordered. The sequencing of their chassis numbers certainly seems to support this...

This makes perfect sense and fits in with what I have been able to find from Nissan's manufacturing process at that time. In the Nissan generic flow chart below you can see the manual line depicted. This is where "hand built" operations would have been carried out, at their own pace, independent of the production run. Not shown in this simple chart would be a rather large staging area supporting the special build. Purpose built components could be injected as needed, at any point in the manufacturing process. There is a clue on this flow chart that could identify its location. The manual line is labeled with a physical floor location which is typically found in any metal shop, normally found on the pillars.

Sorry for the side track, and I did post this once before but I thought some may find it interesting.

[26th-Z]

Alan,

Following this thread straight into the parts catalog and I notice with delight some various differentiations. A couple of things; there are a few notes "up to 72 model year" associated with PZR applications and some of the PZR parts also apply to the ZL and ZS models. ?

[HS30-H]

Nice info, Alan. Since all the tubs were built in at once (which makes a lot of sense to do), and 20 or so were sold, I wonder if perhaps some unused tubs are out there hidden away somewhere? Wishful thinking!

I wish!

There's a caveat to that "all built in one batch" statement as it may be the case that a few more were built a little later. I'm thinking of slightly later circuit race cars, and some of the Works rally 240Zs here. The majority of the Works rally 240Zs built in 1970 and 1971 ( before the rule changes for the 1972 season led to Nissan reverting to the 'full fat' bodyshells ) were essentially 432-R bodies with L24 engines. They carried series-production HS30 and HLS30 chassis numbers and they didn't count as actual PZRs, but the 'shells were hybrid versions of the lightweight PZR spec.

It appears that in this case, the PZs all have the earlier bodies anyways, given their early build date.

I think I might be causing some confusion with some of the factory shorthand terms I've been using, so I'll just clarify:

'PZ' = PS30 Fairlady Z432

'PZR' = PS30-SB Fairlady Z432-R

The 'ordinary' PZ body was in most areas similar or the same as the L-series variants made alongside it during the same period ( apart from all those S20-engine and ancillary specific brackets, tabs, captive nuts and screw holes ), but the super-lightweight PZR body was radically different in its very fabric. It wasn't just about the special parts that were ( and were not ) hung on that body tub, but about 'Part Number One' - the body tub itself - being special. I really want to get that point across.

Cheers,

Alan T.

[HS30-H]

This makes perfect sense and fits in with what I have been able to find from Nissan's manufacturing process at that time. In the Nissan generic flow chart below you can see the manual line depicted. This is where "hand built" operations would have been carried out, at their own pace, independent of the production run.

I like the "hand built" operation point, as in many respects I keep thinking of these private roadgoing PZRs as something like a bespoke Savile Row suit. And like a bespoke handmade suit, it's quite often the case that what you can't see is the very thing that makes it so special...

Following this thread straight into the parts catalog and I notice with delight some various differentiations. A couple of things; there are a few notes "up to 72 model year" associated with PZR applications and some of the PZR parts also apply to the ZL and ZS models. ?

Hi Chris,

Yes, I know what you mean. I've spent many many hours with my head buried in the factory parts lists, trying to make sense of the PZR-specific items and how they were applied so that I could - hopefully - use some of that info for my own replica project.

There are quite a few PZR-specific parts that were not in the parts lists, and there are also what appear to be a few mistakes. However, as the PZR was a stripped-out and 'spartan' driver's car, quite a few of the parts used on them were the no-frills 'Z-Std' / 'ZS' / 'S30-S' Fairlady Z stock parts ( as opposed to the deluxe spec 'Z-dx' / 'Z-L' / 'S30' Fairlady Z-L ). I'm thinking of items like the 4.5j steel wheels, the rubber floor mats and the clock aperture blanking plate for example.

Which are the parts that fit the PZR, ZS and ZL, but not the 'ordinary' PZ? Generally speaking, it seems logical that some of the ZS-specific parts were used on the PZRs, and that many parts would be used on the PZ as well as the ZS and ( particularly ) the Z-L, and that many parts would be PZR-specific ( brake pedal and BMC, for example ), but parts shared between the ZS, Z-L and PZR but not the PZ I can't think of? What have you spotted?

I'm not sure what the "up to 72 model year" ( that would have been the October / November 1971 changeover period ) meant in relation to the PZR either, and wonder if Nissan were just covering the retro-fit replacement parts situation?

Always something new to learn about these cars.

Cheers,

Alan T.

[HS30-H]

I just wanted to add a few words about the Race Homologation of the Fairlady Z432 and the Fairlady Z432-R:

Homologation is the process which enables an auto manufacturer to legalise its product for use in certain classes of national and international competition. Manufacturers sometimes make a short production run of cars specifically to meet the requirements of a racing class, and such cars are often nicknamed 'Homologation Specials'. Both the Fairlady Z432 and the Fairlady Z432-R were examples of this.

Nissan had not intended to race the 432 or 432-R outside Japan ( although it did happen, and perhaps more on that later.... ) so it homologated them with the Japan Automobile Federation. The 432 was initially homologated in JAF's 'GT' class ( with a minimum requirement that 250 identical cars be manufactured within a certain period, and 500 or more in total ) and the 432-R was homologated as an 'evolution' of the 432 in JAF's 'Prototype' class ( with a minimum requirement of 25 identical cars manufactured ). Nissan homologated the L24-engined Datsun 240Z and the L20A-engined Fairlady Z/Z-L with the world motorsport sanctioning body, the FIA ( Federation Internationale de l'Automobile ) with an eye on competition use outside Japan as well as within, but with higher production numbers required.

Here's where the inspiration for much of the 432 and 432-R comes in: In 1966, Porsche had introduced their 911S model - a hotted up variant of the 911 aimed at the sporting road user, but also intended to homologate parts and specs that would be a sound basis around which to build competition cars to take part in the FIA's GT classes of racing and rallying. In 1967 Porsche went further, and built a short production run of a super-lightweight evolution of the 911S, and they called it the 911R. Just 24 911Rs were built, allowing Porsche and its customers to enter the car in the Prototype racing class. That letter 'R' stood for 'Rennen' ( Racing ) and the 911R was built for just that: It had front wings ( fenders ), engine cover, front lid, bumpers and dash made from lightweight FRP, whilst its doors were made from alloy. All windows except the 'screen were plexiglass, and that front 'screen was made from thinner glass than the 911S. The rear arches were slightly flared to accommodate 7j wheels, whilst 6j were used at the front. The interior was spartanised with the deletion of items such as the passenger sun visor, clock, rear seat squabs, heater, ashtray and lighter, with two lightweight bucket seats added, a ventilated version for the driver and a more basic plastic item for the passenger. A larger fuel tank was also fitted.

The engine and the drivetrain of the 911R were improved over that of the stock 911S, with a magnesium crankcase, forged crank, titanium conrods and twin plug heads with triple 46 IDA Weber carbs. With a 10.3:1 compression ratio this engine was quoted as giving 210bhp at 8000rpm. With the R weighing just 830kg ( the four factory prototypes weighed even less ) they were pretty fast for the period.

It seems to me that the Porsche 911R set the standard which Nissan used as some inspiration for the specs - and even the name - of their super-lightweight Z. If the Fairlady Z432 was Nissan's 911S, then the Fairlady Z432-R could be seen as their 911R.

Here's a scan of the front page of the JAF homologation papers for the Fairlady Z432:

Alan T.

[26th-Z]

Alan,

I thought my question referenced the brake pedal page; fig. 235-A in section C-7, but I must have been looking at something else. My Fairlady parts catalog is publication C-236 (up through 1972). I also see some references to PZR parts mentioned up to 6-71, for instance the brake pedal clevis pin 46123-E08700. Yes, I know how confusing the parts catalogs can be. But a great reference for the peculiar components.

[Marty Rogan]

Hi Marty,

If you saw a Fairlady Z432-R in a Nissan showroom in 1970, you'd be able to recognise it from the following:

First of all you'd probably see a 918 Orange paint job, as all the 432Rs sold to the general public were apparently in the one no-option colour. Next you'd notice the anti-glare satin black FRP bonnet / hood, and the smooth all-chrome bumpers with no rubber trims and no trim holes. You should see plain steel wheels with no hubcaps ( the magnesium Kobe Seiko wheels standard on the 432 were an extra-cost option on the 432-R ) and a plain clear glass, untinted, windscreen / windshield. You should also see a satin black FRP rear spoiler - the ribbed type ( for extra sensitivity... ) - sitting on the tailgate. No badging other than 'Fairlady Z' and '432' ( and perhaps an oblong 'Nissan' emblem on the rear spoiler ), and there was no 'R' type badging or emblems. A side stripe kit might have been fitted.

Look a little closer and you'd see that the door window, quarter and tailgate glass was actually lightweight acrylic with a 'Nissan' heatstamped logo in the corners. Some - but perhaps not all - 432Rs had an FRP tailgate, with no gas strut ( just a steel rod prop ). Look around underneath and you'd see a full-length FRP undercover for the engine bay at the front ( the front valance subtly shaped, and with captive nuts, to accommodate it ), and the 100 litre fuel tank in the rear ( to homologate the 100 litre tank for JAF-sanctioned GT class endurance racing ). The front grille should be subtly different to the standard Fairlady Z / Z-L / 432 item, with a finer mesh.

Peering inside, you would see the spare wheel perched on the rear deck area ( the spare wheel well having been deleted to make way for that 100 litre fuel tank ) and a pair of hopsack weave fabric-covered FRP bucket seats ( manufactured by office furniture maker Ikeda Bussan ), and probably only the driver's seat would have a bolt-on headrest with a black vinyl cover. You should also see a Takata four-point safety harness on each seat. Had the new owner specified it - and paid the extra cost - a leather-covered 'Mach' three spoke steering wheel might be present, but if not then the standard Izumi pressure-moulded wood composite wheel. The plain black moulded urethane / rubber mats on the floor would sit on plain painted metal with no sound-deadening material on it. The diamond quilted vinyl interior covering - as seen on other S30-series models of the same period - would have no sound-deadening / insulating material under it either, although the trans tunnel cover would be plain unquilted vinyl. A thin urethane / rubber mat would sit on the rear cargo area. The firewall should have no sound-deadening mat on it either.

The dash would look a bit bare, as stock 432-Rs had a blanking plate in place of the clock. Standard 432-Rs would often have no glovebox lid and no heater / fan - although some buyers paid extra for them to be fitted. Proper 432-Rs would have no radio and no antenna. You'd see just one sunvisor ( for the driver ) and no day/night feature for the rear-view mirror, and no centre console. There would be no ignition key barrel on the steering column, as it was re-located to a bracket just in front of the gearstick ( to make it easier to reach when strapped in by the four-point safety harness ). Door panels should have simple woven nylon pull straps instead of arm rest / door pulls.

Looking in the engine bay, you should see no air box on the Mikuni 40PHH carbs ( just steel trumpets ) and no air filter box on the radiator support panel. You'd see an oil cooler standing in front of the ( aluminium ) radiator. You should see no brake booster either, as it was deleted to save weight and give better pedal feel through a brake pedal with a different pivot ratio to other models.

You would not be able to see those lightweight body pressings ( made from one gauge thinner steel than stock ) but they'd be there.

Apart from all that, it would be the same as the PS30 Fairlady Z432 standing next to it in the showroom...

That's the theory anyway. In practice it seems that there was some subtle variation in specs, and that buyers either specced the cars with a few extras ( heater / demister, glovebox, mag wheels ) or added them soon after buying. Many cars will have been modified down the years ( one 432-R even ended up with a G-nose... ) but the trend these days is to bring them back to a period-correct spec.

I'm sure to have forgotten something, but that's all I can think of off the top of my head. I find the cars fascinating, and I'm always learning new things about them.

Cheers,

Alan T.

Alan,

Thanks for the very detailed response. It is really fun to see the thinking and details that went into these cars. I would love to see one in person some day. However that would be highly unlikely.

It seems a little odd that they would not put any type of air filter over the carbs. Weren't they concerned about sucking dirt into the engine?

Marty

[geezer]

...as in many respects I keep thinking of these private roadgoing PZRs as something like a bespoke Savile Row suit. And like a bespoke handmade suit, it's quite often the case that what you can't see is the very thing that makes it so special...

A very fitting analogy. (no pun intended)

Thoughts about thinner sheet metal stampings and "roadgoing PZRs"?

A question came to me from looking through the parts catalog. It seems, several choices could be made either at the point of sale when the purchase/build order was filled in or sometime after the fact. Were there choices that could be made for the PZR model, including interchangeability of doors and rear fenders at the time of purchase? Nissan had to produce a minimum number of PZR model cars to qualify to go racing under the homologation regulations but did that prevent them from giving a "roadgoing PZR" customer a choice, when it came to the thickness of the sheet metal panels, etc? I would have liked to have been a fly on the wall at the time or ask an original "roadgoing PZR" owner about their purchase experience. I could envision a salesman steering a customer away from the thinner skinned panels for practicality but I think more than likely, to meet the homologation rules, the cars were likely sold with the lightweight parts installed and the heavier pieces were just listed in the catalog as being interchangeable for future fitment information and sales availability.

Edited January 22, 2013 by geezer
spelling

[xs10shl]

Alan, great analogy on the 911S vs R. Also, the Homologation write up is much appreciated, and helps put some context to the overall picture. Can you additionally clarify the point when Nissan deployed the Lucas FI for the s20, and how that affected performance of the s20 engine? I've seen period pictures of installations in a C10, but not in a PZR. Not much is written or known about it, but some loosely researched articles suggest that properly tuned FI engines could add upwards of 50 BHP (perhaps aided by different internals? Hotter cam? ).

On the topic of Homologation, would FI be homologated for a C10 or PZR, or is that considered more in the "factory prototype" category?

As an aside, I spent only 10 precious minutes driving a 911R a few years ago, and I can confirm that it feels, sounds, and goes like no ordinary 911. I may never get the chance again (sigh!).

[kats]

Hi Alan,

Great thread and the photo gallery gives great insight into how its built. I have never seen a Z432 in real life.

Like kats mentioned in his post, it doesnt have a brake power booster. Is that normal for all the Z432's or an extra weight saving? You would need a heavy foot for braking, thats for sure.

Love that engine:D

Hi EuroDat,

I found a good note why the 432R dose not have a booster.

From the 432R race manual,

see attached picture in the middle of the page,

6-2 it says

"The reason why PS30-SB dose not have a master vac is to achieve weight reduction and stability of brake feeling.

When the car racing,vacumm pressure increase and decrease abruptly "

kats

Edited January 23, 2013 by kats