HS30-H

Hi Lee, I've always kept an eye on the early RHD chassis numbers, and I've noticed that a lot of discussion on them is misinformed or just plain wrong. I'm no self-professed expert on the early LHD cars, but I do know that the story of the LHD cars is not the full story of ALL the early S30-series Z cars.............. One of the big things to note ( as you correctly pointed out ) was that the different prefix types had their own set of numbers. Therefore, all the "HLS30" prefixes are a set of numbers on their own - and they do not cross over with any of the "S30", "HS30" or "PS30" chassis numbers. Most of the information that is on the web or in English-language books on the subject just does not really get to grips with this point, and consequently people think that, for example, chassis number "HLS30-00030" was the "thirtieth Z made".............. This is most definitely NOT the case. There were "S30" chassis numbers and "PS30" chassis numbers that would have been made either before that one or at least contemporaneously with it. Not only that, but even the factory themselves admitted that not all the cars made were correctly stamped in numerical sequence and that some numbers had been missed out ( ! ).This was particularly true with the RHD ( i.e. - non "HLS30" prefixed ) cars. You sometimes see cars for sale ( particularly LHD versions ) where the vendor states "Thirtieth 240Z made" or somesuch claim, when the chassis number is "HLS30-00030" ( apologies to the owner of this car - I'm just using it as an example! ). In fact, all that means is that it was the thirtieth "HLS30" to be given a proper number. It would be difficult to refute this claim given the weight of anecdotal and written "evidence" to support it over the years. However, Z experts in Japan ( many of whom have first-hand knowledge of the production line and its goings-on ) would tell you that things were somewhat disorganised in those early days, and what is written on the subject is not necessarily 100% correct! People like Carl Beck ( see his website ) have written a fair bit on this chassis number subject, and carried out a lot of research on the early "HLS30" numbers. I must say, with all due respect, that this is fairly biased ( naturally so I suppose ) in the notion that the S30-series Z was designed "for" the USA / North American market, and that somehow therefore the "first" Z cars were all "HLS30" prefixed. Carl himself would seem to believe that this was the case, and defend the belief to his dying day. He certainly poured scorn on my suggestion that this might not be the whole truth when I corresponded with him on the subject. There is absolutely no doubt that Nissan thought it could sell an awful lot of cars to the USA / North American market, but they certainly did not design the S30-series Z as a left-hand-drive car and treat the right-hand-drive version as some kind of later addition or modification ( quite the opposite, really ). If you read up on the history of the S30-series Z car, you quite often come across mistakes that either baldly state that the USA / North American market Z cars were the "first", or they fudge the issue by not mentioning the Japanese "Home" market cars at all. So, the first thing we have to get out of the way is that ( again for example ) chassis number "HLS30-00030" is not necessarily older than either "S30-00030" or "PS30-00030". There is good reason to believe that both these RHD Japanese "Home" market cars actually predate the USA / North American market car, but proving it is another matter. Actually, whenever I say anything like this I usually get pounced on by fervent early LHD owners who treat me like some kind of antichrist. Let's see what happens this time.......... ( tee hee ). The BIG question is still the ".....did they produce "HS30" prefix chassis numbers in 1969 or not......." question. The aforementioned "Bible" websites / books will tell you that the answer is "no". However, there is evidence to suggest that some of the earliest "HS30" chassis numbers were made in November / December 1969, and that these never made it outside Japan. We might find that this whole discussion gets spun into a question of what was sold to the general public as being "first", rather than what the factory actually made, which is not what I am saying. It seems that at least 30 to 50 "HS30" prefixed cars may indeed have been made in November / December 1969, but that they hung around in Japan for a few months before being sent anywhere. I have never heard the story about the approx. 385 cars that you mention, Gav. I did hear about a batch of cars that ended up in Australia when in fact they were originally intended for a different RHD market, but as far as I know they turned up in Australia in 1970 ( so its difficult to prove when they were actually made ). Here in the UK, the first two cars to arrive ( pre official importation for sale to the public ) were "HS30-00034" and "HS30-00035", which it was found did not actually comply with UK vehicle Type-Approval laws. Apparently, the fact that the earliest "HS30" spec. would not comply with local laws here in the UK caused the first "batch" of official imports to be redirected ( probably to Australia - so that might have been the ones you heard about ) and subsequent shipments had to have detail changes to allow them to comply with those UK laws. This caused a bit of a panic at the factory apparently, and new front lower quarters ( with no hole for the indicator / sidelamp ) were pressed up. You can imagine this causing some weeks of delay. I would not look at the engine numbers on L24 blocks as anything other than a rough guide; there were plenty of other Nissan models that shared the L24 block, especially in the "Home" market. They were not limited to just the L20 block out there, and there were lots of municipal and utility type vehicles that Nissan made with the L24 block. Of course it can be of use to cross-reference the numbers, but my Japanese friends tell me that a Z could end up receiving an earlier engine number than its sister car that was built after it on the production line ( more evidence of production-line chaos! ). There is certainly some cachet or snob-value in owning an early-numbered car. The earlier the better, generally. Notwithstanding the fact that they got better over the following months. The things that people say are a drawback are easily rectified, such as the diff. mounting / driveshaft angle issue. I would say that "HS30-00091" is certainly a rare survivor as an early RHD Export model, and as such represents a good candidate to restore / preserve. As long as the structure of the body is OK, I would not worry about the engine issue. A nice early L24 block could easily be found for it, and personally I would not worry too much about the "matching numbers" thing if it belonged to me ( as long as the chassis number on the body and the VIN tag matched! ). What I cannot understand is how people can sell / buy cars on the web. Sure,it must be a good way to get the word out or to find something that is a possible candidate - but who bids high without inspecting the real thing? Beats me. I'm putting my crash helmet on now for the expected barrage of complaint from the early-Z bible-bashers!............. Alan T.

Hi Rui, Amen to what Guus and Rolf said; there really is increasing difficulty in obtaining some of the parts that are needed to look after an early S30-series Z here in Europe. Rolf is quite right about those "new" 240Z's that NISSAN USA "restored" a few years back; it was a mixed blessing for all of us. They used up a fair few parts that were in limited supply already, and then did not replace them. A few previously "unobtainable" parts were re-manufactured or ordered from specialists who could make replicas, but on the whole it made a little blip in the parts market and now its harder than ever before to get what you need. Here in the UK there seem to be an awful lot of used mechanical parts still left over after the bodies they were attached to have been scrapped. These are useful for reconditioning or replacement of worn-out originals, or to use as a base for improvement / tuning. Generally, it is the body and trim pieces that are now difficult to get ( almost impossible to find some NOS European-spec. rear light units for example ). The thing that worries me most is the lack of replacement body panels ( whole rear quarters are now in very short supply, and just you try to find a whole rear light panel for an early car....... ). Just like Rolf pointed out, NISSAN is making a lot of talk about the Z "D.N.A" in promotion of the "350Z" in the USA ( its still being marketed as a "Fairlady" in Japan I notice.... ) but they still have not even got their own museum! They have a good collection of old cars in Yokohama - but they have been like a headless chicken for the last twenty years and completely lost sight of where they came from. Its ironic that they are now looking back at their past for inspiration in the future, without backing it up by continuing production of certain parts that would help in the longevity of their "heritage" models like the early Z car. The more fuss we make about this the better, but I fear that ultimately the parts we need will just gradually dry up. Here in Europe we Z-owners have the disadvantage of being relatively few in number. This makes it a very risky business for any specialist to make a limited run of replica parts that might be needed. Compared to something like an MGB ( which you can get umpteen replica or OEM parts for ) there are just not enough S30-series Z cars here in Europe to make it likely of breaking-even, let alone turning a small profit. Z owners seem to be very reticent about spending money on parts for their cars, and have a kind of "make-do-and-mend" mentality. That's OK for them ( although many of them have cars that do not work / perform correctly as a result ) but it makes it hard work to set up a business to sell parts for them. The USA / North America would seem to have a slight advantage over Europe, in that there are many S30-series cars left in useable / restorable condition. Trouble is, again many owners would rather make-do / mend the original parts, and then spend their money on a flashy set of wheels and an audio. Some specialists in Japan are making "replica" or remanufactured parts for these cars, but its usually cost-prohibitive to import these. There are also issues regarding copyright and licensing which they have to deal with. Many of my Japanese Z-owning friends have been "stashing" the rarer or more desirable parts that they know they will have trouble finding in the future....... However, we do have a few specialists here in the UK who are being pro-active in obtaining and re-making difficult to find parts. FOURWAYS ENGINEERING have been researching the replication of some important body parts ( they have made an excellent Radiator Support Panel replica, and are now working on a complete rear light panel ) as well as many other parts. TIM RILEY ENGINEERING has developed some great conversions / replicas, with the emphasis on competition use. Many Z owners here in the UK buy parts from MJP Eastern Auto ( a selection of parts from the USA as well as OEM ). The USA has an advantage on retail price as well as availability, but many people do not like to take the risk of ordering parts that they cannot inspect until its too late. Lots of person-to-person trading / swapping / selling goes on here in Europe, so the best idea is to start making friends with as many Z owners in Europe as you can! What kind of parts do you need Rui? Good luck, Alan.

Marty, I sent a Personal Message to you last week. So far, the Message Tracking says that you have not read it. Please check your PM inbox. Alan.

Hey OzLime, Did you know that the Z432 ( PS30 ) and Z432-R ( PS30-SB ) were fitted with Radiator Overflow Bottles from the factory? The S20 engines have need of this, as they tend to "sweat" a bit, and the overflow bottle contains this without making a mess. Its a long-shot, but you might like to enquire at your local Nissan dealer armed with the following part numbers: 21510-E4210 arse'Y TANK, reservoir 21430-E4200 arse'Y CAP, push 21515-E4200 arse'Y BRACKET, reservoir tank The radiator on the S20-engined cars was different to the L-series engined cars, but the overflow pipe still comes out the same way so it ought to work. What's the betting that your local Nissan parts guy says "what?!".... Good luck, Alan.

driftmunky, Bear with me while I look into photos and info. for you. I am actually supposed to be working, not looking at this site!......... One thing I would be concerned about is the fact that anything in Japan is usually not all that cheap. So many times people ask me to find things for them, only to chicken out when they hear the Japanese retail price ( let alone the cost of shipping and Import Duty ). If you really want to investigate stuff from Japan, you better have a strong constitution in this respect. One other thing; if I tell you what is available and where to get it, it does not stop there. Most of the suppliers would not even answer an English-language enquiry - let alone take an order from you. Have you thought about that? I myself have a slight advantage having lived there and speaking a fair bit of Japanese - but even then it can sometimes be difficult. Many of these companies have never received an "Export" order before........... I don't want to waste time and effort unless you are really serious. Regards, Alan T.

George, I think its a "Yank" thing. They live in their own little world you know!....... We have to be patient with them. Alan.

Why do people call these "Swastika" type wheels?! If they look like a Swastika, then they must be very heavily kerbed ( !!! ). Surely they are confusing the name with the earlier "Iron Cross" style ( as we call them over here in Blighty )? Or is it ME who needs new spectacles? OK - maybe its some kind of subliminal message ( but what did the factory call them?! ). I bet they only gave them a number......... Alan.

Sounds like you guys are throwing ideas around a little willy-nilly. The original picture that driftmunky posted shows a car with a Shinagawa ( Tokyo ) area number plate. Its also got a 34 series taxation class, so its a fair bet that its fairly highly modified engine-wise. You can see that the picture is taken at what seems to be a race track, so he's probably taking part in a "Track Day" or similar event for street cars. They make you tape up the lights to help avoid messing up the track after light contact, as somebody has already pointed out. The car is badged as a "Fairlady Z" on the side, and it probably started life as a 2-litre Z-L and got modified beyond that..................... It surprises me that somebody would think that the front spoiler was from MSA ( ! ) - as though in Japan they would need to order a spoiler from the USA. In actual fact, there are tens of companies in Japan still selling all manner of Fibreglass and now even Kevlar and Carbon Fibre body parts for the S30-series Z. I would guess that it might be from a company called ATOMIC, who make many of the FRP body parts sold in Japan. And I very much doubt that there is a BRE rear spoiler on the car. Probably either a stock one or another Japanese aftermarket part. Notice that the car is RHD but has side marker / reflector lamps at the rear - another unusual combination. My bet is that the owner added those himself. Those mirrors are aftermarket types, and the originals would have been on the front wings ( sorry - "Fenders" ) as per usual for Japanese-market S30's. They would leave big holes when removed, but nothing a body shop couldn't fix before it was painted. On my screen, the grille aperture looks very dark - so I can't really make out the grille, but it would be no surprise if it were a "mesh" type grille as ALL Japanese-market S30-series Z cars ( with the exception of the ZG, naturally ) were sold with the mesh grille. Those clear front indicator lenses are NOT a standard fitment on the Japanese-market cars. They always had amber, and I would think that this guy fitted them ( as many owners in Japan do ) just to make his car stand out a little from the crowd. Those headlamp covers do not look like the Factory "Option" type - unless he has blacked out the stainless surrounds - so its a fair bet that they came from the USA or are a Japanese-made item that is trying to look a little like the American aftermarket covers ( which is somewhat ironic ).Its hard to see clearly. Talking of irony, you can see many S30-series Z cars in Japan with the "slat" grille and other "Export" type parts added to them. Again, an attempt to make the car look a little different from the crowd. There are some "re-imported" HLS30 USA / North American market cars in Japan, and most of these were brought back to Japan because they represent good value as a clean car at a reasonable price compared to the Japanese market value for RHD cars. However, I must say that these cars always seem to keep a lower value than the RHD cars - and many of the Z purists in Japan shun them as slightly inferior, or a kind of compromise. I'm always trying to make my car look as Japanese-market correct as possible, which I guess is kind of the same thing in reverse to those Japanese owners wanting to make their car look more like an Export model ( except for the fact that it really IS a Japanese-market version ). That car just LOOKS fast even standing still. I bet there's something quite potent under the hood, and the suspension and brakes are probably up to scratch too. Speculating on wheel makes would probably go on forever; an unbelievable amount of aftermarket wheels are available in Japan ( and they always have been ). Judging by the obviously large diameter these would certainly be quite recent. There's a good chance that this guy would choose BBS, judging by the rest of the car. Alan.

Reading Japanese won't help much with reading VIN / Chassis Number tags on Japanese-market cars. What you need to bone up on is the factory build codes. This one says "CSP311" - so its the "first" SILVIA, a pretty-much hand-built 2-door coupe body on a Roadster frame. Nissan did not build very many of them, and just a few got outside Japan. They were really pretty cars. Albrecht Goertz always claimed more than his fair share of design-input on this model ( what's new? ) but I believe the first styling sketches and follow-through on the design were done by Nissan stylist Mr Kazuo Kimura. Goertz made some "suggestions" on it.................. What's the story on this one? Where is it? Do I get the Kewpie doll? Alan.

Mike, you need adjustable platforms with LONGER springs - not necessarily all that highly rated though. Your shock absorbers / dampers will not work unless they have the opportunity to do so ( i.e. via travel ) and therefore the springs don't want to be all that strong. I would not recommend going over a rate of 230lb for a Rally car, and judging by what the Historic Rally Z guys here in the UK use, I would advise you that the crux of the matter is the valving in the GAS dampers. You have to get the bump and rebound rates right to make them work properly and allow you to drive the car, rather than it being controlled by the spring rate. I only quoted BILSTEIN as they seem to be what they are using over here, and there must be other companies who can make the same kind of thing. I want to make sure that you understand that they are using completely new tubes, rods and valving; in fact they seem to cut off the original tubes on the legs altogether and fit a complete new tube with all the stuff inside it. This is NOT CHEAP! Don't think that this makes for a purely "Rally" set up that is not useable on tarmac. Quite the opposite is true, and with the adjustable platforms you can simply wind the ride height of the car up or down as you like it. I have driven a Historic Rally Z with this type of set-up on the road, and it felt absolutely different to what I am used to. It felt like it was being controlled by the dampers ( rather than the springs ) and was stiff without being harsh. I felt like I could be a real hero in this car! So, that's what you need if you are going to be serious; a proper gas set-up. I know a couple of specialists here in the UK who would make a set of legs up for you if you can't get them in Aus. I could get a quotation for you if you like. That might be interesting. Rolf ( Doehring ); the rear anti-roll bar was standard on all S30-S, PS30, PS30-SB and HS30 models right from 1969. Only the poor old S30 and of course the HLS30 didn't get them from the get-go. Seems they thought the "poverty" model S30 and the USA / North American market version owners would not be interested in going around corners!................. This means that Mike's car ( as an Australian market HS30 ) already had a rear anti-roll bar. Sounds like he upgraded to an RS30 rear bar for extra beef. Alan.

Marty, I'm going to send you a personal message about that Brake Booster decal situation. Please take a look at my message. Regards, Alan Thomas.

What's nuts is that MSA still list them when they are not available any more.............. Like so many genuine factory parts for these cars, when stocks run out that will be it - no more. The factory just isn't putting the contracts out with the sub-contractors to get small batches made any more, and only service or mechanical parts are still in production. Wait till you can't get these any more.......... That guy on e-bay is not quite so crazy as you think. We will see more and more of this kind of thing happening soon. You guys in the USA and North America would think of these particular lights as a cosmetic upgrade / change for your cars ( just something to make your car a little different from the crowd ) and the stock USA / North American market version rear lights are probably still available to you ( while stocks last.......... ). However, spare a thought for all those who used these lights as standard equipment ( not just "Euro" as you say over there - these lights were stock on the Japanese "Home" market versions too ). If I have someone rear-end my car, or I am doing a 100-point resto. job, then I just can't get 'em. Collectors and dealers in Japan have been buying them and stashing them for a rainy day, and I have been forced to buy a set "just in case" too. This ups the ante, and now anyone who wants a set ( or even just a lense on its own ) is going to have to join the queue or pay a premium price with people like the e-bay vendor. Personally I say good luck to him. If he gets the price then good for him. Even if he does not sell them, he has parts that are becoming more and more valuable to the right person. I find it much more annoying that companies like MSA and others still advertise them and then tell me that they are "out of stock"........... The way things are in Japan at the moment, that "out of stock" means "sold out and not being replaced"........... Alan.

Thanks for the vote CoastGuard, but I don't know enough about 'em to make THE definitive book. I only concentrate on what I like, and particularly the Japanese scene in the mid sixties to mid Seventies period ( especially Circuit racing and Rallying ). "DATSUN Z - Fairlady to 280Z" by Brian Long ( published by Veloce ) is probably the best English-language book out there on the S30 Z subject, but in my opinion the definitive book is still waiting to be written. There are a fair few publications in Japanese ( I collect them ) but these tend to skim over certain very interesting areas just to avoid rocking the boat. There are still a real lot of skeletons in Nissan's cupboards, and the Japanese journalists find it easier to keep them closed. This might sound a bit cryptic to you, but you have to bear in mind that there are lots professionally litigious people in the world who are also liars or at the very least gross exaggerators. In my mind its a crying shame that Nissan never really stood up for the team who actually designed the S30, and the Chief Designer in particular. In the months leading up to the inevitable hoo-ha about the "350Z" and with Nissan talking about its heritage, its ironic that Goertz is still getting the credit and namechecks for something that he had so little to do with................ ( so sue me, Albrecht! ). If I wrote a book about the Z I would just HAVE to confront the Goertz thing, and it would be difficult to be diplomatic about it. Very kind of you to thank me like that, but I can tend to run away with enthusiasm and get pretty persnickety ( 'specially at 2am ). Some people just tell me to "shut the hell up"!.............. hence the "Soapbox" / "Thoughts of Chairman Al" stuff. Hope you get a Z soon ( buy the best / most expensive one you can afford ). Don't think you will regret it ( even a left-hand-drive version!!........... ). All the best, Alan.

I could not sit back and wait on this one - I just have to throw a lifebelt out to the Coastguard.............. What is commonly referred to as the "G-Nose" was a set of additional body parts that were fitted by the factory to a Japanese-market version of the Fairlady 240Z. This was called the FAIRLADY 240ZG, and the factory model designation was "HS30-H". Basically, Nissan wanted to homologate ( make legal for use in racing ) these parts so that they could use them on their Group 4 racing cars. Under the rules of the F.I.A and J.A.F they had to build and sell a minimum of 500 cars with these parts on them. In homologating the parts, it allowed Nissan to use an even wilder version for racing, and this evolved through the gradually more extreme "Type A" and "Type B" versions as the factory race cars were further modified for Group 5 and 6 racing in Japan. As the basic "ZG" model existed, the factory only had to make these even more extreme parts available to the public through their "Sports Option" parts lists in order to be able to use them legally on their racers. The HS30-H Fairlady 240ZG version of the S30 was designed by the Chief Designer of the S30 - Mr Yoshihiko Matsuo. The "ZG" ( the "G" standing for "Grande" according to the factory ) was a factory-made version of the S30 Z, and simply bolting a G-nose kit of parts onto an unsuspecting 240Z does NOT make it a genuine ZG. However, the factory sold the parts through the aforementioned Sports Option lists and anybody could buy the kit and add it to their car. The genuine parts comprised a five-piece nose kit and four fibreglass "overfender" flares, along with plexiglass headlamp covers that had a stainless steel trim ring around them. The main parts of the nose were fibreglass, but the bumper was made of expanded urethane foam. The bonnet hinges on the genuine cars were also different, to allow the bonnet to clear the front filler panel properly. The true "HS30-H" model had an extra rubber strip on the rear bumper, that joined together the two corner pieces. The rear bumper was painted gunmetal to match the front bumper, undertray and overfenders. At the time of its launch, the Fairlady ZG was the most expensive of all the versions of the S30 then on sale in Japan. They only came in three colours; Grand Prix Red, Grand Prix White and Grand Prix Maroon ( another Japanese typo - which should have been "Marron" ). In the USA, Datsun Competition offered the genuine factory parts for a short period. When they ran out, they started to sell replicas made locally, and as far as I am aware some other companies also offered their own versions of varying quality. Somehow, these were always known as "ZG" or "G-nose" kits, even if they were not all that accurate. Mr K's famous yellow 240Z was fitted with ( I believe ) a genuine factory-made G-nose, but this does not make that car a genuine "ZG". Only the factory-built HS30-H can claim that. As the owner of a genuine HS30-H, I will naturally be most vocal in preaching the difference between "real" and "replica" G-noses. What's most annoying is when people fit a replica G-nose and start calling their cars ZGs. If I point out that I could take the G-nose and overfenders off my car and it would STILL be a ZG, then it tends to make them scratch their heads. In fact, if I put a Ferrari 250 GTO body kit on it then it would STILL be a genuine ZG ( and it most definitely would NOT be a Ferrari!! ). The point is, only the factory made the Fairlady 240ZG. Only the factory made genuine Sports Option G-nose kits, and even putting one of them on a 240Z does not make it a ZG. Take a look at photos of my car for clues on how a genuine factory-made HS30-H body looked when it left the factory. Don't be embarrassed about knowing what it is. Plenty of other so-called Z enthusiasts have no idea either........... Now how do I get down from this soapbox? Alan.

Hi Mike, I don't think that you will get too far with oil-filled damper inserts like the Konis. The pounding that they get on even a fairly gentle rally stage just overheats the oil and it starts by-passing the valving, effectively giving you hardly any bump or rebound resistance. Oil-filled is OK for street or even smooth circuit use, but over here in the UK the serious Historic Rally Z racers all use gas-converted struts from the likes of Bilstein. They have much beefier rods and quite fundamentally different internals, but they look pretty much like the factory Rally struts. None of the racers will be too forthcoming about their bump and rebound rates ( you might have to try and find this out for yourself, as knowledge is power in their eyes! ) but the main point is that the conversion to gas will stop that situation where you lose all shock effectiveness after just a few miles of stage. They all tend to use the 2.5 inch springs on adjustable platforms, simply for the wide choice and cheapness of springs in that diameter. I don't know anyone who uses them in Historic Rallying so that they can get extra wheel / tyre clearance ( they are all on pretty skinny rubber ). The Works rally Z's all had gas-filled struts and adjustable platforms, but with the stock diameter springs. I think if you contacted Errol Smith at "DATRATS" in Victoria, he would be able to advise you on a gas-filled conversion that would transform your car. Do bear in mind that getting it right is not cheap, but this is a fundamental part of making a good rally Z. Good luck! Alan.

Hi Marty, Is this the one you need? Don't get too excited 'cos they come from Japan ( not cheap! ). Doesn't show up too well in the scan, but the background is mirror-silver with a red screen-print on top. Regards, Alan.

That's a USA / North American export-spec. "260Z" ( note the "RLS30" prefix to the VIN / Chassis Number ). I think 2ManyZs is right about the year. This would have been one of the first of the cars with the big Federal bumpers. Sorry to say that there is not much information about the particular spec. of the car from the VIN / Chassis Number - it only acts as a clue for the fine details................. In my opinion, Zhome has a lot of information but is naturally rather USA / North American biased. That's fine in this case ( as the car seems to have been a USA / North American export version ) but it can lead you to think that nobody knows anything about your car if you happen to have a Japanese, UK, Australian or other market spec. version................. Great early to mid '70's colour!

Gav, I have no idea how you could track down a car in Australia. Here in the UK we can ask the Vehicle Licensing authorities to do a search if we have specific information ( like a registration number or a VIN number ) but to get the full use of the system you have to be entitled to do so - for example, if you are a Police officer. Even then its not that much use, as they have lots of bad data and many of the things you would want to search for are not even on their computers.............. My 1970 Fairlady S30 rebuild-project car was registered with the UK authorities as a "Fairlady Turbo" ( ..... in 1970? - huh? ) by the dumwit punching the numbers into the computer. Bottom line is, if they don't know what it is they try the next nearest thing...................... My Fairlady 240ZG is the only genuine ZG in Europe ( by that I mean REALLY the only genuine factory-built 240ZG in Europe ) and it is hell trying to persuade the Insurance companies and the Police that it was the FACTORY that put the aerodynamic parts on it, and not a bad attempt at a Ferrari GTO replica on my part. Like I say, they only know what they think they know...... The S20 engine was fitted to two different generations of Skyline GT-R, as well as the 432. They built quite a few of them. It has always been quite sought after and consequently many more engines survived than cars that need them. Many owners of C10 and C110 series GT-R's seem to have a spare engine tucked away for a rainy day. Yes - they change hands for a fair few Yen ( about 1,000,000 for a rebuildable engine ) and it costs a few more to rebuild them properly. There are lots of trick bits available for them ( such as gear-drive oil-pump conversions, and fully-counterweighted stroker cranks ) and they can be made to scream. A nicely tuned and on-song S20 is something to hear, but ultimately they are limited by capacity and a "big" L-series will give more torque and last longer, with better driveability. My 432-R "Replica" project car is waiting for its S20 engine to arrive from Japan, and it has stalled all other work on the project. Even in stock form it will have cost a huge amount, and I only think its worth it because of the rarity value ( and the sound it makes ). Keep sniffing at chassis / VIN numbers out there in AUS, as you never know what you might find................. Good luck, Alan T.

Mike, Its going to take me about three years to explain this to you! You have no idea how much they made for these cars, and the Japanese SPORTS OPTION parts lists alone ran for pages and pages. The genuine race parts were in some cases quite different to the Sports Option list parts, and that is where things get super complicated. Maybe you should narrow it down a bit and ask me about one specific type of part that you think you might come across. At least give me a target! By the way, if we are talking about genuine "Works" Rally parts - then "PART NUMBER ONE" would be a genuine Works S30 bodyshell. It seems that hardly anyone realises just how special these bodies were. Nissan did not simply pluck virgin bodyshells off the line and start to modify them; they started out with special pressings from the sheet metal stage, and incorporated these into what amounted to hybrids of the PS30-SB bodyshell ( the 432-R ) and the normal L-series engined shells ( all the S30's ). Just pointing out the differences in one bodyshell ( let alone all the race-on-race and year-by-year differences ) would take ages to go through............... Its all absolutely fascinating though, and all the more fun because it is so little known. Alan T.

The film was "YOU ONLY LIVE TWICE", and yes - it was the "baddies" who were driving it. That car had the roof chopped off it for the film ( Toyota never actually made any convertible 2000GT model ) and a few replicas have been made since then. I prefer cars to have roofs on them.................. halz, what did you think of the seating position in the car you sat in? I reckon that if anything its better than that of the S30 ( nice and deep - almost sitting flat on the floor ) and really FEELS fast! And just like in the S30, you feel like you are sitting on the Diff. I tell you, those cars drive REALLY well - but its like a true "GT", and quite refined whilst still being sporty. Gav240z - you can bet that I agree with you that the 432-R really ought to be in the same price league or higher than the 2000GT. Even the "normal" 432 was made in such small numbers that it should be up there with the 2000GT, but with the 432-R being even rarer ( probably something like 30 to 50 cars total ) it really ought to be higher. 432's change hands in Japan for around 3,000,000 Yen to 5,000,000 depending on condition and originality, and there are still quite a few left ( perhaps surprisingly, but then they always were quite sought after ). There are still a few 432-R's around too ( last year I inspected TWO in one day in Japan! ) and they command considerably higher prices. They don't tend to get advertised - they tend to change hands quietly. I did hear of at least one 432 in Australia, but it must have been broken up. The reason that I know this is because the engine ( the S20 twin cam ) from that car ended up here in the UK. God knows what happened to the bodyshell, but you would have thought that it must have been likely that it was scrapped. If it was not, then there might be a Z running around in Australia with a 432 bodyshell ( eek! ). If somebody sees a body with the "PS30" prefix stamped on the firewall / bulkhead, then grab it with both hands! Even without its engine its worth a packet........ Alan T.

With Japan being not so far away from Australia, it is quite likely that the owner of the car is hoping to sell it back to the Japanese market. With a bit of bargaining the price could probably be down to roughly the going rate in Japan, or even less. If its a good original car with no silly "repairs" then it will be in the ball-park on price with a little haggling. I don't want to hear any of you guys taking the mickey out of this car due to its price. The 2000GT is actually a true thoroughbred, and was virtually hand built - like a Savile Row suit. Having driven more than one in Japan ( and once even in anger round a race circuit ) I can vouch for the fact that the 2000GT really is something special. If I was super rich, I would certainly have one on my "wish list" - amongst many other rarities and acquired-taste cars. So, please don't take the proverbial out of this car or its owner. If you owned it, you would not want it to leave home without getting the market value or more for it - would you? Like I said, these cars were SPECIAL - and there's not many of them changing hands these days. Many are being repatriated. And remember that the Australian Dollar is nicknamed the "South Sea Peso" recently.................... Alan T.