HS30-H

Basically the whole inside apart from the rear deck area. Under the seats, along the inside of the sills and the whole area behind the dash. Spray painted, I believe.

Nothing to stop such a car being driven. That's what its for, and what it likes. In fact, this particular car is several steps on from being a factory-correct 'survivor' car and has been prepared - noting engine work by S20 specialists 'R Factory' - to be a trouble-free turnkey driver. I just hope it goes into the hands of somebody who will enjoy driving it whilst we are still allowed to do so... Personally I'd just like to see some of that glaringly-new 918 paint inside the car covered by more 432-R-correct satin black.

Presumably the star-crazed original is hanging on someone's wall as garage art, as it has been replaced with a new reproduction on the auction car. Personally I'd rather have the patinated original, but that's just me. They didn't normally get as bad as that. Car may have been in a hailstorm, or attacked by acorn-throwing squirrels, at some point in its life.

Your "432" in thread title comes from where exactly?

G7B-R was the crossflow-head version.

You're blurring the lines between race cars and road cars again. I know this car rather well, and it is not necessarily a good example of factory specifications. You know which car this is, and its history, right?

That's a 1965 G7B.

That's an L20, not an L20A.

psst: Your photo is of a replica... AC Ace or Lola GT? And the same guys? I think you might be getting Shelby American mixed up with BRE. Thanks for the "show them how" line for the Z. Quite revealing. Still, you're certainly living in the right place for bowdlerised yarns to get turned into jingoistic blockbusters. You might want to drop your screenplay over to James Mangold (or maybe Disney) as I'm sure he will be looking for a similar project to the one which pretty much painted out Bromley, Broadley, Lunn, Slough, Wyer, Kar-Kraft and a cast of thousands. And never mind those 5 DNFs at Le Mans in '65, eh? Hooray for Hollywood!

In fact the S20 continued to be used until the end of 1973 - winning almost every race it took part in - so you clearly didn't take much notice of our previous discussions on the subject. Oppama vs Murayama politics ring a bell at all? L24 didn't do the job at first, did it? Fewer parts? Yes, it took a little bit of development to get them to finish with as many crank throws connected to the flywheel as there were when they started... By the same token, shame our lovely L24 was fitted in the softened-up and dumbed-down HLS30U. Much better suited to the HS30 and HS30U packages ?

"Lighter L24" Is that weighed in full race trim, or full road trim? I refer you to a thread with some neat handbrake turns and reverse-gear editorial manoeuvering from the OP:

Original 432-R gearstick (FS5C71-A 'box) was straight. The one on the auction car has been modified to bring it closer to hand in 1st, 3rd & 5th gears when you are sitting - quite reclined - in the Ikeda Bussan bucket seat, and with your Takata 4-point seatbelts on. So, owner preference modified. I've done the same on my 432-R replica. Shortened the stick a little at the same time.

Isn't it? Lord save us from the advertising jingles. Pretty please. Maybe you could make that offer to your chum 'SpeedRoo' over here, as he seems enthusiastic? Look, this thread is titled 'Fairlady 432 at auction'. A little digression is inevitable - and usually no bad thing - but if you're going to be scouring the web for random photos to dump here then may I suggest they either have a question or explanation attached to them, that they are not divorced from their original context, and that they might be neatly woven into the subject of the thread? I don't see how a replica FRP dash is 'on topic' in this thread. I think it's a reasonable observation. And I do plenty of 'sharing', thanks. My personal preference is to use my ammunition sparingly, and where it will - hopefully - be on target and with good grouping. Your spray and pray approach might please the crowd (hey, who doesn't like a bit of instant gratification?) but in the long term it will tend to throw up more questions than answers because you're often not bringing the data with the photos. A good example is the tranche of photos you dumped on the choke & throttle control thread yesterday. Who knows what's what anymore? Here, have a WienerMobile on me. You can colour it in at your leisure...

You could fill this thread with such things, but it would be more appropriate on a thread dedicated to that topic. Otherwise its just like having a pet dog which brings random 'gifts' in from the garden...

"HS30"...? Not used on HS30 production cars. It was actually an S30-S 'Z-Std' part.

...and these are the interiors of two different Works race cars, so starting to blur the lines between what's *correct* for a factory race PZR or 240ZR and the product used for homologation/sale to the general public.

That's a complete fibreglass dash cover. Nothing to do with the 432 or 432-R whatsoever.

Kameari Engine Works in Japan manufactured 3.1, 4.875 and 5.1 CWP sets for the R200 when the OEM supplies dried up. Nothing for the R180, as far as I am aware.

Manually count the crownwheel teeth and pinion teeth to be sure. As far as I am aware (and I just checked the Nissan Sports 'Final Drive & Limited Slip' factory bible to be sure) only the R200 was available with a 3.1 (actually 3.151) ratio, with a 41 tooth crownwheel and 11 tooth pinion. Lowest numerical ratio on the R180 was the 3.364.

What I'm doing is applying 1969 standards to a 1969 event. As I've already pointed out, the Japanese press carried coverage - including their own photos - of the Ginza Press Preview event, so what was stopping the American press from taking/using their own photos at the NY and LA "International Preview" (sic) events? I just don't buy the "cost of a photographer and delay" line. Press photography processing was fast enough to keep up with copy at the time, and this is hardly 'Hold the front page!' stuff, is it? Yes, the press pack photos allowed control of images used in publication, but that would need to go hand-in-hand with a request of 'No Photos' at the events themselves. The problem is that the NY and LA hotel events do not live up to the hype. That hype - I'm all ears if you have an alternate suggestion - appears to be exclusively the domain of zhome.com. and its presentation of the Pierre Hotel event as something bigger and more important than it really was. It seems that there's a desire to somehow trump any other event, or at least diminish. The 18th October Ginza Press Preview doesn't even get mentioned. Ironically, this - it seems to me - is exactly what Katayama and other figures at NMC USA were trying to achieve, with the NY and LA hotel events arranged in haste as an answer to the bigger events happening in Japan. If I was them I would not want to be trumped/overshadowed either, so I have some sympathy. zhome tells us that: So, let's get this straight. According to zhome and/or Dunn/Cheney, a car arrived by air from Japan and was in the Pierre Hotel by 16th October. Or had it arrived from Japan "the week before" the 16th? It's hard to tell from the way it is written. And this is "just in time" for an event taking place on the 22nd? A week...? What were they actually doing for seven days? The - single - photo I've seen of this event shows a car standing in front of some curtains. Maybe it took a long time to find the right curtain hooks...? No photographers, or just no cameras? Maybe no film!? Sounds like a nice little treat though. Yeah. A week. I guess they had that charter flight fuelled up, armed with finger food and well-stocked drinks trolleys, APU running, just waiting for the Fire Marshall to give the green light before they sent out the invitations to the guys in Detroit. Or just maybe this tale got taller in the telling...? Fans of 'colorized' photos might like to note that zhome tells us the NY Pierre Hotel car was then flown out to Los Angeles for the LA hotel event. You might want to adjust the colour balance on your monitor to mitigate this.

Since we are hypothesising, here's an educated guess from me regarding the NY Pierre Hotel and LA 'Trunk Show' (that's what I'm calling them...) events: I have never seen any press coverage of these events which included photos of the actual cars on display (Kats' colour LA photo looks like a 'personal use' shot by/for staff involved, and the NY show 'unveiling' photo is Nissan's) so my hunch is that either press photographers were asked not to shoot ('please use stock studio photos provided in the press pack'...?) or that the surroundings were unsuitable - maybe even too chintzy - to allow usable shots to be taken. Everything I've seen seems to point to the former. If not, where was the period press photo coverage? I'll settle for American magazines, despite the "International Debut" tagline. Where's the protein? I only see photo coverage of the American/Canadian shows that followed. In contrast, All the Japanese motoring magazines, as well as daily newspapers, carried coverage of the 1969 Tokyo Motor Show with their own photography. They even reported with their own photos from the 18th October Ginza Press Preview. Why was this not the case for the "International Debut" American trunk shows?

LOL. Notwithstanding the fact that you didn't wait, I wouldn't hold your breath. Considering zhome - without any detectable sense of irony - calls the Pierre Hotel event "THE INTERNATIONAL DEBUT" (clue: it wasn't...) you won't see many photos from the day.

That may well be the case, but colourising a photo to support your assertion is tampering with evidence. What happened to the assertion that one or more of these show cars was repainted/colour changed between events? In researching the factory competition cars - and especially regarding chassis numbers - I've learned to be a little more reticent about circumstantial evidence. I prefer to see supporting, primary source, period documentation/paperwork to back up theory and guesswork.

You just Jumped The Shark... What was wrong with leaving it in greyscale/BW? Colourising B/W photos to fit a narrative - right or wrong - is the thin end of the wedge. It's just not academic, is it?

Hiroshi Iida explained that the L20 six was designed and engineered within a very short period (certainly shorter than would have been ideal) largely in response to the activities of Nissan's competitors (Toyota's Crown six and Prince's G7 six) whilst the L13/L16 fours had the benefit of what had been learned from that L20 six and the benefit of new technology and equipment then coming on line - most especially the volume pressure die-casting machinery which allowed the engineers to design componentry that was previously not feasible. Iida saw the 'new' fours as an evolution of the L20 six and Nissan classed them as being in the same family (clue: 'Lxx'), even to the extent of sharing workshop manuals and parts lists. The L20A got that 'A' suffix simply to differentiate it from the earlier L20 six, and there was even a point at which Nissan was fitting both L20 sixes and L20As in the same series of cars. They are the same family. The whole point of the 'L-gata Module' was standardisation of settled specs and componentry. It made sense to do this with the L13/L14/L16/L20A/L23/L24 etc as they now had a core design which could share specs, components and ancillaries to lower costs and increase efficiency. The fact that the L13 & L16 came after the L20 six is what allowed them to benefit from what was happening within Nissan - and within Japan - during a key period. Yes, Hiroshi Iida and his colleagues at Nissan were clearly 'inspired' by certain elements of the MB engines, but I would not class it as a wholesale 'copy'. There's clear evidence of evolution in thinking and making use of newer technology in manufacturing and processing there, not to mention the requirements of their single biggest market (yes, JAPAN). Here's what Carl apparently believes about the drivers here: I believe that it was revolution, and that was driven by Mr. K in America, Nissan Motors need to increase production by increasing Export Sales, the merger with Prince Motors and the restructuring of the in-house design department - all of which converged at Nissan in the 65/66 time frame and resulted in the creation of something totally new for Nissan. The first outcome of that revolution in Design and Engineering related to new engines was the U20, followed by the L16 in the PL510, and then the L24/L20A. I've said it before and I'll say it again, unless you try to understand Nissan's situation in the Japanese market - as well as the wider Japanese market itself - you will never fully understand the "Mr K in America" situation for what it really was. It's almost as though the people pushing that "made for the USA" schtick can't imagine that Japanese society had its own journey of progression, of improvement, or it's own hopes and dreams. What of the people actually designing and making the stuff "for the USA"? Do you think their ambition was to own a 998cc corned beef can on wheels, and to stop there? Look at the above quote. You see that "L16 in the PL510" bit? Can you see the chauvinism in that statement? Its like he thinks the L16 would not have existed but for an LHD (and presumably American) model. Doesn't matter that the L13 was designed and built at the same time, or that the L16 was sold in Japan too (and in greater numbers). It's "for the USA". Doesn't matter that the 510 was yet another step in Japan's journey to self betterment, or that - just like Nissan's other models of the period - just as much effort was put into the domestic versions as was put into the export versions, it was "for the USA". That's what they want to hear, isn't it? Here's a little quiz question: Which do you think is the bigger number, L-gata 'family' engines sold in Japan, or L-gata 'family' engines sold outside Japan?