HS30-H

Overriders were an extra cost showroom option on Japanese market variants. They were listed in the sales brochures and in the factory parts lists.

'The 240Z Guild' is a restoration/sales business owned by a Mr Robert Jackson and based in Madill, Oklahoma, USA. Mr Jackson has a certain amount of 'baggage'... https://www.swedespeed.com/threads/robert-jackson-scam.219934/ http://forums.turbobricks.com/showthread.php?t=343369

You would only have been able to fit 4-point harnesses on the driver's side, as there were no shoulder strap mounts/anchor points on the passenger side. Mounts could feasibly be added after the fact (I've done this on my 432-R replica project car because I wanted both sides the same) but they need a doubler underneath or - preferably - the welded-in L-shaped factory reinforcements and captive nuts as seen on the driver's side. So this is another one of those Works rally car-specific differences. The Works rally team fabricators were able to specify non-standard additions and modifications literally before the bodyshells were welded together.

Yes! 432-R was certainly 'driver focused' and standard equipment 4-point Takata harness was only provided on driver's side. Similarly, 432-R only got a headrest on the driver's side. Early Works rally 240Zs were a kind of 'hybrid' of 432-R bodyshell parts mixed with upgraded details, Sports/Race Option parts and hand fabrication. The bodyshells were built in small batches designated as rally cars and therefore could incorporate a little extra attention and detailing on the line at Hiratsuka (such as the extra doublers for the passenger side four-point harness shoulder strap mounts under the 'cheesegrater' deck panel) before being transported as bare shells to the Works rally shop at Oppama where the build-up could begin. Attached photo shows stock 1970 432-R rear 'cheesegrater' deck with shoulder harness mounts on driver's side only:

In fact it seems it was restricted to the 1970 RAC Rally and 1971 Monte Carlo Rallye batches of Works cars, as the 1971 East African Safari Rally batch and onward batches of cars didn't have the cut-away finisher panel holes. There was clearly - as is so often seen on these cars - an evolutionary process going on here. The very first batch of cars sent overseas - for the 1970 RAC Rally - featured the cut-away finishers, but not the extra self-tappers. Instead they had threaded studs inserted where the normal fixing screws would thread into (those pesky...) captive nuts in the plastic lamp housings, and butterfly nuts were used to hold them in place. This allowed the lamp units to be removed fairly quickly without having to take off the finishers: Obviously the 1971 Monte Carlo Rallye batch (an event where rear quarter damage was more likely) improved on this with the addition of spring nuts on the body and self-tappers passing through the plastic lamp housings, so it was no longer necessary to fiddle around undoing butterfly nuts inside the car. Better! However, for the 1971 Safari they reverted to uncut rear finishers. The finishers were secured by self-tappers (rather than the stock plastic rivets) so could at least be removed fairly easily. That area of the car was a good place for storage. They tended to store the onboard jack near there, as well as a host of spares, ropes, jack base, shovel etc housed inside a fabricated pocket. LOTS of storage on these cars:

Page 4 in the 99996-CAT04 Nissan Motor Corporation in USA 'Datsun Competition Parts' catalogue (April 1976) lists the 99996-E1031 'Slalom Camshaft':

A Saab (Ford Taunus) V4 with quad SUs? That would be more over-carbed than Carby McCarbface.

That seems likely, and logical, to me. I have no idea what these minor differences were, and Nissan doesn't seem to have been too forthcoming with data to explain them either (possibly in line with their 'Do Not Fiddle!' stance?). That difference of '-8' suffix on manual trans '73 L20 and '-9' suffix for the Auto trans version does indeed seem to point to differences being minor. Yes. Pretty much. The top boxes are up to very late '72 whilst the bottom two are the 'Showa 48' (1973) versions. I don't know enough about that to comment, except that it seems - again - likely and logical. I've been sifting through factory parts lists to see if I can see any corresponding (full) part numbers, but no dice so far. I wonder if that too is part of a 'Leave Them Alone!' thing?

That's a 'Boxer Quad SU' for the Rover V8, an aftermarket setup created here in the UK by a guy called Martin Goodwin. You can read more about it here, towards the bottom of the page, in blue: https://www.mez.co.uk/ms12-new.html

Hi Ian, Very late 1972 and then 1973 year L24-engined Fairlady 240Z, Fairlady 240Z-L and Fairlady 240ZG got the HMB46W-1Bs as part of Nissan's drive towards reducing emissions. Specs here, in bottom right box: ...which says the jet needles were 'N-66'.

I reckon - if he was nicely cashed up - he'd have already bought one of the PGC10 Skyline GT-Rs that were released in February 1969... ...as a nice compliment to his 911S 😄 Hmmm. Well, Nissan Shatai's production figures tell us that - by the end of October 1969 - they had built a total of 67 'Domestic' (Fairlady Z, Fairlady Z-L, Fairlady Z432 & Fairlady Z432-R) cars and 58 'Export' (LHD & RHD '240Z') cars, so they would have had a fair few cars knocking around that theoretically could have been available for show duty.

Thanks. Would be nice to pin down the colour of that Fairlady Z-S in the B/W photos. Something makes me think it looks kind of metallic. I wonder if it was #901 Silver Grey?

I feel it too. Wish I had been there.

What with the show lasting for two weeks, Nissan certainly switched cars around on the displays to keep things fresh. Here are the different cars that I see across various photos, as more and more come to light: *918 Orange 432 on the rotating display (headlamp covers, lettered tyres etc). *919 Yellow 432 on the main floor and then moved onto the rotating display (no headlamp covers, non-lettered tyres). *Blue 'Fairlady Z Export Model' LHD on the angled 'speed wall' display. *918 Orange 432-R on the main floor and then moved onto the 'speed wall' display (black hood, rear spoiler, plain steel wheels). *920 Gold Fairlady Z-L on the main floor ('deluxe' bumpers). *B/W photo Fairlady Z-S on the main floor and then moved onto the rotating display ('standard' non-trim bumpers, but with optional hubcaps). Any advance on six?

Short British Pathe news media clip from the show: British Pathe clip:

24th October 2022. Happy World Debut 53rd Anniversary to the S30-series Z family!

Mr Pot, meet Mr Kettle. "copilot". It's a car, not an aircraft. Like I said, this kind of thing happens. You clearly have not the first clue about how easy it is to put a foot wrong on a timed rally stage. Here's a period example. Driver and Navigator were both World Championship level (driver won the East African Safari Rally in 1973, and four times more after that) but they could still put a car in a ditch: Those two "odd looking other cars" that pass by in the video are actually Group B Audi Sport Quattros. Kind of iconic cars in the history of the World Rally Championship and in the world of motorsport in general. I rest my case that you don't have the first clue what you are talking about here. See above photo. Maybe you could get in touch with the crew and give them the benefit of your wisdom? Teach them the difference between understeer and oversteer, perhaps? And why stop there... The FIA and F1's Race Control stewardship have been a little flaky in their decision making recently. I'm sure they'd be pleased to hear from you. Yeah. An historic rally car just happened to fall off the road and into a ditch when an historic rally event was passing through. What are the chances, eh? It probably just happened to be in the area minding its own business and - WHOOPS! Could happen to anyone. Ah, the penny just dropped! This is satire, isn't it? Duh! I'm such a silly billy. I should have guessed.

Oh come on! Get over yourself (again!). Your comment about the car being off the road was classic Monday Morning Quarterbacking and my (extremely mild) push-back on that was perfectly justified. I'm giving the crew and the car the benefit of the doubt. Unless you've driven one of these cars on those kinds of roads, on those kinds of tyres, on a competitive event, you won't be in any position to judge. I don't think I should need to present my bona fides for your appraisal (pfft...), but... I've been around race and rally cars since I was a kid, have raced Karts and cars to UK National level (British National B Competition License holder) and I have also navigated a 240Z historic rally car on UK events. I have done thousands of miles on UK track days too. But really, so what? I don't need any of that to correctly identify a 240Z rally car sitting in a ditch. Your guess that I'm involved in "professional photography" is incorrect.

That's just a perspective/lens distortion phenomenon. Two hood pin type fixings can be seen on the edges of the tailgate. It has a Works replica 'J' country plate (in keeping with many Works lookalike/replica/tribute 240Z/260Z rally cars) and 'Standard' type bumpers Edit: Looking at the zoomed image I believe I can see normal 'Deluxe' rubber corner strips on the bumper. There's the perspective/lens distortion effect on the bumper too. Monday Morning Quarterbacking (driving/navigating) there. This stuff is not as easy as it might look. Many a good driver has ended up in the Ypres cabbage fields. Anyway, the license plate of the car is quite clearly visible. 'TTU 858H' is an example of a retrospective 'period' registration for 1969/70, given to 'Historic' class cars which have been recently imported to the United Kingdom. The UK vehicle licensing agency will award a 'period sympathetic' license number to such cars and they are allowed to run the period silver on black plate format. The car checks out on the UK government's vehicle licensing system (freely searchable) and will most likely be a 1970 Datsun 240Z imported from north America and modified for historic rallying in the UK and Europe.

The ones that I have to hand don't, no. But then I simply might not have the one document that does. @dutchzcarguyhas just shown that the suffixes went up to '10' at least, but I have no idea when these supersessions were applied. I think @RIP260Z is your man for this. Ian has done some good research on the HMBs which shows them to be a good design, unworthy of the 'boat anchor' reputation. Hopefully he will contribute.

I'm not on your list, but this is something I've been asked to look into before. The UK market documentation (FSM, R-Drive parts list & L26 Engine Service Manual) show that three variants of carburettor were used between August 1973 and 1978. They were the HMB46W-1A, 1B & 1C. The R-Drive parts list shows all the component parts and part numbers for the preceding HJG46W type, but not for the HMB46W. And if you look in the L26 Engine Service Manual it warns strictly against dismantling the piston chamber, piston spring, piston weight, suction piston and needles. They are very firm about it. I guess they didn't want mechanics to mess with them. Possibly because of emissions-related calibration worries? There may well be a document which gives the part numbers for the needles, but I haven't seen it. Sorry.

People might wonder why such effort was made with regard to mudflaps, and the answer is that many events mandated their use - for safety reasons as much as anything else. In events such as the Monte Carlo Rallye, where studded tyres would be used on the mountain stages, there was a very real risk to following vehicles. There were often penalties for cars which finished with damaged or missing equipment, so some teams added extra sets of mudflaps which were rolled up out of the way and could be deployed as replacements. If not, great efforts were made by the team to jury-rig a repair in the field. The old faithful of baling wire doing its stuff:

Classic. No mention of the S20 engine's historical significance in the 270KK/'Maru Z'/S30-series Z story and no mention of the fact that the very fabric of that (theoretical) '69 240Z concerned already had S20-specific DNA, let alone mention of the S20's heritage, quality, character, the drivability of the package and - let's face it - the wow factor. Re-creating one of the S30-series Z's long lost prototypes (which is what an S20-swapped '69 LHD Z would be) could be a great 'what if' project along the lines of Jay Ataka's 'Phantom Z Sport Wagon'. And judging an S20-swapped car solely on its power rating would be equivalent to judging that 'Phantom Z Sport Wagon' purely on its additional load space. Totally missing the point...

Judging by the 432 that he bought, not necessarily...

Again, you're way off track. Fujitsubo have made their new EPU system for Japanese customers who have later production (S31 'Kouki') cars which may or may not have been retrofitted with R200 diffs. It's all in the write-ups. You *presume* (wrongly, as usual...) that they are somehow addressing Export 280Z models. They are not. This is Straw Man stuff from you again. You put up a false narrative and then knock it down. Time after time after time, you put words in their mouth. I know why.