HS30-H

George, That's the Oil Temperature sender you found. Your engine is from a 280ZX right? The 240Z that its installed in ( your car ) would not have a stock place to hook it up to - so that's why its not connected to anything............... Unless you want an Oil Temp gauge in your car, then I'd ignore it if I were you. Its one less thing to worry about. Regarding the bolts on your TCA's - the Factory usually installed them with the nut on the forward end, meaning you can withdraw the bolts towards the bellhousing rather than towards the steering rack. If yours were installed the other way around, then it was either built on a Friday afternoon at the Factory or somebody else has had them out before you. As has been recommended, they are best installed from the rearward side of the crossmember. Alan T.

v12horse, Is this the type of clock you bought?

Ben, I think that's a later and more sophisticated version of the standard JECO electric clock than the Rally / Rallye / Stopwatch / Stop Clock, and you are right - it doesn't use the Oscillator unit. They are two different things. The Calendar clock is still a nice piece though. Alan T.

If that car really IS a KPGC110 ( ie - a GT-R ) then somebody ought to buy it and sell it back to Japan. Real 110 Gt-R's are commanding higher prices than the C10 series two and four door GT-R's recently. Does anybody know the VIN number? If it did indeed start life as a GT-R and had a later engine change, then $4,500 is going to be well worth it. The whole thing hinges on the VIN though. If its 'just' a GT ( KGC110 ) then its not going to be worth enough in Japan and would not be worth repatriating. Its that magic "P" in the VIN prefix that would make the difference - despite the wrong engine and other missing parts. Even if its not a "P", surely somebody will buy it? It would not need that much to make it streetable / raceable by the looks of it. Come on somebody, dare to be different! Alan T.

Hi Victor, I'm afraid its going to be a case of looking around for a good used unit privately, as they certainly aren't available new any more. Lots of people are looking for good working Oscillator units, as they are pretty much unrepairable once they give up the ghost. In the case of Spirit Garage, I would think you might well be barking up the wrong tree. They are less of an original-spec resto than a street and track performance tuning shop. There are so many private buyers chasing the Oscillators to replace broken ones, and so many people looking for a complete Rally Clock and Oscillator unit to upgrade their cars with, that I'm afraid its something of a seller's market. What with the onset of internet auctions, it kind of cuts out the resto shops and specialists. If the private buyers are willing to pay top dollar it really makes things rather awkward for the dealers and specialists who need to turn a profit. If I hear about one for sale I'll tip you off. You might be in a slightly better position than most in that you are only looking for the Oscillator and not the whole thing. All the best, Alan T.

The clock with the Calendar is not the Rally ( "Stopwatch" ) Clock. That's a later option part. The proper Rally Clock is just as Victor describes it, and was fitted in certain Japanese-market models ( the higher cost versions ) as standard equipment from late '69, and as an option on the lower priced models. A few of them seem to have been specified on the odd Export model here and there, but the person who placed the order would have had to have known the option existed before they could order it. Is was not generally listed in anything other than the official Factory parts lists. The control box thingy is the Oscillator unit, which drives the head unit. Without the Oscillator the clock will not function. The Oscillator makes a nice warm humming noise when all is well, but tends to run the battery down pretty quickly if you don't use the car much.......... Just in case you are interested, the Rally Clock ( sometimes called the "Stopwatch Clock" or "Stop Clock" in Japan ) had the part number 27385-E4100, and the Oscillator part no. was 27395-E4100. Alan T.

Ben, Your European-market car will not necessarily have been built to the same specification as the USA / Canadaian-market cars - so the information that you get from references such as the Victoria British catalogue can sometimes be a little misleading. If your car was fitted with an electric fuel pump from the Factory, then it will usually be sited next to the Differential - on a bracket that is attached to one of the Transverse Link Mounting Brackets. Take a look under the rear of the car and you ought to be able to see it. However, as your car seems to have been fitted with the Turbo kit at the Janspeed factory, there is a good chance that an aftermarket electric pump was fitted elsewhere on the car. If it was fitted with just the normal mechanical pump I would expect it to suffer from fuel starvation and vapour lock in high temperatures. That turbine in the engine bay will surely make it very hot under there. It might be a good idea to get an aftermarket pump and fit it anyway. Your hard fuel lines - all the way from the rear to the front of the car - are also probably clogged with a mixture of rust and general sludge. I cut off the hard line on my project car and found it absolutely clogged with stuff. Nothing would have shifted that. If your car has been standing for a few years you might need to take a deep breath and remove the fuel tank for a proper flush and reseal. You can check the hard line out too, and replace it completely if in any doubt. Better than suffering endless fuel supply problems in the future............. So you went ahead and bought the car, eh? I think you will have a lot of work to do to bring it back to roadworthy condition.I still think its worth contacting JANSPEED to ask them some questions and get their recommendations. Good luck, Alan T.

Hi Ben, Copies of copies of copies are not to be sniffed at! Lots of my stuff is just copied, anyway. I figure that copies are better than nothing at all - that's for sure. Its amazing how many people don't know or even seem to care that the Sport Option lists existed.............. That's good advice you gave about the FIA homologation papers, and they are another thing I'd like people to recognise a bit more. I used to hang out with the old-Porsche world many years ago, and with the old Italian car community here in the UK too ( I had a few Lancias and Alfas, for my sins ) and it seemed that anybody who was interested in the sport and competition side of things knew all about the FIA homologated parts and the stuff that the Factory race teams used to use. I have to say that it does not seem the same in the Z world. Only a select few know or care about it all. Very odd, that. I've never seen one of the Formula Pacific lists, though. What's it got in it? Was that the formula that used the LZ18 / LZ20 engines? My friend Mr Matsui in Japan used to engineer Kazuyoshi Hoshino's car in F. Pacific. I visited him a couple of years ago and the car is still in his workshop. I can't for the life of me remember who made the chassis for it ( I think it was English though - maybe a Brabham or a Ralt. Whoops, that kind of makes it Australian in a way doesn't it!? ). That "Group G" list sounds interesting. Would like to see that. I think I know the article about the ex-pat Australian living in Japan with the "432-R". I think I remember that the article was not very accurate, and that the car was in fact NOT a true PS30-SB, and just ( "just" is relative in this case! ) a 'normal' 432 with a few tuning bits on it and not very Japanesque. I think the owner might have been guilty of a little exaggeration to an uninformed journalist......... All the best, Alan T.

Hi Steve, Yes - 35 really did need a donor shell's help. There are certain rules and regulations here about keeping the identity of a car when it is being put into another shell ( they work it on a scoring system based on certain components having more relevance than others ). I wonder if you have a similar system over there? I think my description of the mounting positions for the Factory Spot Lamps was probably crap, and that's why you don't understand it. Sorry. What I mean is that they mount under the bumper, just on the inside of the two Over-riders ( when fitted ) as opposed to "outside" them ( which would be on the Indicator / Side Lamp side ). A picture saves a thousand words, so I've dug out this one to illustrate the correct positioning. The car illustrated does not have the Over-riders - but you can see the plastic grommets for their mounting holes and I think you can imagine where they would be. It makes the Fog Lamps pretty close to them I think. All the best, Alan T.

Here's a page from the '73 Sports Option catalogue which shows the carbs, manifolds and linkages etc. for the L-series engine type. Alan T.

The S20-engined cars were fitted with triple twin-choke MIKUNI N40PHH-A24 from the factory. The 44's were in the Sports Option catalogues for those cars, should owners have wanted to upgrade. The L-series engined cars, as Ben rightly says, never had the triple twin-chokes as "standard" equipment - but Japanese owners could get anything from the Sports Option lists fitted to their car should they so desire, and would usually go to one of the SPORT CORNER dealerships for this. These were the Nissan dealers with the better expertise on the tuning and modifying front, and they also sold the sportier models rather than the bread and butter models. Outside Japan, only the USA really got anything near to what the Japanese market had access to. From the days of the Roadsters, the US operation had tried to start supporting owners who wanted to go racing with the cars, and Datsun Competition really grew out of this. The Datsun Competition lists did not carry as many of the specialised parts for the Z car as the Japanese Sports Option lists, and sometimes they carried parts that were locally-developed and suited to the local market's specialist needs. Both the Japanese and the USA markets DID get the option of triple twin-choke carbs - but they were never fitted as "standard" equipment on any of the L-series engined Z cars. Best place to look for any documentation is either in the Datsun Competition parts lists, or the Japanese 'Sports Option' parts lists. Alan T.

Victor, Was my effort not appreciated - or did you not notice it? Alan T.

Hi Mike, So 'your' car was made in late very '73 / early '74 then? Now you just have to figure out where it was from the time that it rolled off the line to the time it got re-rego'd in '76 - right? Have I got that straight? Its a little confusing. If it was a '73-build it would have to have been in the last days of late December, I reckon. And its definitely an Export model GRS30 isn't it? Not a 2-litre Japanese-market model with an L26 installed later on in its life? That Tokyo Motor Show car was a famous clanger dropped by Nissan; right up until the release of the RS30 and RLS30 models ( including the GRS30 and GRLS30 "2by2" / "2+2" models ) the Factory had been toying with the idea of making the Grande nose standard equipment. They showed the 2by2 with the G-nose at the Tokyo Motor Show and then backed down on it. Lots of people now report it as just a publicity exercise ( it even made the cover of Road and Track magazine ) - but its true that they really were considering making it standard. As we now know, they dropped the ZG model when the RS30 and RLS30 came out. All the best, Alan T.

Hi Victor, You've found one of the Inspection Tickets for a component on your car. On S30-series Z cars, these were usually left attached to the complete dash assemblies, but found their way around the car and rested wherever they fancied once the string broke.......... The big writing on the outside says ( and forgive my romanised Japanese ) "Go Kaku Hyo" - roughly meaning 'Inspected', or "Passed". One the other side are a series of sections leaving spaces for information to be filled in either in handwriting or with a "Hanko" stamp: The top line is for the date, starting with the reign of the incumbent Emperor ( in this case Emperor "Showa" - who we knew as Hirohito ) and then the month and day. Just as a side-bar to this, the reign of Emperor Showa started in 1925 - so the date mark will signify the year of the reign. To get the year date that we use in the Gregorian calendar just add 25. On the right of that date section is a section for "Lot" or "Quantity". In the middle, on the left, is a space for the description of the vehicle model type, and to the right of that in two boxes, the part number and part description. Finally on the bottom left is a further box for description of the part function or other notes, and on the bottom right a place for the "Inspector" to mark his name or stamp his "Hanko" to sign it off. For completeness sake, the very small print at the bottom of the ticket identifies the printing company that made it ( in this case "Daiwa Press Ltd. Co." ) and the Form No. - followed by the date ( for this ticket, the 5th month of "Showa" 46 - so May 1971. See? Just add 25............. ). I can't see that its been filled in at all ( unless the writing has faded ) so somebody wasn't doing their job!................. These types of Inspection tags were usually attached to components and sub-assemblies that were supplied or put together by contractors, and then signed off by Nissan inspectors. If you dig around on old Japanese cars there are lots of things that can act as clues in identifying just when and where the components were made. I think its good fun to add all the evidence up and see the way that supply was being handled back at the Factory in the early Seventies, don't you? Hope that helped. All the best, Alan T.

Hi Steve, Yes - 35 is really bad. Its actually being restored with the help of a donor shell from the correct period, if you know what I mean. The Fog Lamps had clear lenses as far as I remember ( its so long since I clapped eyes on a set...... ) and they mounted in the pre-drilled holes UNDER the standard front bumper, quite close to the Over-riders ( do you call them that in Australia? ) but on the "inside" of them - if you know what I mean. From what I've heard from friends in Japan, they were not all that powerful or effective............. All the best, Alan T.

Mike, that must have been strong stuff you were drinking........ The 2-seaters and 2+2's went down the same lines, and NISSAN never sat on a 3-year supply of ANYTHING. The only time anything like that happened was with the 432's, when they pumped out a few more than they needed in '69 and '70 ( but that was for Homologation purposes - not commercial reasons ). How do you know this 2+2 is a '73 model anyway? What's making you say that? I can't believe it sat in Japan for three years without being used ( that's why thought it might have been a Japanese-market model that was brought to Australia privately and not 'officially' imported ). Some of us might think that the 2+2's are the ugly sisters of the family, but surely she didn't sit on the sidelines for three years before somebody asked her to dance? I think you ought to look under her skirt and see if she's got any tell-tale markings of Japanese-market origins. Knoworrimean? Christ, its nearly 3am. What on earth am I doing on here?!?!.... Alan T.

Hi Mike, Actually, I don't have any data to hand about when the GRS30's VIN numbers actually started from - but this one does indeed sound like it would be one of the "First of the Few" ( to paraphrase Winston Churchill ). Don't tell me you plan on saving it, as its such a rare survivor! How come its a '73 model ( I thought they started in '74? ) and it was not registered until '76? Are you sure it was not a private-import Japanese-market model, brought in as "nearly new"? Curiouser and curiouser. I'll never understand these bloody cars................ Alan T.

Hi Gee, Its possible that the one with the kph speedo was originally a Japanese-market car. It could have been privately imported into Australia at any point in the past. I know that there are a few of these stray Japanese-market cars over there. In fact they seem to crop up almost everywhere in small numbers, and sometimes without the owners realising what they have. If you want to check whether the kph speedo car really was a Japanese-market car - then there are a few little tell-tale details on the bodyshell that will enable you to tell one way or the other. Let me know if you want to know where to look. All the best, Alan T.

Hi Steve, Yeah - 35 is pretty rusty, but will rise again. Its now under full and comprehensive restoration and its owner is very determined. You know things have got really bad when the even the VIN number is rusted to hell............. The factory Fog Lamps are a very rare Option part, and I've seen good ones fetch very high prices in Japan. *26150-E4100 FOG LAMP arse'Y ( R.H. ) *26155-E4100 FOG LAMP arse'Y ( L.H. ) Alan T.

.......and here's a pic of the HS30-00035 VIN: Alan T.

Hi Steve, Yes - those two cars were indeed "HS30" vin prefixed. One of them did the 1970 Motor Show at Earl's Court ( it was the the Datsun UK franchise stand ). Both VIN numbers still exist - one is undergoing comprehensive restoration ( HS30-00035 ) and the other has been a race car for many years ( HS30-00034 ) and may well be taking a fairly long holiday in New Zealand later this year, as its owner Mr Tim Riley has decided to emigrate........... Here's a pic of the HS30-00034 VIN: Alan T.

Enrique, Why would anybody want to flame you for having both? I think its a great idea. I've been tempted once or twice too. There are less than 10 roadworthy Roadsters ( SP and SR ) in the UK, and I was sorely tempted to get one a couple of years ago. I nearly did it too. Trouble is - I don't like cars that don't have a roof. I like sitting IN cars not ON them, if you know what I mean. I don't like seeing people sticking out of cars, and in fact if you can see them in one with a roof I'd prefer they had a full face helmet on too! Funny that. I must be anti-social or something. If I did get an SP or an SR, I know what would happen. It would have to be forced to mutate into a Fairlady S replica. Now there was a Fairlady worth having...................... Alan T.

Ben, That's a good point about the Fog Lamp wiring being taped off. On my first Z car ( a 1971 UK-market HS30 ) the original wires for the indicator lamps ( deleted from the front quarter valances and moved to the top of the front bumper ) were disconnected and taped back onto the front loom. The Fog Lamp connectors were also there and taped back too - but they still had proper connectors on them. I always thought that one of the poor design features of the S30-series Z was the messy routing and ugly appearance of the front part of the loom where it runs across the rad support panel. Its not that nice to look at through the grille, and its exposed to extremes of heat ( from the rad ) and a fair bit of weather too. Regarding those two cars that Datsun UK imported before the first real imports got going; they were brought in as display cars for the London Motor Show, and Datsun UK managed to register them without going through UK Type Approval. It was always possible to do this ( at least up until recently ) as the cars could be put through a very simple Single Vehicle approval - basically pretending that they were personal imports - and get them through that way. For "proper" bulk approval they realised that a change to a few details was necessary. Alan T.