HS30-H

Is this an early April Fool joke, or have we all fallen into some parallel universe where Nissan's engine numbers match their chassis numbers ( huh? ) and people think that L24, L26 and L28 engines were only ever fitted to Zs, and only to north American market cars at that...? I think I might need to go and lay down in a darkened room for a while.....

OK, I managed to find my box of used carbs, and I selected a single 40DCOE-18 that might be a good candidate. The manufacturing date is a little later than yours ( mine is no.27752 ) so it's not really a perfect match. However, theoretically any early 40DCOE-18 should match up with another early 40DCOE-18 as far as circuits and internals etc, so it should work. I'm away in Japan for a couple of weeks from tomorrow, so can't really do anything about this until I come back. Hope you can wait....

I might be able to help you. I have several vintage 40DCOE-18s 'spare'. One of them might be a close enough match to the two you have. Tell me what the individual numbers on the covers are ( the 'No' on the pad underneath the 'Tipo' line ) and I'll see if I've got one that's near.

Any "rally package" would have been installed by a private owner or shop, as Nissan never sold any "rally package" that included such parts and only made rally cars for its own factory use. They never sold such to the general public. It would be a logical place to put a Halda Tripmaster or other proprietary distance-measuring meters and a stopwatch setup, for "rally" use. However, it might also have been a mounting / blanking plate for a grab handle ( which I've seen before ). Unless there is other tell-tale evidence of rally / trials use, they may just have been the affectations and whims of a former owner.

Looks like a late S31 extra cost option ( 1976/7/8 ): B9300-N4603 STEREO KIT - CASSETTE - W/AM-FM MPX HITACHI.

In that case, please clearly label it as such. If you leave it as it is, people will do what they always do, and think that the "American" market is the only story.

EuroDat, How are you going to address the fact that there was no simple, linear time-line style breakdown for the engines fitted in different models and in different markets? You're going to need to think about this again before you design your layout. I'm disappointed to see you ignoring the Japanese market models of a Japanese car ( you don't seem to have even thought of them...? ) but it's even more disappointing to see somebody from the Netherlands ignore the European market versions too ( look at your '260Z' data.... ). It's a big task you're taking on, and hats off to you for trying, but it's got to be RIGHT or there's no point. There are already more inaccurate data sources out there than you can shake a stick at, and we don't need any more poisoned wells. Sorry to be harsh, but I think it needs to be said.

Except that it completely ignores the Japanese market L20A and L20AE-engined models. Speechless.....

Look again. The emblems say 'Fairlady 240Z'. Correct factory badging for L24-engined Fairlady 240Z, Fairlady 240Z-L or Fairlady 240ZG.

Do you guys ever use the SEARCH function? We've discussed all this many times before. The original colour had its roots in the Austin-Nissan tie up of the 1950s. The colour is still listed on the 'British Standard' database as B.S. 18C39, with HMG ( Her Majesty's Government ) Glidden number GL31557, and Glidden number name 'Dolphin Blue'. I think a Netherlands-based paint supplier should be able to cross-reference those codes.

You need to be more careful about how you write the transmission codes out. You meant to write FS5W71B and FS5W71C. F5W71B and F5W71C are something else entirely....

To be fair, historically the situation was probably pretty much the same outside the US too. However, we've spent lot of time on this forum over the years discussing this very topic and these very terms. It would be nice to think that some of that would have rubbed off, and that people would not be quite so incredulous to hear that an HLS30-prefixed 'Datsun 240Z' might have come from the factory with an FS5C71-A trans and 3.9:1 diff as standard equipment somewhere in the world ( "impossibly rare"....? ). After all, as yourself and 26th-Z have shown, it's all in the factory manuals and service bulletins..... On the subject of suffixes, spare a thought for the Japanese market. In October 1971, there were more prefixes and suffixes attached to the 'S30' series code than you could shake a stick at:

I don't want to sound rude, but this is pretty basic stuff we're talking about here.... The north American market 'Datsun 240Z' didn't have a 'U' in its VIN prefix, but it had the 'U' suffix in its factory model variant code. In Japan they called it the 'Katashiki'. For the 'U' suffixed models, there were extra sub-variants depending upon the sales destination. The ful codes were not affixed to the car, and are not to be confused with the full VIN number / body serial number / 'Shatai Bango'. The RHD export 'HS30U' models also didn't have that 'U' in their VIN / body numbers, but it was there in the 'Katashiki' and that's why Haynes - following the example of the factory workshop manuals - put it in their manuals. The 'HLS301' was the LHD export market 'Datsun 240Z' which was manufactured specifically for the mainland European market. It had the FS5C71-A 5-speed transmission as standard equipment ( as did the 'HS30U' ). It was only the north American market cars that didn't get a 5-speed trans as standard equipment. Having said all that, GeoJoe's car - if it's a north American market model - would almost certainly not have been equipped with a 5-speed trans when it left the factory.

The Haynes manual is correct*. You guys are just not understanding the differences between an HLS30U and an HLS301 ( or an HS30U ). *Shocking, but true in this case.....

From the left: F4W71A ( fitted to HLS30 / S30-S from Oct. 1969 ) FS5C71A ( fitted to H(L)S30 / S30 / PS30 / PS30-SB from Oct. 1969 ) Then in the middle, the July 1971 amendment with the optional 'Direct-Drive' version of the 71A ( 1:1 fifth gear, 'Dogleg' / 'Low Back' shift pattern ), which was never available as showroom stock equipment on an S30-series Z, but certainly was available as a 'Sports Option' part before the end of 1970. Then on the right the January 1972 amendment with the F4W71B ( fitted to HLS30 / S30-S from October 1971 ) and FS5C71B ( H(L)S30 / S30-S / PS30 from October 1971? ) There were several optional gearsets available for the F5C71B ( 1:1 'Direct Drive' / Dogleg 5-speed ) and FS5C71B ( Overdrive 5-speed ). There are possibly some other pages of the 3023 with relevance to transmissions that might be produced to satisfy road vehicle licensing / legality. Maybe a better way to get what you need might be to identify what you need to establish, and then seek out the data to support it. There are several ways that might get you to where you need to be..... Alan T.

Three relevant pages from the 3023 fiche:

Chris, The explanation is that the Parts Catalog lists and illustrates the stock parts for the PZR, and the PZR didn't have the expansion tank as a stock part. The 'Race & Rally Manual' for the PZR ( which is sometimes called the 'Yellow Book' ) shows owners how to modify their PZR for competition use, using many parts from the Sports Options list but also from other models ( including the PGC10 Skyline GT-R ). Please see below a scan of the back page of the Sports Options booklet for the PZR, and a close-up of the 'Reservoir Tank'. This was actually used as a kind of sub-tank / swirl pot in the race prep of the car, holding an amount of fuel drawn from the tank and pumping that up to the carbs. It helped to avoid fuel starvation due to slosh in that 100 litre main tank. The part numbers are actually different in the 'Yellow Book' and the Sports Options list, and the illustration in the Sports Options list looks a little different to the stock vapour tank, and it may have been the case that both were used. But I think the vapour recovery tank you see on your cars was very similar ( although it had more hose connections ), and I've seen these vapour recovery tank used as a sub-tank in this way. Main reason is that it's a lovely purpose-built snug fit in that right inner quarter area, and is fuel safe. Alan T.

Hi Kats, Yes, Nissan were using the metal plug cap retainers on the works PGC10 and KPGC10 Skyline GT-R race cars too. They are simpler than the version seen on the GRX V12 engine I think. Distributor cap cover was rubber, and primarily intended to keep out rain water. Actually, even though Victory 50 are selling the plug cap retainers, I believe they were reproduced by a good friend of Matsui san ( NP35 ). Cheers, Alan T.