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The Hoover picked it up in Japan.

The dash certainly is not the final design. The top of the radio/heater cluster extends out much farther into the cabin and the margins are not as filleted nor the edges as smoothed. Here is another interesting pre-production dash:

Here is one example of tail lights (and dual exhaust) in Aug-Oct 1967 designing period. Note the license light in the bumper and keyhole in the hatch lip. Shark gills are a bit obvious.

Thanks for the great info Kats! I am hoping you can help translate the 73 RAC specs. For rows 1 to 4, it seems 1. Valve Architecture = SOHC 2. Displacement= 2498cc 3. Bore = 84.8 Stroke= 73.7 4. Compression Ratio= 11.0 What are the last 5 rows? 5. Horse power= ~250 ??? RPM = 8000 6. ?? ?? ?? ?? 7. Cam Duration ?? ?? 8. ?? ?? 9. ?? 10. ?? THANKS!

More photos from testing the 240z in the 60's to get a better picture: Comparison Cars: Slalom check Egress Checks Aero Models Crash Z

FYI: https://www.classiczcars.com/forums/topic/59756-q-second-ring-gap/

@kats A few videos are available for testing a later silver RHD but the LHD test car below seems to be much earlier. The vinyl top option is known but interesting to see on an early test car. The more striking observation is the early rear panel. They either dug up an early prototype for the test or the testing was started well before the Z styling was finalized. But.... is that a roll cage inside? Spoiler testing too + locking fuel door. LHD too but with a single RH wing mirror (round type) and a LH door mirror (A racing 432R also has a similar wing set up but w/o the mirrors fitted). It was an automatic car with black plastic wheel Can't see the hazard switch type lol Note roll bar like silver tube visible in quarter window. @Carl BeckPerhaps to help with USA roll-over test compliance? Same tail section for dirt road test area Orange turn lights and 6 vertical grill supports! (this may be the original grill that went below bumper that Mr Matsuo mentioned. Same car as in wind tunnel with RH wing mirror and LH door mirror. Perhaps an overflow bottle on left? Very narrow rubber strips on over-riders. No diamond vinyl yet and strange metal tube bolted below quarter window... roll bar? If so, you can see where it fastens. I wonder if it ties into the roof where the mystery nut-serts are. No hatch sill or latch, just a thing vertical metal sheet. Another LHD doing water tests but with wooden steering wheel and square wing mirrors Pre 1969 engine and suspension. Note plastic fan, paint dabs, orange oil filter Very early fuel rail with return at rear carb and smog pump No text on valve cover Rear differential and suspension

Cool. I missed the dual function. Thanks!

I just looked at a spare I have. On the front says NILESJAPAN TYPES On the side it has 1617 <perhaps a date code? It has FLASH and a narrow body with a short lead to a 6pin plug like this one from @kats

I hazard to guess... I still think different manufacturers of the plastic stick part is a possibility This is like the early hub caps and the two locations of the valve holes on spoke and between spokes.

I reused the 3 large paper gaskets on an early transmission rebuild. Aviation gasket sealer did the job nicely. Just coat the gasket surface AND the mating surface then wait 5min before fastening together.

Attached: 1970 Oct Road and Track Datsun 240z.pdfEarly Article of Automatic 240z in NA

https://translate.google.ca/translate?hl=&sl=ja&tl=en&u=https%3A%2F%2Fnews.goo.ne.jp%2Farticle%2Fclicccar%2Ftrend%2Fclicccar-20170314-452093.html

You lye you lyer!

The L series I6 engines were first used in the Cedrics long before the 240z. These were basically taxi cars... not racing chassis like the S20 was designed for. It is simple: torque, displacement, reliability are what made the L24 an eventual winner once Nissan resolved the crank harmonics. The crank problem was first displayed in public by BRE and Sharp engine failures during racing. We only have a limited view of what was going on behind the scenes in Nissan to identify and resolve the problem, but the crank change during production in January is one clue that it occurred well before the sharp and BRE failures. This fact seems to support their statements that no one in Nissan alerted them of the early crank racing risk.... otherwise they could have swapped the cranks out in February. All of this is well documented. 1966 Cedric

Hi @kats I just did a quick look and apparently putting some brittle plastics in boiling water for 10 to 30min can revive them: https://rennlist.com/forums/928-forum/950600-restore-brittle-plastic-boil-it.html https://goldwingdocs.com/forum/viewtopic.php?t=12060

From BRE artical in Classic Motorsports magazine: On early L24 crank failures and possibly why the L24 did not race in Japan until this was sorted: Explaining what put Nissan in this situation requires a wider look. Unlike the high-revving Prince Z 432 engine intended for the Japanese-market Fairlady race car, the 240Z’s new American-market, six-cylinder engines had never been designed for or even expected to see competition. Nissan’s management, including Katayama, was completely unaware that American racing rules required the use of engines and components as delivered in their production cars and sold to the public. Unlike most international racing regulations, the SCCA’s didn’t allow special, factory-built racing engines or components. Since Nissan had simply assumed that the Prince engine would be used in America for racing, the new L-series was never tested at high rpm. Without realizing the situation, Nissan had put its reputation–along with Mr. K’s–at serious risk.

Not too vintage but the S30 in its high speed glory

　最先端技術を投入したレーシングエンジンのS20型より、ローテクな大排気量で、乗りやすい実用エンジンのL24型エンジンを搭載したクルマの方がパフォーマンスが高かったというのはちょっと皮肉な話だが、これも日産が2つのタイプのエンジンを持ち、スカイラインGT-RとフェアレディZを同時期に作っていたからこそ分かったこと。 Posted on April 12, 2019 Posted by: "Auto Messe Web Editorial Department" TEXT: Ryuta Fujita PHOTO: Takahiro Masuda Rare cars on display at the Automobile Council In the history of domestic cars, there have been two years when performance and quality suddenly jumped. That is 1969, 1989, 20 years later. Speaking of the protagonists in 1969 when the times changed, there were two Nissan Fairlady Z (S30 type) and the first Skyline GT-R (PGC10 type). The Nissan booth of “AUTOMOBILE COUNCIL 2019” which closed last week will commemorate the 50th anniversary of the birth of both cars. Exhibit Skyline GT-R (reconstructed vehicle) of No. 39 that won the championship. We were able to confirm the origin of the sports car that Nissan is proud of. Car No. 39 won the first win of the Skyline 49 consecutive wins Another Skyline GT-R is a car that was born to win the race against Fairlady Z's “Minna no Sports Car”. The first "Nissan Skyline" (GC10 series), which appeared first after Prince Motors and Nissan merged, is equipped with the Prince racing car R380 DOHC engine and the GR8 detuned version = S20 engine. The name of the GT-R was given as the world's first high-performance sedan for touring car racing equipped with the world's first 4-valve DOHC engine. It is also very interesting that these two units debuted in 1969 from the same manufacturer. This 39th car won the 1969 JAF Grand Prix, the first GT-R team. This is a restoration of the machine that recorded the first win of Hakoska's 49 consecutive wins (52 wins in total). The rival is Toyota 1600GT (corona's high-performance version), and in fact this 1600GT also received a top checker with a 1.19 second difference, but it became a penalty of 1 lap subtraction by judging that the runway was obstructed to the final lap, GT- R went up and won. The GT-R ran in the TS class of the undercard, so the handle was entrusted to the clubman driver, not the works driver. The strength of GT-R is the strongest 2-liter engine with 160 horsepower, the S20 engine itself. In order to suppress twisting of the crankshaft at high revolutions, a side bolt combined system unique to racing engines is adopted. The crankshaft bearing cap is fastened to the cylinder block from the left and right in addition to the bottom. The head bolts were twice as many as the L20 type of the same straight 6 engine. The carbs consist of 3 Solex (40PHH). There were also Solex 44PHH and Weber (45DCOE) as racing options, and it was a high-tech lever engine at that time (engine unit price = 700,000 yen). Moreover, since it was a typical high-speed engine, I hear that it is refreshing below 4000 rpm. Although the Toyota 2000GT was a rival, it also raced the Z432 with the same S20 engine in a Fairlady Z S30 chassis; but the 240Z, with the L24 type 2.4 liter straight 6 SOHC engine had more torque making it best. It is a bit ironic that the performance of the L24 engine, which is a low-tech, large displacement. practical engine, was better than the S20 racing engine, with the latest, and more advanced technology.