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Yup. Not sure how VAT works. May be able to claw back on exit if vacationing. SS 6-1 Header € 590 SS 6-1 Collector € 50 SS Resonator and middle section € 160 SS Exhaust € 185 There seems to be a different SS collector for stock Manifold connection € 120

A book by Brian Long and Yutaka Katayama and a well researched 240z web site called Zhome.com confirm the story about the roof damage. I'm still researching the possibility it may have been damaged at the National Motor Show or Canadian International Auto Show (typically held in February and follows the Le salon International de l’Auto de Montréal) however, I have yet to find any data. The last date I have of the NMS is in 1967 at the Automobile Building of the Canadian National Exhibition Grounds and then there is a hole until the CIAS started in 1974 at the Metro Toronto Convention Centre. It seems that the Montreal show was the only one in Eastern Canada when the 240z would have been debuted. Some idea of what went on from the 1969 show (a year prior to the Z debut in the 1970 show):

From the ad...auto transmission planned early:

[NEW Update: Bob Sharp confirmed this is the show in Canada where HLS30-00006 had its roof crushed by a model. Refer to post #57]. HLS30-00006 Green It is reported to have had the roof crushed-in by a model at a Canadian auto show then given to Bob Sharp. It seems the show may have been Le salon International de l’Auto de Montréal Jan 15-25 1970. Here are some photos and documents from the show. Enjoy! btw I think the horse did it.

http://escapesclassicos.interescape.com/catalogo/detalhes_produto_classicos.php?cod=DATSUN+240Z(MOTOR+L24)

Plumber's solder.

FYI: http://www.hotrod.com/articles/spark-plugs-tips/

5's run hotter and will burn off deposits more so than 6's. They will look a little cleaner.... that's all the increased temperature will do. If you have oil getting into the cylinder then hotter is better to reduce fouling. Hotter plugs may cause pre-ignition if the conditions are right so you have to be careful of how hot you select. It is generally better to go with the colder plug on engines that are in good order..... but there is very little difference between 5 & 6 to worry about.

Hi Kats, On the first page there are two interesting photos that you posted. Can you share more about the cars and activities? The coloured photo seems to show a 510 with a RHD and LHD S30. The LHD seems to have unusual mirrors? Typical LHD rear view mirror on door and two fender/wing mirrors. Do you know when and where the photo was taken and why the extra mirrors? FYI: Here is another early LHD running in Japan in ~1969 but w/o the extra mirrors? What are the LHD race start tests for and when were they done? (One has hub caps, spoiler and antenna, the other is less endowed). Thanks and best wishes in 2017!

Hi Carl, It would be great to see more pictures of HLS30-00006 (Green) at the NYC International Preview at the Pierre Hotel. HLS30-00007 (Red) at ARRC Daytona Nov. '69 seems to have no badges on the hatch as per what Mr. K said It has the B Pillar badges, front hood badge, and the front fender badges in the video. HLS30-00008 (Silver) seems to have correct badges in all photos I have seen. (btw 7 & 8 seem to have white stripes on tires but not 6)

Here is a very early Red 240z at the Nov 26, 1969 ARRC in Daytona. It is most likely HLS30-00007. BIG THANKS TO KATS! FOR THE FOLLOWING: Only 3 HLS30 240z's were on the Nissan books as exported into NA in 1969. These may be the 3 show cars that were manufactured in Oct 1969 and brought into the USA in Oct. 1969. They were: HLS30-00006 (Green) HLS30-00007 (Red) HLS30-00008 (Silver) Two test cars manufactured in Sept 1969 were temporarily imported into North America from Oct 10 to Dec 29 1969. They were: HLS30-00004 (Silver Manual) HLS30-00005 (Silver Automatic) 240z at '69 ARRC. From video: "Drive the Ragged Edge" 1969 ARRC Races. (Click here to watch the commercial). (note: no OK sticker in quarter window) Same 240z at '69 ARRC. From Datsun.org (Jack Scoville's winning car with mechanic Vern Colvin). 1969 ARRC program cover and 1969 Datsun advertisement proclaiming ARRC '69 win. HLS30-00007.mp4 http://www.classiczcars.com/applications/core/interface/file/attachment.php?id=80519

I wonder if this is where the "lost" chassis HLS-00009 to HLS-00012 went? Geneva certainly had one in March however later production Z's were arriving in NA by then so it may not have been one of the "lost". For "very" early Z's to be in Europe, one would expect an arrival of Sept/Oct 1969 like in North America.

Another photo of one of the silver test cars w/o badges and open hood.

Submarine Cable Engine.... pulls cable into the ship and pays it out like a giant spaghetti slupper! Here is one passing an optical amplifier The older ones used tank track-like design And then again... the early method:

Copy Cat!

Measuring closure point (Fuel level in middle axis of plate-bowl) at different degrees of tilt will solve the "mystery" and give a nice curve as you do 0 degrees (23mm), 5 degrees (?mm), and 10 degrees (mm) as well as -5 degrees (?mm), and -10 degrees (mm) .

Can you compare the fuel height with water... yeah I know your pump will be wet for a bit but it would be a good calibration point for those calibrating with water. Also measuring the pump psi or giving its rating would be good to know as it determines when the valve closes.

Brilliant!

Interesting! I read in a post from KATS they did hill testing in 1969 in San Francisco. I guess it would be a side-hill-gouger modification https://en.wikipedia.org/wiki/Sidehill_gouger

For CV carbs, only venturi vacuum from air flowing in the throat of the carb between the piston and bridge is what draws fuel. The height that the fuel has to be lifted from the liquid surface in the fuel bowl to the carb throat opening at the bridge is what must be approximately the same for both carbs. How the fuel bowl maintains the correct level under all driving conditions is what the float and needle valve have to do as a team. Fuel pressure, variations in fuel pressure (pumping impulses), acceleration, braking, turning, bumps, and engine vibrations are the primary forces affecting how well the float and needle valve function to constantly maintain a constant fuel level. If you can figure out why the float stand-offs are different in one carb for one year then I'll be glad to know. Engine tilt is moot as it is static. Dynamics of refilling under acceleration out of a turn when racing is my guess... a fuel bowl going empty is a bad thing. It does not matter when braking as the fuel sloshes forward as there is no engine demand for fuel but it seems to be very important to adequately feed fuel when accelerating. (when the fuel sloshes backwards). The fact that the hinges on the fuel bowls are on different fore-aft sides seems to be why the stand-off heights were changed. When accelerating, in one fuel bowl the fuel sloshes away from the hinge point but in the other it sloshes towards it. This seems to be the reason for the attempt to mitigate by altering the stand-off height in one carb.

When looking at Datsun racing history, it seems that the Datsun convertible sports cars in the USA in the early 60's were the first track racers and winners after the war: http://www.nissan-motorsports.com/ENN/NISSAN/HISTORY/MOTORSPORTS/index.html The USA convertible sports cars were also the first racing cars to be sponsored by Nissan. Datsun seems to have done a bit of track racing in the 30's and 40's but stopped. Datsun NL-75 1936 Apart from Nissan's well known 1958 headfirst jump into rallying that was spurred by Mr. K. .... 1958 Australia Mobil Gas Trial Nissan did little in Japan until after a non-sponsored privateer, Genichiro Tahara, won solely on his own effort at the 1st Japan Grand Prix Race, Suzuka Circuit, spring 1963. It seems this kick started Nissan into its racing activities in Japan. Genichiro Tahara Winning at Suzuka 1963. SP310_first_race_Japan_1963.mp4 In the USA things were different; Datsun's were track racing for the previous 3 years (since 1960). Mr K was in the USA and things were moving much faster than in Japan (both cars and Nissan-sponsored racing involvement). The fact that no convertible sports cars were sold in Japan for two years, the fact that Mr. K was the motive force at Nissan for racing, the fact he was now situated in the USA, and the fact he requisitioned a sports car for the USA market, affirms the 240z sport car was designed and built for the USA sports car market. Jean Le Plant and Benny Ackermann raced an SPL-212 in 1960 & 1962 then switched to the SPL-310 in 1962 Norah Taylor raced an SPL212 in 1961 Modernized "Datsun 1200" SPL-212 Commemorating Nissan's first Sponsored Racer: Jean Plant's 1960 LHD SPL-212 #129 Datsun 1200. It Raced from 1960 to 1963 in the USA.

FYI It looks like there was also a 432-R at the Tokyo International Motor Show: The Blue 240z seems to have been replaced at some point by the 432R. A few other items were also added to the display.