RIP260Z

Yoshi, The flat top carbs are difficult to rebuild and set-up, especially for a novice. And from what I have seen, the re-build kits basically supply gaskets. Setting these up is crucial, and with worn components, not easy. One of the main things that need done is the throttle spindle becomes worn, and this needs addressed...not just a case of throwing on some new gaskets.... spares are NLA as well.

Mitchell, I think I sold Chris the fuel rail... anyway, it is the same as what I have. Mine pictured is an after-market produced one, which I saw sold on Yahoo Japan. I think this is a copy of what was available in the S30 Sports option list, e.g for Mikuni, back in the 1970's. As you see I am running a return line. The return line is smaller than what supplies the carbs. I also put a reducer inside the pipe, the gives something the fuel can pressurize against (rather than running the same dia. fuel pipe) but still let fuel return. I have a small cylinder of brass pushed in, with a 1mm hole drilled through it. I am trying to replicate the system found on the end of the OEM fuel rail. Hope that helps Ian

I don't know about the LHD, but for my RHD S30, I just remove the tach meter (which is simple to do) and then you can get your hand in to the back of the speedo.

The top of the vent tube is, but the bottom that sits inside the diff/gearbox, is not. The arrow on the top cover is meant to line up with the "cut away" side that is in the diff/gearbox. If this is put in wrongly, it would not matter how the top was put on. Have you pulled the tube that goes into the diff out? Cheers Ian

Hi Kats, I found this website a year or two ago, and had the relevant section professionally translated. All very convincing/interesting, but I still want to find other corroborating evidence from other sources. Seeing what some information on the web says (e.g what Goertz has or has not done on some forums/websites, even in Japan) can be wholly wrong and I don't know the veracity of the author or his source. Currently I can only go with what I find written down, rather than the spoken word from someone in the know. Cheers Ian

Mike B, I use the window putty knife method, works well, but does take a bit of effort. I usually find going in from the top of the diff where the diff casing and cover are at different heights, that way you know you are cutting through the gasket. A combination of using the point of the knife and curve blade, keeping the knife vertical and hitting it with a hammer. Just hitting the cover does not work, on all the diff covers I have taken off, they are very well stuck.

Hi Alan, Ah, thanks for clarifying, re-reading it from a blank point of view it leads to ambiguity if not pointed out which direction the statement is intended. From what I can gather so far, this is correct, maybe even finishing the first prototype on the day before the Tokyo show.

Kats, Sorry seemed to somehow miss your questions a while ago. Without sidelining the S30 thread which this is: Not according to Shin Yoshikawa's Toyota 200GT book, the Datsun 1500 Coupe project (e.g CSP311) stopped the A550x project that had been running for a few months. Why, the CSP311 project wanted to be finished to be shown at the Tokyo Motor Show of that year. And according to Shin, the A550X only started again once the CSP was nearly finished, probably the spring of 1964. (as a side note, just about when Goertz's 1 yr contact was up). Yes, need to hear directly from Kimura or someone close on the project. In Japanese Nostalgic Hero (Vol. 51 Nov.1995), which was written with Kimura's co-operation "rumours have appeared that it was Geortz who designed the Silvia and A550X" If the A550X project start before the Silvia and a few months prior, then at an educated guess, the A550X project started on the very late months of 1962/early months of 1963. This obviously started before Goertz was around, so who was doing the design? Kats, I have only scratched the surface of the Silvia design/development, so much yet to uncover...best leave it there and let the thread title discussion carry on.

Andrzej, Here in the UK, there are a few rust free LHD US cars S30's here. These are usually converted to RHD as a lot of original UK market 240z's have rotted away, or spent a lot of time with a welder, so you could get one before it has been converted....

Bear in mind, that the header should be tailored to a specific engine spec, and as the original poster has a 2.4, (and stock?) a couple suggested could have too large primaries, and could/will loose horsepower. e.g. 1 3/4" far too big.

Leaonard, My basic understanding of blow through set ups from a friend who was going down this route, is the carbs need to be "sealed" specially for this. The Mikuni (in the last picture) and the Dellorto 45m carb (on the Lotus Esprit turbo [i think] can stand the pressure as they (like) the Dellorto have an "O" ring on the spindle. I don't think the Webers came in a form like this, unless they have been machined to allow the likes of "O" rings on the spindles. Though stand to be corrected. There is a bit on Hybridz on this.

Andrew, I was me who put the part number and picture up. I think these are now going to very difficult to find, so maybe your best bet (as you are in a dry US state) is visit the junk yards and find the appropiate year car and see if you can get some good second-hand ones. Sorry can't be of more help. Ian

Rebello get my vote, they done my engine. Very helpful, and have a very good reputation.

Saw this advertized here in the UK, seller was after silly money for the 240z and the 260z 2 by 2. Hope you paid very little for it. Good luck

Or maybe Kimura "borrowed" the front styling from the CSP311 for the A550-X?

I brought a set of 15" of these a couple of months ago, as Alan says, very well made. I just love them. Mine are currently off being painted. Pic. is a trial fit to see if the OEM wheel studs will do (no).

Hi Kats, Thank you for the information. All useful, I am trying to write a more correct historical (conception/design/launch) website page for the CSP311. Old Goertz dribble does not help things. Anything else you come across while speaking to anyone connected would be great. Cheers Ian

Hi Kats, I did find out Yoshida did the interior of the Silvia. I have found another name linked to the Silvia project, Ogura Hisateru, but I can't find what his role was. Would it be possible to ask Yoshida what role Ogura did (if any)? Or does anybody know? Regards Ian

Hi Carl, I was trying to hold back from saying anything, as to take away from an interesting S30 thread.... I would (as you know) take what Goertz says with a bucket load of salt. Translated (professionally) from Japanese Nostalgic Hero magazine (Nov.1995 Vol. 51). "Rumours have appeared that it was Goertz who designed the Silvia, Nissan A550X". The article this is taken from, was written with "special thanks to Kimura Kazuo" as an effort at putting the record straight for the Silvia (CSP311) design. It would appear Kimura had as much, if not more input on this (A550X) project as Goertz, especially when you include looking at his actual time in Japan (Goertz), let alone at say, at Yamaha. If you look at the timeline(s), Goertz contract with Nissan was from May 1963, for one year, thus ending May 1964. The A550X project was started just before the CSP311 project, probably the first few months on 1963, then halted (in May) to concentrate on the CSP311 prototype. The A550X was restarted in the spring of 1964. Either Goertz worked outside his contract until the Nissan/Yamaha partnership ended in September 1964 (unlikely), or gave some input, or just happened to have everything done within limited time visits before the end of his contract (one visit?)? Most likely just some input....?

The chassis numbers are engraved for the 240z's as shown here, but what about the later models of S30/S31? Even though mine can't really be made out now, before it was painted, the chassis numbers looked distinctly "stamped". The "font" is all uniform, with the likes of the zeros being just like the zeros typed here, rather than the "egg shaped" ones in the pictures above. The "font" looks very much like the stamping on the chassis plate. Someone got a picture of a much later S30 of the chassis number? Surely somewhere down the line, stamping would have been quicker on the production line? Just adding to the mix, Regards Ian

Well, while reading this thread when it was written, I kept what Alan had said above in my mind. Found a pair new that were for sale on Yahoo Japan and I thought some people would like to have a look it illustrate what Alan was talking about. Cast lettering easily seen on the front of the wheel. Regards Ian

Thank you Alan

Hi again Alan, Been thinking while doing some work, do you have any other photos of this works rally car when Kevin aquired it, pre-restoration (apart from the one in the article when found, above), you would mind sharing with us? This may go in some small way to show the work/dedication Kevin put into this to get to the finished article. Cheers Ian

Hi Alan, I do love the historical side of the works S30's, and thanks for adding a bit more than just the article (the photos above). I got a copy of the magazine, but as usual I wanted to know more, and felt the article could have had more in-depth detail. But considering the magazine is usually home to European marques, it was a good starting point. Cheers Ian

Good to see actual photos of the process. Did you consider using a torque plate for the boring?