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HS30-H last won the day on July 31

HS30-H had the most liked content!

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About HS30-H

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My Z Cars

  • About My Cars
    72 Fairlady 240ZG ( HS30-H ) x 2, 1970 PS30-SB Fairlady Z432-R replica project, 1970 HLS30U & 1971 KPGC10 Skyline GT-R.
  1. Rolling Shell with no VIN

    Race cars are race cars, but race cars that display TWO numbered identities at the same time are on their way to the scene of an accident. The car in question smells very iffy to me, and some parts of the USA are not far from being banana republics if the comments on this thread are anything to go by. Some of the people posting in this thread would make the rank of Generalissimo in those banana republics. Names have been taken for future reference... Note to self: Do Not Buy A Used Car From _______________.
  2. Series I cars

    OK, a somewhat rhetorical question here: To what exact model(s) and/or sub-variants does the 'Series One' moniker actually apply?
  3. Series I cars

    The main problem is that people use the term inaccurately, and apply it to details and features which don't fall neatly into such pigeonholing. As can be seen on this thread...
  4. Rolling Shell with no VIN

    The Sheriff needs to hand in his badge and the 'Appraiser' needs to get another job. The two of them could get hitched and go to live in a banana republic somewhere. Venezuela might suit them. I think it's fair to say that in any country that takes classic cars seriously - and I think that includes the USA - it's the chassis number stamped or engraved into the bodyshell (by the Factory...) that counts. That's certainly the case for Nissan and the S30-series Z . Door jamb tags, dash tags and engine bay tags are all moveable feasts, and do not trump the firewall-engraved prefix and body serial number combo that was applied by the Factory when the car was being made. Without getting into the philosophical discussion of what actually constitutes 'a car', it is generally accepted that 'the car' in your case will be the thing that has the firewall-engraved chassis number. At this point, it looks to me as though you don't actually have full and correct ownership of that. I'd consider that a big problem...
  5. Series I cars

    That style of rear ARB/'Sway Bar' was nothing to do with Nissan. But of course, Nissan did design and engineer rear ARBs for S30-series Zs right from the beginning of production. They just were not fitted to cars sold in the North American market. It's yet another example of why the 'Series One' and 'Series Two' monikers are all but meaningless when it comes to detail differences on the S30-series Z.
  6. Series I cars

    I like "chassis" and "engine" in particular... When it comes down to it, doesn't this kind of question point to the fact that "Series One" and "Series Two" are fairly nebulous terms, coined well after the fact in an attempt to line up a set of ducks? A set of ducks that Nissan themselves didn't really make much attempt to line up? There always seem to be anomalies and exceptions to the rule, and the 'Series' terms certainly don't seem to work accurately on Japanese domestic market cars or indeed any non-North American market car. The one big difference where a line can be drawn - on a car-by-car basis - is the change from non-vented quarter and vented tailgate to vented quarter and non-vented tailgate. Many of the other small detail differences did not change as part of one single step, so how can the 'Series' terms be applied to them?
  7. Here are images of the three Works SCCN team-entered cars from the '73 Fuji 1000Km race: The No.8 car is the TAKAHASHI/TOHIRA 240ZR and the No.10 car is the SUZUKI/TOSHIMORI 'experimental' test car. The No.10 was repaired and, as I mentioned above, managed to finish the race and place third in the 'R' class. It was a tough race.
  8. It's the works SCCN team Nissan Fairlady 240ZR, shared by SCCN works team drivers Masahiro HASEMI and Kazuyoshi HOSHINO in the 1973 Fuji 1000km race, held on 29th July. Nissan's SCCN works team had entered three cars in the race; two 240ZRs and an 'experimental' modified 240Z (testing new parts for long-distance racing), all in the 'R' class. The two 240ZRs were running bored-up, crossflow headed LY24s on ECGI injection and the other car was running an FIA 'Safari' non-crossflow head, also on ECGI injection. The race was badly affected by typhoon conditions, with HASEMI and HOSHINO crashing out after contact with another car after only 24 laps. The sister 240ZR, shared by Kunimitsu TAKAHASHI and Kenji TOHIRA, crashed out on the 57th lap, but the third SCCN 'experimental' car, shared by Seiichi SUZUKI and Yasunori TOSHIMORI, finished 7th overall and third in the 'R' class.
  9. spare hold down question

    A far as I can tell there's no offset in the hold-down pressing, so the top of the T-handle sits in the same position whether the hold-down pressing is high side up or high side down.
  10. spare hold down question

    Great photos Mike, and I think they bring up an interesting question regarding the orientation of the hold-down. Which way is 'UP'? Many, many times I see the hold-down facing DOWN. That is, with the pressed-out shape of the hold-down facing down and IN the spare wheel rather than facing UP and sticking out of the spare wheel. The T-handle can be used either way, but the (correct?) orientation of the octopus dot-grip side of the rubber would seem to suggest that it is intended to grip the spare wheel. If the dot-grip is facing fresh air then what function is it performing? Nissan themselves seem to have been confused by this. I see both orientations in various factory documentation. For example: ...which I think is the correct orientation. The temptation is to fit the pressed-out shape of the hold-down into the centre of the spare wheel, and it seems to make sense, but I think it was not actually designed to work that way. I believe they dropped the rubber cover for the T-handle quite soon into production.
  11. Coilover Options (Updated 2017 Links, Cost)

    There's more than one set of factory spring rates for the '240', let alone anything else. '240' doesn't mean just one thing... As Jason has pointed out, it would be interesting to see some of the budget end of the market damper units put on a shock dyno. You almost never see any discussion of bump/rebound ratings, knee-points and etc in relation to them. The suspicion is that they are generically-valved with little real attention paid to final application. At least some of them were originally aimed at models with semi-trailing arm rear suspension.
  12. spare hold down question

    The retainer has (had) a rubber ring around it, smooth on the upper side and dot-gripped (octopus-like) on the underneath. The T-handle should have a rubber cover on it too, but they rarely survive...
  13. I.D. This Steering Wheel!!!!!!!

    We are going round in circles now. The grip on your steering wheel is simply deteriorated, that's all. I don't think it's a question of quality. I've seen Izumi steering wheels where the grip has pretty much turned to mush and dust with the ravages of time, UV, humidity, sweat and biological attack. They can have a hard life...
  14. I.D. This Steering Wheel!!!!!!!

    Izumi made (real) wood, composite wood, 'leather-look' Urethane and (real) leather-rimmed steering wheels. Yours is - like the one on my KPGC10 - the moulded Urethane 'leather look' type, with stitch detail.
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