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Newsflash for Grannyknot: The race in question was won by a 432-R pretending to be a 240Z so that it didn't get disqualified. You seem to have overlooked the fact that L24-engined cars weren't around to take part in the first ever race contested by an S30-series Z, or the first race won by an S30-series Z (READ THE NUMBERS). If you think you knew better you could pop back to 1969 and tell Nissan just how silly they were being putting Murayama's precious engine into their new American Sports Car as it would only lead to tears and confusion. And really, if the first post in this thread convinced you of anything it only goes to show that you didn't know enough to come to a view in the first place. The facts don't belong to me, and whatever I say about the 432/432-R won't change what they were, what they were homologated to achieve, what they did actually achieve in period and what they mean in context today. It's a key part of the S30-series Z story, despite the efforts of people like yourself who seem to want to diminish it for some unknown reason? What's that all about, really? Isn't it just the fact that you don't like the usual messenger? How about you pop up on one of Kats' threads and tell him his 432 is "not special"...? See how that pans out for you. My prediction is that you might find a few people to 'Like This' but not a lot else will happen. Don't worry though, you're not alone as you have a fantasy conspirator in my parallel universe Porsche thread. He's busy telling everyone that the Porsche 911R (Nissan's reference point for the 432-R) was also "not special", with similar reaction...

@Diseazd Guy, we can put you up in the guest house too! Always welcome...

More to the point, it would have been nice to see it mentioned in the context of your original thread, especially as you coloured it as some kind of L24 vs S20 battle. There was an S20-powered sedan, punching well above its weight, but you didn't even tip your hat to it. You didn't mention the fact that the winning car had been outqualified by four other cars including that GT-R, all of them S20-powered, and hadn't taken the fastest race lap either. Why not? Hasemi's loyalty was firmly in the Murayama camp. At that time he was a Skyline man. He was right in that the 432-R body wasn't stiff enough on its own (it was supposed to have a full multi-point cage...) but ALL the cars we are talking about were 'baggy'. The HS30/HLS30 certainly wasn't hugely better than the PS30/PS30-SB in that respect. Hasemi was talking in retrospect about the engines of course. The LR24 engine wasn't eligible for the race categories that the S20 (both in GT-R and 432/432-R guises) was designed to take part in. The Japanese market wasn't due to get the L24-engined HS30 models until late 1971, so there was no imperative to push the HS30 through domestic race development. Meanwhile, Nissan was gearing up to take part in a selected international rallying program with what amounted to 432-R bodied cars running LR24 engines (they were already testing them, and had one running on the roads around Monte Carlo in January 1970...) except they were running HS30 and HLS30 chassis prefixes (that being what was eligible to race, and what Nissan was selling...), so it's not like Nissan had their own internal conflict about what was 'best' (they had more than one horse for each course...). Some of the shade being thrown at the S20 engine (here and in other threads) in favour of the L24 doesn't seem to take into account that there was very little stock about the race and rally LR24s. I see weight being mentioned, but a full-house LR24 in race guise isn't going to be much different in total weight than a full house S20 in race guise, and the weight distribution of the LR24 is quite different too (much taller, and with a lot of weight biased to one side of the chassis with induction and exhaust both being on the left side). This particular event was hardly apples-to-apples though. In fact, the Oppama team got what they were pushing for and it was something more of a political demonstration based on practicality than anything else. The intra-company wrangling was coming to a head and the way forward was clear. Painting it as some kind of simplistic 'S20=complex rubbish, L24=simple and superior' equation (yes I'm looking at you Grannyknot) is to ignore all those politics and the even more complex battle of wills that was going on behind the scenes. Even JAF were involved, changing the race classes and eligibility rules to suit what was coming. You bet there's more to this than looking at one race will at first reveal. Yes there were crashes, mechanical failures, punctures, the whole gamut. 1000km races are always going to have their fair share of drama and Force Majeure. However your description is overly harsh considering the big difference between qualifying and what happened in the race. Painting this as complete domination by one car is way wide of the mark considering that the win for the LR24-engined car was the politically expedient - and somewhat telegraphed - result on the cards. Like I say, politics... About the swept volume/capacity thing: A 5% increase in homologated capacity was legal for GT-II, so the LR24 engine was running bigger than its stock configuration. Race organisers (and JAF...) were not necessarily party to the exact capacity unless the engine was protested or suspected way oversize, so the capacity was usually recorded as stock.

I changed mine out on a '72, it was a "hard' pedal and the PRMs would rise when I depressed the brake pedal. Surprisingly tough for me and I'm glad I decided not to go with the bigger booster from the 280s, drilling new mounting holes through the firewall. I loosened the MC from the booster and tied it in place with some wire coming down from my ceiling, pulled the old on out and finagled the new one into place. Then the PITA part was getting those 4 nuts on the threads above the pedals. It was tough, for me anyway. $100 for a remanufactured one that I needed to paint black, it was raw metal when I received it. If you can get a new booster, the lines flushed of air with new fluid for $250 that's not too expensive after doing the job myself. I would gladly pay that if I need another one.

Yes, it is definitely well cared for, things are coming apart nicely. Even the exhaust system came out without a sheared bolt head. That is pretty impressive. Today I pulled the motor, transmission and exhaust system. The motor is really pretty clean. I will check through the receipts and see what was done to it. Obviously the head was done. Also has a new water pump and looks like a new smog pump and alternator. I will eventually check the cylinders and see if a block hone and rings would be in order. It looks like the clutch and transmission have also had some work done. There are some markings on the transmission and flywheel that are from a machine shop. Those both look to be in real good shape and probably just need to be cleaned up The fun part in all this is the Z CSI. Interesting to note what items have been worked on, and which items are original. All the little details tell a story. Anyway, here are some pictures from the tear down.

This is a '71 240Z? http://newyork.craigslist.org/que/cto/5955165173.html

I have used 100, 50, 30 and 10mm for my 44mm Mikunis with the 50 and 30s giving the best overall power with an ample amount of space for the filter depending on the engine (L24 & L28 with different heads and cams)

I do a reverse bleed and push fluid into the master to push the air up - works like a charm.

You are - quite simply - completely out of your depth. What - really - what value is there in your first post on this topic? That 'diamond rings and oil paintings' meme is all about the road cars. It still holds true (and don't forget it's usually an answer to somebody telling us that the 432 is "sh*t"). You get something put in front of you about one particular Japanese race (apparently it's news to you too...) and it's like you just realised that a G-Shock tells the time better than a Girard Perregaux. Hold the front page, huh? Perhaps there's a parallel-universe style scenario on a Porsche forum somewhere with somebody saying that the 2 litre Porsche 911R was "dumped" because the 2.7RS was "better". Hopefully the Porsche forum has one or two people who understand just how stupid that is... As for my comments regarding the real story behind that particular race (the context following tragedy...) you seem to have - once again - missed the point. Who said "the winner should not be taken into account"? Not me. Do you know what I'm referring to? My guess is that you have no clue. By the way, if anyone wants to see the original 'net based source of much of this thread, it's from this personal blog: http://vital.sakura.ne.jp/NISSAN SKYLINE KGC10 HP/index.html ...and this page in particular: http://vital.sakura.ne.jp/NISSAN SKYLINE KGC10 HP/S30kei.html ....which means it's already been filtered and weighted with some personal opinion. It is worth taking that into account.

(My bolded highlights) A couple of questions: Who was/is calling that 432R a "lightened 240Z"? The car was entered as an HS30 '240Z' because that was the only way it could qualify for the GTS-II class rules. Putting a different engine in a PS30-prefixed body would have bumped the car up into the R-III class (where they didn't want to be) so they called it an HS30 and stayed in GTS-II. You write: "The L24 had no competition". Had you mentioned any of the other competitors in the race, this might statement might start to look a little more tenuous. Yes they won the race, and that's what the Works team set out to do. However, there's some extra context here if you take into account the fact that pole position was taken by TOHIRA and TERANISHI in the #32 432-R (almost two seconds faster than TAKAHASHI and KUROSAWA in the L24-engined #31 hybrid, who took 5th fastest in qualifying) and they crashed out of the race early after being involved in somebody else's accident. The winning car was run close to the finish by the #54 PGC10 4-door Skyline GT-R of SUNAKO and HASEMI running in the TS-III class, who incidentally turned in a quicker fastest race lap than the winning car, which they had also outqualified. No competition...? I think it's also worth pointing out that framing this event as being one L24-engined car vs six S20-engined 432-Rs is to take it hugely out of context, but that those six 432-Rs were not even equal amongst themselves. The two 'hot' Works-entered 432-Rs were the #32 car of TOHIRA and TERANISHI (which took pole, but was taken out by a non-fault crash) and the #30 car of TOSHIMORI and HOSHINO (which had taken second on the grid but ran into trouble during the race, which cost it a couple of laps). The other 432s and 432-Rs in the race were all privateer efforts in cars nowhere near the development/parts level of the Works cars. The KUWASHIMA / TAKAHASHI 432 was even running steel wheels! "As an epilogue to the race, there was great disappointment for the S20 engine". Huh?! Says who? In July 1970 - the date of the race you cite - Nissan's Murayama works team were already well on the way to record-breaking run of domination in the Japanese touring car championship, and in the middle of taking 40+ consecutive victories. They ended up with 50+ victories with S20-powered PGC10 and KPGC10 Skyline GT-Rs. Your statement is - in this context - complete nonsense and has the whiff of a pre-conceived agenda about it. I find it interesting that you would frame the victory for the L24 (it was an 'L24R' actually...) powered 432-R as some kind of disappointment? Why is that? Nissan's Oppama works team certainly didn't find it a disappointment. Why would they? It was - after all - their car and their engine... Anybody who is seriously interested in the topic of Japanese racing during this period would be well advised to dig a little more deeply than one issue of Auto Sport Japan's '200 Great Races' series for the full story. Big topic.

And Blue, what's the true purpose of this thread? You've titled it "L24 Battles Six S20s. Guess who wins?", but why? You seem to be framing it as a simplistic L24 vs S20 fight, but it wasn't actually anything as simplistic as that. What's your real agenda here? The answer to the question posed by the thread title is, in fact, the latest Works car, with the 'ace' Works drivers behind the wheel... . You might like to remind yourself that the car in question was still in fact a 432R, running all the 432R-specific homologated parts and having the benefit of all the factory team development carried out up to that point. The L24 being installed in that chassis was far (far!) from stock, with special Works-developed crank, rods, pistons, head and many other details, and was running at a displacement of over 2500cc (yes, 25% greater than the S20) allowed by the GTS-II class rules. You can hardly frame it as L24 = great, S20 = $^!#, can you? Not only that, but I don't see any mention of one of the key points; The intra-company politics regarding the S20 engine and the fact that the very recently ex-Prince faction at Murayama regarded the S20 as 'their' engine and had effectively blocked the Nissan Works faction at Oppama from the better developments, updates and trick parts that the Murayama based team were using on their Skyline GT-R race cars. Murayama were not involved in racing the L6, so there was no potential for a reciprocal arrangement. Discussing the race career of the 432R without taking into account any of the Murayama/Oppama politics is to miss much of the point. And with regards specifically to the 1970 Fuji 1000kn race, you missed the elephant in the room for the whole event. Is that because you chose not to mention it, or because you didn't know about it? The big clue is what that particular event was supposed to be, and what cars were supposed to be taking part in it but for a recent tragedy. It had a huge impact on the race, and who/what won it.... It really ought to be taken into account.

The correct term is "Idiot Previous Owner" or IPO. Pretty much every Z owner has the potential to be an IPO in some form or fashion. That is one of the reasons my widow will sell my cars. I do not want to be alive and called an IPO.

Oy! It's becoming clear that a car's best attribute is that PO's have left it alone.

Thank you, Guy. I've had some great mentoring from Philip @Blue, Tim McGovern and others. About every time Tim is helping me, I watch his technique and make inventories of the tools he uses to make a shopping list for my tool chests. Fortunately Wendy hasn't made a direct correlation between Tim's visits and my tool purchases. Yes, that's Randy's engine. He showed me a lot of the BRE parts that he bought last year as well as parts for his other project cars. The BRE stuff is like a time capsule. It was fascinating how they devised parts to stand up to the rigors of racing, yet remain serviceable. I'll let you know when I schedule a Datsun day at the house. You can stop and Charles' (@Patcon) place and convoy down. Make it a long weekend.

So UPDATE : I purchased a reconditioned set of carbs from ZTherapy. Smartest thing I could have done. These things look amazing! We bolted them on. Made sure the mixture nuts on the bottom were turned 2 and 1/2 turns down, started first time. I have since had the car on the road and its drive able. Needs new springs and shocks. But the new carbs have sure made the biggest improvement to date.

I guess I should also post this here.