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With regards to 240z vs 432, I don't have a dog in this fight, I really don't. A few years ago I thought I would track down the specs on the S20 engine and the 432 and 432R because I had heard and read that it was quite a performer. When I found them which only took a couple of minutes I was quite surprised to find how similar they were to a stock 240z, I checked another source, talked to a couple people about it but found the results were the same. Not at all what I was expecting considering the myth that has grown around these cars. Last year I think it was someone started a thread about a 432 that was for sale and the price was quite high so I asked something like "What's all the fuss about anyway, the car isn't that terrific?" Well you would have thought I just accused Mother Theresa of being a whore. One of the main reasons specifications on any machine are so carefully recorded and preserved is so there will always be an objective source of data that cannot not be scued by time, individuals or anything else, specs are the foundation just as much as the blueprints . They allow you to compare apples to apples without someone else's opinion or interpretations involved and that includes mine as well. The apples to apples I am talking about are the 240z and 432 built by Nissan between 1970-73. Vehicles that were produced at the same time by the same company. The markets they were built for or released into at the time have no bearing on the performance that was recorded. I have deliberately not included any specs for the 2 cars in question because I think it is important for the reader to find those specs and read them side by side and draw their own conclusions, I don't know how to be anymore neutral than that. So, if any of you guys find this topic of interest I encourage you to take 5min. out of your evening and have a look at the numbers. For myself, I couldn't care less anymore, the subject is dead to me. I don't come to this forum to feed the troll but I find that is exactly what I'm doing and the worst thing about trolls is not how tiresome they are, it's that you become little bit like them the more you stay in their company, it's soul sucking and life is just too short for that. Thanks, Chris

Might I say, I have nothing to add or for that matter had any useful information to provide to start with, but wanted to commend SteveJ, the Captain and our new member Jason for showing why this is a great forum. A request for help written in a manner understandable to others and then really great replies that even I understood that provided a workable answer. (Insert the sound of two hands clapping) It's been a horrible day and this cheered me up.

By July of 1970, the Nissan Factory Team had entered the 432R in four significant* endurance races. They did very well at quickly reaching number one place in a short period of time: January All Japan Suzuka 300Km (dnf) [it snowed too] March All Japan Stock Car Fuji 300Km (2nd) April Race de Nippon Fuji 6hrs (1st) May All Japan Suzuka 1000km (1st) 1970 All Japan Suzuka 300km (Jan 18, 1970) Car #68 Fairlady Z432R Moto KITANO (dnf) 1970 All Japan Stock Car (March 21/22, 1970) Fuji 300Km Car #20 Fairlady Z432 24 laps Time 39: 36.16 Moto KITANO (2nd) Car #16 Fairlady Z432 24 laps Time 39: 36.43 Masahiro HASEMI (3rd) 1970 Race de Nippon (April 12, 1970) 959km Car #1 Fairlady Z432R 159 laps Moto KITANO / Masahiro HASEMI (1st) 1970 All Japan Suzuka 1000km (May 23/24, 1970) Car #19 Fairlady Z432R 167 laps Hiromi NISHINO / KOJI FUJITA (1st) The next significant race was on July 25 and 26th. It was the All Japan Fuji 1000km Race. 104 teams battled for the 50 slots available for the final 1000km event on July 26th. By this time the Nissan works team had several 432R's configured and other teams had access to the 432R. A total of seven 432R's qualified for the final in the GTS-2 category. This race was particularly interesting as the GTS-2 rules enabled engine displacements up to 2.5 litres. The Nissan Oppama Factory Team availed of this. In one of the 432R chassis, they replaced the S20 DOHC 2.0 litre engine with a 240z's L24 SOHC 2.4 litre. The S20's were further embellished with mechanical fuel injection where as the L24 had triple Mikuni carbs. Due to the fact that all the bodies were the same lightened spec of the 432R, this race became an apples-to-apples engine comparison where a more sophisticated and complex, but smaller displacement, 4 valve, DOHC S20 was pitted against a relatively simple 2 valve SOHC L24 with more displacement.... but it was six against one. As they say in the USA: "K.I.S.S. Keep It Simple Stupid." and "There ain't no replacement for displacement.". Above is the L24 with Triple Mikunis that challenged Six S20's in the very early days of S30 racing. The 1000km race took place during a heat wave with air temperature at 30C (look at the crowd sheltering from the sun in the upper grand stands in the photo above). The race ended after the first car completed the required 1,000km (233 laps). The seven 432R's starting places were: Car #32 Pole Position (Kenji TOHIRA & Takatoshi TERANISHI) Car #30 2nd (Yasumori TOSHIMORI & Kazuyoshi HOSHINO) Car #31 5th (with L24 engine) (Takahashi KUNIMITSU & Motoharu KUROSAWA) Car #28 6th (Saburo KOINUMA & Takamichi SHINOHARA) Car #34 7th (Masami KUWASHIMA & Kenji TAKAHASHI) Car #37 15th (Minoru SATO & Kazuo ISHII) Car #27 20th (Isamu MIURA &) The race had the classic "Le Mans" running start. During the race, a GT-R in the TS class challenged the L24 432-R There were also crashes. Car #27 crashed on lap 35. Several spins: Lots of exciting passing And problems with lug nuts: While in the lead at 5 hours into the race, Car #31 had to repair a broken lug nut that was discovered on a scheduled pit stop. This allowed the GT-R Car #54 in TS3 Class, piloted by the great driver, Masahiro HASEMI, to grab the lead. On Lap 225, the L24 powered 432-R reeled in the GT-R and passed it. After 233 laps of the 4.3km course, the 432R with L24, Car #31, got the checkered flag. It won the race and it won the class. More interestingly, Takahashi KUNIMITSU and Motoharu KUROSAWA in their "Datsun Sports 240 Z HS 30" easily took on, and defeated, six similarly prepared 432R's with S20 engines. Car #31 432R with L24 Engine Wins the All Japan Fuji 1000km Race. Motoharu KUROSAWA(l) and Takahashi KUNIMITSU (r) The L24 in an effectively "lightened 240z chassis"**" finished two laps ahead of the nearest S20 432R competitor. The rest of the S20 432R's finished 34, 95, 146, 198, 210 laps down. The L24 had no competition. It was strong, reliable, and a race worthy engine that proved itself on its first outing in Japan. As an epilogue to the race, there was great disappointment for the S20 engine. The All Japan Fuji 1000 km results were the writing on the wall for the relatively new S20 power plant. Going forward, it was generally not favoured by racers in classes where the L24 could be used. In fact, the following year's 1971 Race de Nippon 6hr was won by a Factory 240z L24 piloted by Takahashi KUNIMITSU & Masahiro HASEMI. If you recall from the top of this post, this is the same race where, in April of 1970, the S20 432 alos piloted by Moto KITANO & Masahiro HASEMI captured its first win. The reign of the S20 was short indeed. Masahiro HASEMI, the former great racer and team owner (who was the first to place first in the 432-R and who placed 11th with the fastest lap in the famous wet 1975 Japanese Grand Prix race at Fuji (Lauda withdraws, Hunt gets 3rd) ) states: that in having raced the Factory 432R's fitted with both S20 and L24 (as a Factory team driver for Nissan), it is the L24's mid-range torque that gives it the advantage when battling S20's. When going off the racing line, torque matters. With the experience as a team owner, he comments that the L24's simple design is easier to tune and to maintain for racing duties compared to the more complex S20. This is why privateers in Japan welcomed it with open arms following its first showing and first win at the 1970 All Japan Fuji 1000 km. HASEMI also comments that he favoured the Skyline GT-R over the 432R. He found the 432R to be too flexible for circuit racing. Note: HASEMI piloted the GT-R in this race that placed second. This placed him first in his TS3 class. A few interesting food-for-thought take-aways: The Japanese Automotive Federation, rigorous in its ways, records the winning chassis to be a "Datsun Sports 240z HS-30" (RHD version of the same chassis shipped to the USA) where as the other 6 Z's are stated to be Fairlady Z432 PS30. So, was the winning Chassis really a 432R with an L24 popped in? Also, was the 432 JAF record missing the "R"? The heavier 240z body exported to the USA was further race-strengthened there through stitch-welding, panel reinforcements, and bracing yet it still continued to win championships for a decade with the additional weight; therefore, was the designed weight savings of the 432R chassis variant along with the accompanying rigidity challenges, lost in the mix? Is it possible the 432R body was designed for, or was just a better fit for rallying purposes rather than track? Notice the evolution to chin spoilers between May and July. I wonder what parallel evolution was going on in the USA? Should the winning L24 & Chassis be renamed from 432R to 231R? S20 engine seems to excel at high rpm, high speed, open track qualifying as per HASEMI's comment that it works well on the racing line and by its favourable qualifying times. * Other races include: Photo TBD. Jun 6/7 All Japan Fuji 300 Mile Race Tournament Masami KUWASHIMA Car #4 Fairlady Z432 25 laps Time 56: 53.98 (1st) Jul.5 6/7 Hokkaido Speedway Yasumori SHINOMORI Car #3 Fairlady Z432-R (PS30SB) 57 laps Time 1:09'51"09 (3rd) Jun 28 All-Japan Driver Championship Round 4 Tsukuba Tournament Masami KUWASHIMA Car #66 Fairlady Z432 50 laps Time 59: 23.56 (2nd) ** 432R chassis was of nearly same dimensions as 240z HS/HLS30 chassis but with thinner sheet metal in places and thicker gauge steel in areas and components requiring it. There were some replacements of parts such as the hood and some glass with lighter materials. It sat ~ 5mm higher than a typical 240z.

http://sfbay.craigslist.org/nby/cto/5963306625.html\ I mean if you want a 280 in Cali, it's not bad at all.

Unfortunately, some people like me can get pretty anal about this stuff. (I apologize in advance) In addition to the clamps, It would be nice to have the radiator and heater hoses braided as well. These are available at http://jdm-car-parts.com/ . I would recommend the smog hoses as well from http://jdm-car-parts.com/, but it appears that the smog system has been entirely deleted. The plug wires are obnoxious with all of the white markings. Better ones are available. I am sure there is more that I am missing, but these are the obvious stand-outs and for me would be cause for reduction of the $70K asking price.

Like this? Sent from my SM-G935P using Classic Zcar Club mobile

Freeze it and tap it in place Sent from my SM-T350 using Classic Zcar Club mobile

It's not much, but it's better than nothing: I believe the wheels were Japanese aftermarket brand 'Jaguar' widened steels rather than TOPY.

Lots of home work !! Kats

"It might make the likes of Grannyknot orgasm into his popcorn" Pics or it didn't happen.

One book, "Swedish-made Peenis Enlargers And Me: This Sort of Thing Is My Bag Baby", by Austin Powers. LOL!!

I wonder if the distributor or ignition system has a fault? Spark scatter at high Rpm, spark scatter causing pre-ignition under load, and intermittent cut out of ignition?

Not duct tape. That is 'Racing Tape', aka '200mph Tape'.

So what you are trying to say is you eat your popcorn unseamened.

Was there a specific RPM range that it did not like to be within? How do the spark plugs look? Fixing it is where the fun is

I saw the comment about you in the other thread and thought "what compelled him (the commenter) to make that comment, in that manner, referring to grannyknot?" It was completely unnecessary to his point to include you in his comment. Plus, he must know he wasn't welcome in the thread. It was flowing nicely. The internet is a strange place, full of strange people. Edit - tried to find the comment but can't. Maybe Mike got rid of it. Good...

Sandy MacTaggart was a racer of that same time period in Alberta... but I am not sure if he had the 240 at that time. I have seen records of him racing Mini's in the early 70's