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Here's what @Yarb is talking about: https://zcardepot.com/products/clutch-hose-metal-tab-frame-rail-510-240z-260z-280z

Tabs not there as I found out when I did my conversion. ZCD has the bracket if you haven’t procured one yet.

The original ballast resistor nominal is 1.3 Ohms . And the original coil spec is 0.5 Ohms. The total nominal resistance of the two in series is 1.8 Ohms. (Page EE-45 of the 75 FSM) I'm thinking that with a 1.5 Ohm coil and no ballast resistor, you're very close to stock. You've just moved the resistances around. And since everyone likes pics:

Haha!! Yeah, I got all excited when I saw someone working on a 260. Then I saw the note about the round tops.

The ballast resistor is actually an early form of current-limiting. Probably too slow and imprecise to allow lower overall resistance. An interesting piece of technology. Kind of a shame that everything today has been shrunk down to microelectronics and computer code. https://hardwarebee.com/ballast-resistor/ p.s. after you absorb the concept of the ballast resistor you realize that you can't just use a higher resistance coil and remove the ballast and get the same result. Pretty sure that I have been guilty of suggesting that in the past.

Didn't do what from the start? The current limiting? I'm thinking that as technology progressed and emissions and performance requirements got harder to achieve, they made the modules better. It takes a couple more components to do the current limit and those components cost a couple pennies. Looking at the insides of the modules, you can see the transition of the development technology from early seventies to late seventies. The early ones are metal can transistors on a PCB that was clearly laid out and taped by hand. And then by 77 they were using plastic case transistors on a CAD digitized board. The technology of both the parts used and the tools used to design that kind of stuff was moving VERY fast. Kind of a transition period in time.

This part of the mystery seems like a bad ignition switch.

That's ridiculous. Nobody in their right mind does that.

My very first 240Z that I purchased when I was in college: HLS30-59523 built in 12/71 and had an L26 Engine (SEE PICTURE) the car's original paint color was 115 Blue repainted Black and the car's whereabouts are still unknown. I 've been trying to track down this car for many years, but no luck so far. Last known location of the car was in Casper, Wyoming. Here are the rest of the 240Z VINs that I have owned or co-owned with my son on two father-son projects: HLS30-64733: 904 White w/ Black interior, matching-numbers; 4-speed; Engine # L24-81097 1/72 (with my son) HLS30-25734: 918 Orange w/ Blk int, matching #'s; 5-speed; Engine # L24-32875 3/71 (w/ my son) *in France now HLS30-40157: 904 White w/ Blue interior, matching #'s; 4-speed; Engine # L24-50262 8/71 *in Australia now HLS30-40970: 903 Blue w/ Black interior, L28 Engine, 5-speed 8/71 HLS30-34495: 918 Orange w/ Black interior, matching numbers; 4-speed Engine # L24-43894 6/71 HLS30-168152: 115 Blue Metallic w/ White interior, L24-176746 (non-original engine); 5-speed 7/73 HLS30-7184: 920 Gold w/ Blk int; was painted Red; L28 and the orig. L24-9707 block; restored to its 920 Gold 7/70 All of the cars on this list were sold. If I could ever buy back HLS30-40157, I would love to have that car back, along with my very first 240Z: HLS30-59523.

First of all, the chart (its from one of the Nissan Motor Co. Ltd. Japan 10 year report books) doesn't give a breakdown including PS30 and PS30-SB Fairlady Z432 and Fairlady Z432-R models, so they are not in that particular mix. The bars on the chart show total S30-prefixed production and the total (Japanese market only) HS30-prefixed production in proportion to eachother. Kats has marked in green the proportions of the HS30-prefixed cars at the top of the '71, '72 & '73 year bars. The numbers on the vertical axis are thousands of units. Secondly, the Japanese market L24-engined models (HS30-S 'Fairlady 240Z', HS30-D 'Fairlady 240Z-L' and HS30-H 'Fairlady 240ZG') were only sold from late 1971 through late 1973, and in parallel with the (four) Japanese market 2-litre models, so their uptake - being more expensive to buy and to own than two of the 2-litre models - was reduced. In fact, a fully optioned HS30-prefixed variant was a premium product in the Nissan showroom lineup. That explains somewhat why the proportions of L24-engined variants are smaller than the L20(A)-engined variants. As Kats pointed out, cashed-up buyers tended to choose the Fairlady 240ZG over the 'Standard' spec Fairlady 240Z and the 'Deluxe' spec Fairlady 240Z-L, probably because of its radical looks and the reflected glow of the factory race cars. By late 1971 the 432 and 432-R were already the best part of two years old, so not 'The New Thing'. The 240ZG itself was a 'Deluxe' model with all the bells and whistles of the 240Z-L, but the addition of that factory body kit, so buyers tended the leap-frog the 240Z-L. All these factors combined to make the 240Z-L a relatively rare choice then, and therefore a relatively rare car today. Yes, there are no hard numbers for the breakdown of HS30-S, HS30-D and HS30-H production. The chart that Kats posted is a rare clue to totals, but it doesn't give hard numbers. The Japanese Motor Industry Association kept records of year-on-year batches of chassis numbers, broken down by chassis prefix. Therefore we know the chassis number ranges for each year of production for the Japanese market HS30-prefixed variants, but not the sub-variant (S,D,H suffix) breakdowns. Such is the mystique - and joy - of the Japanese market variants.

Just to make sure it was clear about what I was asking you to check on your plug wires.