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No, the bracket wasn’t attached during manufacturing of cars with automatic transmissions. Another difference is the shifter opening in the transmission tunnel. If I recall correctly, it is forward of what a manual transmission car would have, by an inch or two. I’ve seen other posts where the swap was done, and the rear portion was cut out, turned around and reattached at the forward end of the opening. Also missing on automatic equipped cars is the stop on the floor/firewall for the clutch pedal.

Thanks for referring my post dspillman, I am glad and surprised that there is such an enthusiastic S30 owner about Japanese version, “ Fairlady 240Z series”. Alan said it all, thank you so much always. I don’t have a thing to add. About my “2600 Fairlady 240Z series “ , I tried re-readings from the book. I am sorry I can’t be more accurate. Total 2560 HS30 series in Japan, that is what I read. But this is just for fun ,please don’t take it seriously, I should say that first in my old post. Also, my comment “ 80% of HS30 series in Japan would be a HS30–H “ this is just my guess. That number came from my entire experience, I review numerous pictures in my laptop and I counted the cars which I have seen in person and saw the cars on internet and books etc) . I am dreaming about to see the documents about production numbers of our cars in the Nissan Shatai factory, but I may not be able to do. I just have fun with this. Kats

FWIW, here is a comparison of 240Z speedometers as shown in the 1970 thru 1973 Owners Manual pdf scans I have collected.

Absolutely. Don't misinterpret my skepticism about location of the resistance (AKA "ballast"). The points you're bringing up are good stuff and completely valid: Yes, having the ballast resistance outside the coil will also keep the heat generated in that resistance outside the coil. And yes having an external ballast resistor allows for the ability to short across that resistance during engine cranking which could help providing a healthy spark even when the starter current is dragging the system voltage down due to it's large load. If the current limiting resistor is inside the coil, you lose that feature. I'm just thinking that if you've got a good enough ignition system such that you can still easily start the car even while the starter load is pulling the battery voltage down .and. you have dwell length in control in such a manner that you are dissipating a small amount of power in the coil, then it should not really matter where the resistance is. Either inside or outside the coil would be fine. But getting back to the OP's application, I guess the question is "Does the 75 ignition module meet those two above criteria?" I've never opened up a 75 ignition module. I've reverse engineered the 77 and 78 and done a bunch of poking around with the matchbox modules, but I've never opened up a 75. I would expect it to be similar to the 77, but I really don't know for sure. Maybe the 75 module design is weak enough that you DO need to defeat the ballast during starting, and maybe the dwell control is looser than the later versions of the module? Clearly by 78 they thought the module was good enough that they could use an internal resistance and eliminate the external ballast.

I can see your dilemma. Ultimately it is up to you, but as you already have a good quality Grande Nose and overfenders (very likely a genuine factory 5-piece kit plus genuine factory overfenders) and it was clearly fitted a long time ago, then maybe it would be fitting to keep it. Part of the car's story. On the other hand, you could sell on the Grande Nose and overfenders and use the money they bring as an assist in a return to factory stock 240Z-L bodywork. Maybe factory body colour (white?) too? Period/period-sympathetic modifications and updates would not be out of place. Glenn Chiou's gorgeous blue Fairlady 240Z-L is a great role model. In any case, I'd like to see more photos when you are ready.

This is a good information, interviews for Nissan engineers about Fairlady 240ZG by Motor Fan magazine April 1972. it says “ talking about ZG, approximately 100 cars a month” As a side note, at that time Nissan Shatai reached making 6000 S30 series cars a month. I think Fairlady 240Z series were made from Oct 1971 to Aug 1973, 23 consecutive months. So 100 HZG x 23 months =2300 HZG ,but I don’t think every month equally made. It must have been slow in the beginning and the end of the production (people would want to wait buying until they see a new car if they were informed about it) . So, 2560 x 0.8 = 2048, approximately 2050 HZG would have been made, just my guessing. I can’t recall exactly but I remember some people said that HZG was made approximately 2000 cars,don’t know how reliable the source was. I love this conversation, interesting! Kats

Download the 74 FSM and start reading at page EF-31 on the carbon canister.

I used J.D. Martinez, flawless zinc plating. He is in Escondido California. He will do shipping. I have a thread with posted pictures. He did all the prep work for me

Busy day. Able to drop oil and additives into the engine today. Installed the starter/carbon canister. now to finalize the hosing and wiring later down the road to fire up for the first time.

Yeah, I've pulled a line and ran about a qt into a clear container, it was clean. It has a relatively new tank (12ish years?)

You are correct, 'S30' equals not just Japan... and therein lies a story (shall we go there, considering this story is often painted as the story of 'the 240Z'?). However, the graph/graphic you are citing refers only to the Japanese domestic market variants. No Export market variants included, because it is intended to indicate what was happening in Japan.

p.s. an aside, kind of - if the resistance is moved to the coil then the heat goes with it. Something to consider. p.s. 2 on the sparking - the fact that spark jumps to the body means that the ignition system is working correctly. You have an insulation problem. Keep the current inside until it gets to the spark plug. p.s. 3 the other stated purpose of the ballast resistor - to allow proper current through the coil when the starter is creating a voltage drop. If you replace the ballast with a high resistance coil you lose that current during starting. In theory the engine should then be harder to start. I'm just pulling out odds and ends. It might be a combination of many things. In manufacturing R&D they typically stop when it "works" and can go to market. Many of the compex systems in automotive are fixes on top of fixes.

I wrongly assumed the entire chart was registered in Japan….. 2600 cars for the entire country ….. over 3 year period. Smack my head.. S30 equals not Japan…..

Is the date code on back 23 01.3? The first digit is hard to make out.

Where are you getting the figure of "175 cars" from for 1971? You seem to have left out the HS30-S 'Fairlady 240Z' ('HZS') model too. In my experience, it is safer - and better for everybody - if we follow the naming/coding structure of the factory, using their 'Katashiki' charts. They can be a little inconsistent if you track them through the different Nissan publications (sales brochures, service manuals, parts lists etc) but there is a logic to them which makes sense to me. Hence I refer to: *'HS30-S' Fairlady 240Z ('HZS') 'Standard' model. *'HS30-D' Fairlady 240Z-L ('HZD') 'Deluxe' model. *'HS30-H' Fairlady 240Z-G ('HZG') 'Grande Nose'/'Aerodyna' model. ...rather than terms such as "HS30L" and "HS30ZG" etc. Note that there are extra suffixes to denote such as Automatic versions too. This is just further conjecture, which is all well and good, but there really are no definitive breakdowns for the three variants of L24-engined models in hand yet. Kats believes - as do others, and at looking from what is left extant in Japan today as much as anything else - that the 'HS30-H' model was the best seller of the three. I'm inclined to agree. However we still don't know the hard numbers, so I believe it is a step too far to be putting numbers like "470", "235" and whatever else out there. Especially when you are extrapolating from a graph which was never intended to give such detail in the first place. Again, I'm going to point out that you have not included the 'HS30-S' Fairlady 240Z 'Standard' model. It would make a good candidate for rarity simply because its de-contented 'Standard' spec was a slightly ill-fitting piece in the jigsaw puzzle that was the Japanese domestic market lineup. So it had the L24 engine (meaning extra purchase cost and extra licensing taxation cost because it exceeded the two litre tax band) but came with a 4-speed trans and very few bells and whistles. Alongside it in the showroom would be an 'S30-D' Fairlady Z-L (conforming to the two litre tax band) with a 5-speed trans and all the bells and whistles (headlamp covers, radio, hubcaps, stopwatch clock etc, even carpets!) and it would cost the new car buyer less overall - and ongoing - than the 'HS30-S'. It hardly looked any different than the more expensive Fairlady 240Z-L, so it would perhaps have made a better choice than the 'HS30-S', hence painting the 'HS30-S' into a corner that made it a rare choice, I'd say. My advice is to just continue to research your car by looking at its details. There has obviously been a lot of customisation in its history, but you can pin down what is 'factory' and what is later addition/modification. Probably the best documentation of the car's original spec would be the Japanese title ('Shakken Sho') but I'm guessing it is long gone? You never know, some research into previous owners - particularly the person who originally imported the car from Japan - might provide some extra clues (it has been beneficial with my own Japanese market cars). Keep an open mind and perhaps don't try too hard to assign hard numbers where we don't know them yet. Fun isn't it?!

10Amp I have a larger one but haven't used it yet

It does appear that the graphed areas between the green lines marked in the 71, 72, 73 columns would equal approx 2600 or so. The 1971 column green markings claiming That 175 cars were “HS30L” and “HS30ZG” of the 3900 total HS30 cars produced for 1971. Likewise 1972 was approx 1200 out of 6500 were the L24 engined cars. “L”, “ZG” Further more that up to 80% of these L24 cars were ZG/HH …. I’m hoping I’m saying this correctly from KATS post several years ago. The source of the 80% number is unknown, and would be questioned if the production numbers were as poorly documented as what I’m reading. I would actually think it closer to 90% would pay for the zg model after jumping the additional tax hurdle of that time. Quick math shows at 80/20 ratio that KATS claims there might have been 470 HS30 L versions total for those 3 years. I we use the 90/10 that I think is possible then the 3 year total drops to 235 Deluxe or “L” models. Rarity never determines desirability for sure, but the argument could be made in my opinion, that the “unknown” to most HS30-L model is the 2nd rarest model of the z/Fairlady z model run…. Behind only the R version of the 432 For the last 45 years, I’ve always been attracted to the gnose version, only recently being made aware of the existence of the L version. Yes, I have just purchased a legit L that looks like a legit zg, but the glovebox says differently. Sunday morning ramblings If discussed in the past with this direction of thought please direct me there. I agree completely with HS30-H “Such is the mystique - and joy - of the Japanese market variants”

I copied a quote from another thread. I didn't add the pictures. Your computer is fine 😉

Nice Corvette, but check out the background…

I don't think the graph was designed to be taken too literally (it is more illustrative of increasing domestic consumption in the sporting car sector) but nevertheless I think the numbers roughly correspond with the graph.

Kats mention a 2600 total, that doesn’t correspond to the graph if in thousands on vertical axis. somewhat confusing

Here are two pics - one without the hard lines and one with them in place. If you can obtain a clutch hard line from a parts car, it should help you to position the bracket on the frame rail. Hope this helps.