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S30 Works gearboxes: we weren't really sure what to expect as far as condition and composition of this particular box, given that the car was non-op when it was acquired, and the box had been used in competition 50 years ago, followed by several years of street use. Indeed- prior to cracking it open, we weren't even really sure what we'd find inside: a stock box with standard ratios, a hybrid solution, or perhaps something totally custom. Upon opening the box, it appeared to be something I'd label as an "iterative" upgrade from stock- the primary components were stock A-Box 5-speed, with a few internals that were modified from stock, and an "Option 1 Middle Close" gearset. Thankfully none of the unique pieces were damaged, but there were a few chipped teeth on the main shaft, likely due to several hard shifts. Although these chipped teeth may not have been noticed during regular driving, we elected to replace the main shaft with an identical spare from another A-box 5-speed anyways, as a precaution. What we learned about the composition of the box itself is probably not applicable to any other S30 Works gearbox, given that this example is probably one of the earliest surviving iterations built for the 240Z Works cars, and was likely followed by a series of improvements used in the later 240Z's as the technology developed. Included in the unique pieces we found were shift forks made using a different casting (picture 1), and shift rails with additional grooves cut into them to provide some feedback while shifting (picture 2). Also, as previously mentioned, the stick mount is different from stock (picture 3 & 4). So it appears that for this 1970 Works A-box iteration, the Works team made several modifications to improve reliability and gearbox feel, and utilized an available competition gearset, but otherwise kept things the same (apart from a few other small details which I won't dive into). When examined on a timeline, this makes some sense to me, as this car would have been assembled roughly in late summer of 1970, building on knowledge primarily obtained from the 1968 Monte Carlo, and the successful 1969-70 rallying season with the 1600SSS. During this era, I personally don't know of any earlier Works models (SRL311 or 1600SSS) that suffered gearbox failures- anyone know more details? After vapor honing the case, we've got it all back together, and ready for installation (picture 5). I'm definitely looking forward to trying it out, to see if I can feel the difference!

Installed the passenger mirror today Installed M5 rivnuts after this mount plate installed, M5 machine screws Much better!

Thanks Alan, According to the comments of Mr. Uemura and other engineers and styling designers, the 1/4 scale model was tested in the facility of the University of Tokyo. According to the book "Prince/Nissan" Kazuo Higaki (Nigensha), as Alan said Prince used to have a wind tunnel at Ogikubo but it had been abandoned since the end of the world war two, impossible to operate. Just like Nissan, Prince engineers brought their 1/5 scale model to the same place, the University of Tokyo. By the way, 1/5 scale is a tradition of the Prince which used to be as an airplane manufacturer. Nissan's used 1/4 scale... A full scale prototype car was tested in the wind tunnel freshly built at Nissan Oppama Chuo- kenkyujyo (Nissan Central Research Institute) at Dec 1968, started operating from April 1969. Kats Attached picture is testing a Prince R380.

I believe that, after their merger, Nissan had use of the ex-Prince research facilities at Ogikubo, which was linked to Tokyo Daigaku's Aerospace department? I also remember reading that Prince, and subsequently Nissan, had sponsored students in Tōdai's Aerospace department around that period via a bursary scheme. Nissan took over Prince's satellite-launching rocket program, I think? Here are a few stills from one section of the Maru Z Keikaku Suishin Iinkai films. I had believed that this impressive array of research equipment was either part of the full-size Nissan wind tunnel that came on stream in 1969, or was part of the facilities at Ogikubo. We can see both full-size (silver pre-production car?) and scale model research taking place. Maybe the filming even took place at both locations?

All I can say is my stock 240Z started to feel like the front end was flooting at around 90MPH. I put headlight cover on and an air dam and the car feels solid on the road at over 100MPH. As far as drag goes I believe that these changes to the front of the car added about 3MPG. No numbers here, just my own impressions. If you want to talk drag, take a look at the front of my wifes truck in my sig. But the slightly modified small block made it not to noticeable.

We've had a couple of fuel tanks with leaks on the solder joints at the hose fittings so you can't totally discount that. Hoses are more likely. Dropping the tank is fairly easy even with the myriad of hoses. Just disconnect the ones you can see and bring it down slowly until you can get to all of them.

To bad about plugs, the ones that came out don’t look bad. The fan looks good too😁. The rest not so much.. Time to let it go.

Thanks Roo, I have seen the magazine but haven't read through whole pages, thanks! You don't need my drawings but hey, I put it just for fun. I have one interesting story to tell which Mr. Miyazaki told me about "front chin spoiler" later on here. Kats

For what it's worth, Perfection shows a tall collar. Of course, the pictures often don't represent the actual parts. But, it's for the same car, a 79 280ZX. The 06009 is a choice there too. p.s. I had a Perfection for a while but really didn't like it. Stiff pedal and it chattered really bad when it got hot. https://www.rockauto.com/en/moreinfo.php?pk=334529&cc=1209293&pt=1993&jsn=393

@katsexactly right about the engine bay pressurizing and increasing the drag. We spent a lot of time shrinking the size of the openings and also modifying their shape to cut front end lift and drag on my Aston race car. To de pressure the engine bay we vented the bonnet and ran some Gurney flap lips to help evacuate the stale air. I may try it on on old 240Z bonnet I have and see what happens. There is an old article from one of the car magazines over here in the USA that compared various aero mods.

It's kind of funny how many different ways a person can take a measurement on that sleeve and bearing. Using my eyeball calibrated to my computer monitor, and referring back to Post #140, I have to surmise that you have the shortest possible throwout bearing sleeve/collar. Something still seems odd though. That looks like a tall pressure plate. If you look at my picture in #149 you'll see that no math is necessary. That's a straight piece of wood sitting on an ear (hard to see because the camera is head-on to the ear) and extending out to where I could get a clear measurement to the surface the pressure plate is sitting on. With a cheap caliper that reads in metric, so no math. Direct metric measurement from ear surface to plate surface. Anyway, not sure what's going on there. Looks like you'd gain about 10 mm with the longest sleeve/collar. But your math says that still leaves you short.

I hear you. What is amazing is that the rear brakes actually work like that, the parking brake doesn't but the rest does. I haven't got to the electrical system yet🥴 I can't wait.

Hi Roo, Me neither, and also engineers were shocked when they saw the results of Cd and Cl at that time. I will upload the remaining pages. Before that I will try to explain that Mr. Miyazaki told me about how bad the opening front end of S30 was. Just like you proposed, it was the issue of S30 which engineers had to deal with. I will draw a picture by hand, Mr. Miyazaki said S30 front end is so wide that it leads too much air coming through the radiator. Then the air can't go through under the engine because the air was blocked by the air stream which is flowing underneath of the car. At the end, the pressure of inside of the engine bay becomes positive, it pushes the front end. The higher front end gets more Cd worse. This story I think it relates the story of 15mm lower front end of Europe model (except Portugal model). And Mr. Miyazaki even told me there was a test car which had a factory air conditioning coupled with Z432!! (Z432 was not able to make a choice of air conditioning from the factory). During the test of aerodynamics, one day he was wondering why one car had a better value than other cars. The better one had an air conditioner condenser in front of the radiator. Less air gave less lift. That was a Z432. Kats

A little news. The L24 is seized. I pulled the Champion plugs in order to spray the cylinders with Marvel Mystery Oil. At first the plugs looked pretty good, but #4 and #6 snapped in half unfortunately. Now I need some advice. I'm sure some spark plug particles fell in the cylinders. And if I try to remove what's stuck in the threads, more pieces will fall inside. I suppose the only next step would just be complete engine disassembly/inspection, but obviously I will leave that to the next owner and most likely sell it with seized, matching numbers L24. Any more advice would be appreciated.

Since my throttles are taper bore. There isn't a velocity stack that looks classic and is the correct size, so I had these drawn up and cnc cut. Sadly I screwed up a measurement, so they have to get cut again. These are 65mm length stacks, which I think make them look better with the shorter throttle bodies. Thoughts? 865c1107babc421bb8381e64ca3a31b8.MOV

They are glued on before the door panel is installed, cover the open space between the window frame and door.

The seals look like #1 in the top drawing.

The spoiler will be correct for your 12/70 car I think. In Japan, the spoiler was an optional item for any car listed in the brochure. Some other destinations had it as an optional item too. Kats

This is the point of polishing it.