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HS30-H

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About HS30-H


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  • Joined: 05/01/2002


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  • Currently: Viewing Topic: Datsun-240z Vs Fairlady-z432


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HS30-H last won the day on October 25 2020

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    72 Fairlady 240ZG ( HS30-H ) x 2, 1970 PS30-SB Fairlady Z432-R replica project, 1970 HLS30U & 1971 KPGC10 Skyline GT-R.

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  1. Oh, and one other thing. It has been said that Nissan are considering the possibility of making this 'Customized Proto' into a Limited-Edition model variant, and they suggested an edition of 240 cars. I think that is disappointing. I do not think the number '240' has any significance in this context. Personally, I would choose 25 as the original series production quantity necessary to homologate the 432-R into JAF and FIA Group 5 Prototype racing class (but maybe not enough to be worthwhile), 270 (although not many people would understand why...) or just 432. In any case, judging by the positive reaction, they should probably consider a much higher quantity. They'll sell!
  2. Hi Kats. I have a theory. Just a hunch, but I feel that the very high profile of Takeuchi san's PZR in recent years has been an inspiration to Nissan's design team. His car has been seen in magazines, videos, blogs, social media posts, indoor and outdoor shows, autocrosses and just generally driving around everywhere. It has even been my personal taxi service on more than one occasion. Takeuchi san is very generous with his time and his car, and many people get to see it. Takeuchi san even joined us here on classiczcars.com and shared his restoration with us. It is one of the most special variants of the S30-series Z range, but it is not locked away in a glass box. It lives! I think the styling team's inspiration for this 'Customized Proto' show car was not just any Fairlady Z432-R, but Takeuchi san's 432-R in particular.
  3. Hi Kats, Amazingly, despite my expectations, I actually like it too. Maybe even love it. Perhaps I have Omicron...!? Some people outside Japan will be missing the reference point, which is:
  4. For use behind 4-cylinder L-series engines. See above answer.
  5. My money's on it being a little bit more of a 'big deal' than the OP thought it was up to now. Did Nissan ever fit the 63A in the S30-series body? Answer: No. Did Nissan ever recommend the 63A as a tuning option for the S30-series body? Answer: No. The 63A was a rough contemporary to the S30-series Z, but Nissan never put them together because it was mainly designed to work behind 4 cylinder engines. I don't understand the logic in choosing to use one in a Z. If the OP wanted a 'Dogleg' shift pattern, he should have looked for an F5C71-B. If he simply wanted his stated ratios and the overdrive 5th, there are much better *bolt-in* options available in the 71-B family.
  6. Indeed. It is worth noting what the numbers '63' and '71' refer to in the transmission model types.
  7. A 63A transmission is going to be too short for installation in an S30-series body, even if fitted with the L-series type bellhousing.
  8. Ah, but relative to Left and Right hand sides of the car, not 'Driver' and 'Passenger'... And of course, all this is Domino Effect. The fuel tank is offset to the Right hand side because the exhaust is on the Left hand side of the car, because the exhaust manifold is on the Left hand side of the engine. Design Concession in action.
  9. That's for the 44PHH upgrade (over the 40PHH) on the S20 engine in the PS30-SB. The #2 in the parts list and diagram (16177-A0220) is the solid, phenolic insulator. Same type as stock on the S20 engine, just bigger.
  10. So, isolators commonly required on fours, but much less so on sixes. On other marques & models I've been familiar with over the years (quite a lot of Italian, French, German and British stuff), rubber/metalastik isolators, MISAB plates (basically a gasket with an O ring in it) rubber bobbins, contraptions like the dreaded Thackeray Washer and all sorts of other funnies were dreamed up in an effort to mitigate heat soak and fuel frothing. Almost always on inline fours, with their inherent harmonics. I think in most cases they are just not necessary on a Nissan L6.
  11. 'NISMO' is by definition 1984-up. Pretty late L6-wise. I don't recall Nissan ever supplying them for the L6 until at least (off the top of my head) 1976-ish? That's a long time with the solid phenolic type, which they tended to use on the Works cars by the way. They have a reputation for moving around too much when they get hot. And on an L6, they get hot. They also de-laminate, crack and otherwise react badly to certain fuel additives. Other than that I love them... 😉
  12. Surprised to see you intend to use that type of rubberised insulator on a six. I don't recall Nissan ever using anything other than the solid, phenolic type insulators on the sixes. On the L4 yes, but not L6.
  13. You can ask him, as I have a hunch (just a hunch....) that we know him very well here on classiczcars.com 😉
  14. But since when has (as mentioned in the BaT comments) the rather slippery concept of a "95+ Point Concours Restoration" become the standard by which a respectably refreshed daily/occasional driver level car should be valued? I don't know about anyone else, but I don't count the hours the work on my cars takes. It's a pleasure I'm happy to pay for when I can afford it. I don't tot up the hours I spend drinking beer, reading books or listening to good music either. I reckon many (most!) of the cars I've owned and sold have been negative equity propositions if judged purely in monetary terms. Well, so what? I enjoyed them when they were enjoyable, and was frustrated by the ones that let me down. That's the hobby. But the narrative from these over-invested grifters is that the only way is up, and they appear to judge the success/failure of ownership on whether they've made more than anyone else by bailing out at the right time. They're not connoisseurs, they're braggards. They don't hype these sales for the love and understanding of the cars.
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