HS30-H

The original finish was a metallic gunmetal grey I believe. I think the new ( OEM ) ones you can buy are in this finish too? I've seen the 432-R type on real PZR's in Japan, and the ones I saw were satin black. I believe they were this colour originally - but I'm not 100% sure. I have conflicting reports on that point, and I think the colour may have been changed at some point. My guess is that satin or matt black was too difficult to keep looking clean without constant repainting ( ? ). When I fitted a ( new ) mesh grille on my old everyday driver - the red UK-market HS30 that I turned into a Fairlady 240Z replica - the grille didn't last longer than a few months before getting rust spots on it. They really do have very little paint on them, and what little there is soon gets blasted off by road grit! Of course I live in foggy and rainy old London town - so maybe that had a lot to do with it. Anyhow I'd recommend a thicker and more thorough paint job to anybody buying a new one. A couple of rattle-cans should do the job. Alan T.

Just a quick point of clarification before this thread turns into history..... What is being referred to here as a "NISMO Grille" has nothing to do with NISMO at all. It is also not specific to the 432 model. The 432 front grille ( original part number 62300-E4101 ) was exactly the same as that fitted to the Fairlady Z, Fairlady Z-L, Fairlady 240Z and Fairlady 240Z-L models for the Japanese market. All those models shared the same part number. The 432-R model however had its own unique grille ( original part number 62300-E7200 ) and the main difference was that it had a different gauge of mesh. The replacement Japanese-market model grilles that can still be bought today are the modern version ( OEM remake ) 'normal' versions - not the 432-R type.:classic: Alan T. ( nit picking department )

Yes - he was certainly looking apprehensive about "touch down"! With his current gearing and tyre size, at peak RPM in 5th gear, he would have been at around 120mph or more when the picture was taken.:cross-eye Unfortunately, a couple of corners later he went off the road and into a ditch. That's rallying for you. Not much margin for error, and quite serious damage for a slight off.............. I certainly hope you don't take it so seriously in your car. Its too nice to bend! All the best, Alan T.

Hi Guus, Great to see that you are using your car in this kind of event. Well done! Thought you might like to see this photo that I received recently. The driver has a funny expression on his face. Apparently he was flat-out in 5th when the picture was taken........... All the best! Alan T.

Hi Ben, Seems that you have had fairly good contact with JANSPEED already. Its very difficult to troubleshoot your problems online. However, as the engine actually starts and runs I'd have to say that you are now going to need to get into the fine tuning of it. It seems to me that the problems can't be that big, and must simply be a case of adjustment to spark timing and mixture. Everything else is just going to be common sense.............. The Janspeed turbo conversion was actually a very simple and trouble-free setup as far as I have heard. There are still a few cars with this conversion being used regularly here in the UK. I'm sorry I don't have any direct contact details for any of these people, however I'm going to send a PM to you with information on the UK "Z Club" where you MIGHT be able to get in contact with a UK-based Janspeed turbo conversion owner. At least you might be able to get some accurate first-hand advice. Good luck, Alan T. Alan T.

Hi Jackboot, Now I understand about your Skyline. If it had been a REAL C110 GT-R I think I would have eaten my chair.:classic: Are you looking for the GRP / FRP / Fibreglass "Overfenders" that would give your car a similar look to the one in your photos? I think that is what you mean. Well - if you have a 4-door GC110 the it gets a little bit difficult. I have seen them in Japan, but they are a really funny shape on the 4-doors and I'm not sure if its still possible to buy them. The ones for the 2-doors are still available as replicas - but there's probably not much call for the 4-door ones. As you are in Portugal, I might be able to help you with your search for used Watanabe wheels. What size are you looking for? Probably not too wide for a 4-door? Let me know. Alan T.

Hi Jackboot, The wheels on the car in your photo are made by a company in Japan called "R.S. Watanabe". That design is their classic "8 Spoke" ( 'Hachi-Spo' ) design, which they have been making since the 1960's. You can still buy this design new - but they are a little expensive when shipping and taxes are taken into account. Take a look at their website for further information: R.S. Watanabe Japan website My 1972 Fairlady 240ZG is fitted with these wheels. You can see images in my Gallery of you are interested. Are you sure that your Skyline is a PGC110 or is that a misprint / mistake? A "P" prefix would signify the S20 twin cam engine, and on the 110 series "Ken & Mary" Skylines this was only fitted on the KPGC110 model. Alan T.

Right - I've been in the garages all day today. I finally had a chance to measure up the Fender Mirror positions from my ZG, and this is what I measured. Bear in mind that I measured to the EDGES of the base ( the plastic gasket that goes between the paint side of the body and the "stem" of the mirror ). I measured to the FRONT of the base for the front-to-rear dimension and to the widest part of the base for the side-to-side dimension. This will not give you the centres for the holes ( I wasn't going to take my mirrors off to measure the hole positions ) but it would allow anyone fitting a set to get the Factory positions by using the gaskets as templates. I think the main point is that they ARE indeed NOT mounted in the same measured position on each side. I can see that this is because they work better that way. The mirror on the passenger side ( in an RHD car ) is further toward the rear of the car and further away from the edge of the Wing / Fender to Bonnet / Hood joint. With the limited adjustability of the mirror faces, this positioning must allow for a better angle of vision I suppose. I would recommend that anyone fitting them to an LHD car either transposes these dimensions from the RHD configuration, or thinks long and hard about where they are going to drill their holes. Apologies for the crap 'etch-a-sketch' style line art........... Alan T.

Hi Steve, Just PM'd you with regard to data on the UK-market cars and where you might get some joy on bulk figures. I know the data for a lot of cars is held in one "Register", and its just a case of getting hold of this document and manually transposing it. Its not an official Nissan / Datsun document; it was made by enthusiasts who set themselves a similar task to your own. I don't think its complete or up to date, but it will surely be a help? Will send you my own numbers over the weekend too. All the best, Alan T.

Benoit, Did you manage to get in touch with Janspeed? You have asked about the Janspeed turbo conversion on here a few times now, and it makes me wonder how far you actually got with Janspeed. Its no use trying to e-mail them - I don't think you will get any response. As far as I know, they do not have an e-mail address that is for the use of the general public. I think I advised you to try contacting them either by telephone ( if you feel confident enough about your spoken your English ) or by letter. I think if you tell them about your car, and you quote the conversion number ( from the Janspeed plate in the engine bay ) then I think they might be able to help you. However, this is something that they sold MANY years ago - so you will have to talk to the right person inside the company. Most of the younger staff will probably have no idea what you are talking about. This conversion was made before many of the technicians there were born! Failing that, I can try to get the information that you need from them on your behalf. I'm willing to give it a try if you tell me what you need to know. You need to be specific about your problems and you have to be sure that you are not blaming other more basic spark and fuel problems on the Janspeed parts. Also, how do you know that the turbine itself is still in good condition after so long being unused? If its a Micro Dynamics control unit, then what do you need to know? Again - it might be a good idea to try contacting them direct. You will at least need to try to identify the part that you are enquiring about. Does it have a design or model number on the unit? Alan T.

Interesting points there, 26thZ. I've often been told by people who were involved with the manufacturing of the Z and its components in Japan that the sudden boom in US / North American sales demand took them completely by surprise. Of course, they were hoping that the Z would sell well in that market - but it was never a 'done deal' and they had a hard time keeping up with demand once it started to get really popular. I have seen some of the early USA marketing stuff and I can see that the promotion of the car was at first rather conservative. In my opinion, Nissan's US operation somewhat underestimated the aspirations and expectations of many of the S30's buyers for their territory. It seems clear that many of the decisions regarding the spec of the USA market cars were greatly influenced by NMC USA and Mr Katayama in particular. I quite agree that some of the details of the USA market cars were influenced by cost considerations, but that's not the whole story is it? Making lower rate springs, and 'softer' bump and rebound rates for the dampers costs no more or less than making the specs that the other market versions used. Additionally, its clear that even the Japanese domestic market cars were subject to cost-cutting and design concessions - but they still got the opportunity to buy a model that was equipped with a close ratio 5-speed transmission right from the release of the car in 1969. In my opinion, NMC USA slightly underestimated the knowledge and sophistication of its potential market. If they were hoping to poach customers from the British sportscar crowd, as well as the American Muscle Car and Italian Exotics crowds, then they could have been a bit more bold and made the spec of the USA market cars a little less conservative. That it was such a huge success anyway makes it rather difficult for me to follow through the theory. As a "what if..." it is all rather irrelevant - but nonetheless I find it interesting to wonder out loud what and why. Alan T.

Good point, Zedrally. I should have made it clear that the 'default' transmission in most other Export markets apart from the USA / North American market was indeed the 5-speed. However, I don't think its 100% true that there was "no option" apart from the race and rally boxes. All the parts data I have for the UK and Australian markets suggests that buyers in these markets DID in fact have the possibility to specify that the car they were buying be fitted with the 4-speed transmission. The key point seems to be that most dealers were not aware of this fact or did not bother to inform their customers of the fact. I would be surprised if even ONE buyer in these markets decided to have a four-speed instead of the standard five-speed. I'm sure that to most minds the 5-speed would have seemed a better choice at the same price. I've always thought it interesting that the Japanese domestic market got such a good choice of specs, but that the Export markets seemed to get one spec choice only. What's even more interesting is that the USA / North American spec. was pegged with the 4-speed ( or Auto ) and its corresponding diff ratio, while all other Export markets had the 5-speed ( or Auto ) and its corresponding diff ratio - along with the other detail differences that made the USA / North American markets 'softer' than the other Export market models. Clearly that was a marker as to what Nissan and its local importers thought the public in those markets were looking for in these cars. You'd have to wonder whether the default 4-speed was the 'right' decision for the USA / North American market - especially in the light of so many 5-speeds being retro-fitted to cars that were previously 4-speed equipped when new. I don't see or hear of many 4-speeds being put into cars that were previously 5-speed. Alan T.

Yep - Victor's got it. All Japanese market Z's are Fairladies. From October 1969 the Japanese market only had the choice of S30 Fairlady Z or Z-L ( both "S30" VIN prefixes ) or Fairlady Z 432 and 432-R ( "PS30" VIN prefixes ). Fairlady Z and Z-L had the L20A engine and the 432 and 432-R had the S20 twin cam. Both were under the 2 Litre capacity limit. The 5-speed transmissions ( FS5C71-A ) were standard on the Fairlady Z-L, 432 and 432-R and optional equipment on the base-model Fairlady Z. From October 1971 the Japanese market got the additional choice of the Fairlady 240Z, Fairlady 240Z-L and Fairlady 240Z-G ( all "HS30" VIN prefixed ) which had the L24 engine in twin-carb form - much like many other Export market Z's. Again, most models had the 5-speed transmission ( the FS5C71-B in these later cars ) with the 5-speed as an option in the Fairlady 240Z base model. Victor's question about your VIN prefix is key. It determines a real lot - but not everything! Please try to stop thinking of the 5-speed in the car as a "Roadster" 5-speed. In some ways I can understand that line of thinking, but the "A" 5-speed was not JUST a Roadster box in other markets. That's just the ( understandable ) American perspective. All other markets apart from the USA / North American market got the choice of the 5-speed transmission right from the beginning of sales. Good to hear of another Fairlady "on the run" in the USA! Was it a souvenir brought home by a US Serviceman / woman? Alan T.

Good question................. Since the Japanese domestic market mirrors are mounted in pre-drilled ( pressed ) holes in the fenders, this is probably not something that is usually a problem. When I mounted the mirrors on my previous everyday driver ( the red UK market car ) I drilled the holes for them after measuring the positions from my ZG. I certainly can't remember seeing anything official from Nissan that gives measurements for these positions. I'll have another look through my literature and see what I can find though. What I CAN do is measure the positions from the ZG again. As far as I remember, they are asymmetric; that is, one side is in a different position to the other. I think its the driver's side that is CLOSER to the driver than the other - so you LHD guys might have to take that into account. I guess the measurements could be transposed to give an LHD set of measurements. This is not something that is immediately apparent, but its true - they really are asymmetrically mounted. These mirrors magnify quite a bit, and you can have a REAL hard job getting the actual mirror part pointed where you want it. They are so far away from the driver that a very small move of the mirror angle makes a BIG difference in what you can see in it from the driver's seat. Once they are right, you screw them up tight and theoretically forget 'em. You can't see as much in them as a door-mirror, but you get used to it and learn to trust them. Its actually quite good that you don't have to move your head much to use them; just a flick of the eyes. I'll go to the garage over the weekend and try to take accurate measurements for you from the ZG's mirror positions. All the best, Alan T.

........and here's a close-up of the sprung base and the black plastic stem mount. You can see the size of the holes that you need to drill by looking at the shape of the black plastic stem mount. This goes on the outside of the fender, and the sprung base goes on the inside ( under the wheelarch ). See the hole size? Alan T.

Hi BW, If you are talking about the Japanese domestic market fender mirrors ( the genuine Nissan parts ) then you DON'T have to take off the fenders to mount them. You should be able to get good access to the mounting area by jacking up your car and taking off the front wheels ( make sure you do this safely and don't leave the car on the jack while you are under it ). Unless you have the aftermarket plastic splash-protectors under your arches, then you should be able to get to where you need to be. These mirrors mount on a sprung base ( it was sprung for pedestrian safety ) and the sprung base goes underneath the fender. There is a rod which passes from the mirror stem through the plastic mount base and into the sprung base. A simple nut secures the mirror stem to the sprung base. The problem is that proper mounting of the plastic base requires you to drill one BIG hole and one small hole in your fender top sheetmetal. Some owners are reluctant to do this. The Japanese domestic fenders came with these holes pre-drilled from the Factory. If you are talking about an aftermarket "bullet" style mirror, then you would simply have to drill the holes that mount the base through the sheetmetal. You could nut these up underneath the fenders in the same way. Without seeing them however, its difficult to comment. Here's an "exploded" view of a Japanese domestic market fender mirror for your delectation: Alan T.

Hi Brian, Dream on. The head of the S20 engine ( found on the PGC10, KPGC10 and KPGC110 Skyline GT-R's, and the PS30 and PS30-SB Fairlady Z 432 and 432-R ) will NOT fit any L-series sixes. Apart from the obvious issues of water and oil passages not coming even close to lining up, you have the problem of turning the oil pump and distributor drive from the L-series crank to fit the S20 head's arrangement. Also the problem of adapting a single OHC chain drive to a double cam arrangement with a completely different chain tensioning system and length. You'd be looking at different pistons, modified to make use of the S20's hemispherical combustion chamber shape too. There are myriad other issues with this idea, and it really is a non-starter. The price of a good used S20 cylinder head alone would probably scare you off before you even got around to figuring what you would need to do to make it fit and work properly. The Nissan "LY" or "Crossflow" head for the L-series six is such a rare beast in Japan that very high premiums are paid for them. The last time I saw an "LY" head for sale in Japan it was for a huge amount of money, and it was not even complete. Also, don't forget that the the proper "LY" used a different Crank, Rods and Pistons from the normal L-series engine. I get the feeling that you are probably looking for more power, but that you aren't really a 'purist' or period tuning parts collector. If this is the case, then you are probably better off trying to get what you want from an L-series engine or going for a later model engine transplant. An RB25 swap would be far more easy and economical than the above options, for example. Alan T. PS - Just in case you haven't seen the business side of an S20 head, here's a picture of mine which is awaiting rebuild at the moment:

Yes - I thought the original theme of the data list was for RHD "Export" cars only? I did not give you my data, as both my RHD cars are non-Export Japanese domestic market versions. I also got the impression that it was for cars that are still "alive" ( as opposed to scrapped / junked ). Sounds like the job of a life-time, but very well worth doing nonetheless. Any extra data on the RHD cars is always worth gathering. :classic: Alan T.

I just happened to be watching this thread Guus. Don't expect it to work every time! I really ought to be WORKING on my computer instead of dropping in here every now and then for a 'tea break'.....:classic: Alan T.