HS30-H

If you're referring to the LH-switched handbrake lever, it only* identifies it as an LHD Works rally Z. Not necessary on RHD ones. *'only' doing a lot of heavy lifting in this context...

Here's a UK Z Club forum thread which gives a peep past the smoke and mirrors involved in TV shows of this nature: https://zclub.net/community/index.php?threads/salvage-hunters-classic-cars-280z.29319/ Presenter Drew Pritchard is something of a running joke over here, and this 'Salvage Hunters Classic Cars' series is a spin-off from his antiques & collectables-based 'Salvage Hunters' shows. He usually doesn't have the first clue what he's talking about, makes some inexplicable decisions (like the totally unnecessary metal 280Z emblem manufacture) and the cars often turn out to be All Fur Coat And No Knickers...

I think that would be appropriate if the context suited, but definitely a niche interest. And - as is often the case with Works parts - something of a moving target in terms of evolution. Which version to replicate? There's also a philosophical conflict between original parts and replica/re-popped parts when the originals were never sold to the general public in the first place. Can be something of a minefield. I'm still not sure what I think about all that...

I'm possibly not the best person to answer the question regarding what was available for the LHD models, but - as far as I am aware - the full range of Nissan Sports/Race Option parts, as seen in the Japanese market, were not readily available for buyers in Export markets until Nissan started issuing their catalogues in English. Certain individuals, race and rally preparation shops and dealers got access to the Japanese catalogues through their own contacts and purchased parts privately (reportedly this could often be a struggle...) but it was not until the mid 1970s that this became a little easier. 'Datsun Competition' in the USA seemed to sell a mixture of Japanese made parts and locally-sourced products, and - for example - their 99996-E1140 'Competition Header' for the L6 was certainly a locally-made version with a single merged outlet rather than the typical Japanese 'binocular' twin-pipe outlet. The Works rally cars usually had hand-made exhaust manifolds with the expected creeping evolutionary differences. They were always made in Japan and the cars arrived fully built and ready for the events, even if a little local modification (to suit driver and navigator preference) was performed locally by a combination of Works and satellite team personnel. Because of their position on the cars the manifolds are quite camera shy, but here are some I have captured:

Lovely E4620 tubular manifold, Kats! Talking about the E7275 (later E7276) Race Option megaphone exhaust, a friend of mine owns this one. A rare survivor:

Indeed. I just can't understand where the wires got crossed. This is a promo tie-up between Nissan and Shell. The presenter clearly thinks he's looking at The Real Thing, so who told him that's what was in front of him? Nissan? Shell? Somebody else? And how come he didn't spot the rather glaring and obvious differences? Unfathomable. Meanwhile, back in Japan, '1223' is looking a little annoyed:

Director's Cut re-title: "Seen Through arse"

Clip from Nissan/Shell Juke 'Safari Tribute' promo with giant clanger: https://youtube.com/clip/UgkxJJNZD8xa441B5l_PF6tpOd1rprahTMIs "The actual...." Nope.

That's very kind of you Kats. Thank you. Japanese engineering of the 19th and 20th centuries is a fascinating topic, mixed up with all kinds of politics and social history. A period of rapid changes with extreme highs and lows. I am intrigued by it.

I don't agree with the 'Mercedes engine' (MB design - licensed to Prince - inherited by Nissan after merger with Prince) thing with regard to the L6. We've taken that apart on this forum in the past:

Quite a lot to discuss (nitpick) there..... Worthy of its own thread, I'd say.

Probably later. Either when the engine was complete and signed-off as OK, and/or when it was assigned to a destination/batch of cars. Factory replacement/motorsport L24 blocks were supplied machined, but without an engine number. Seems to indicate the above. No real surprise that engine block casting dates/batches didn't match up with assigned engine numbers in a completely linear fashion. Stack up a rack of block castings and they could get mixed fairly thoroughly as they passed through the stages of being cleaned, machined and built up into complete engines. Last on the rack, first off the rack etc. All coming out in the wash over a certain time period. I wouldn't expect very many "Oh! I just found one down the back of the shelf" type scenes. Batch/shift number I should think? Not enough letters seen for them to be days. Too many to be weeks of the month. QC would want a trace line to help isolate any problem batches.

Yes, December 1969 production-dating QC stamps, and the top number will usually signify the day of the month. Many Japanese companies used a similar QC dating system in that period. In the case of the door catch mechanisms on these cars, they were usually made for Nissan by OHI SEISAKUSHO Co. Ltd. in Yokohama.

PRC

I don't think it's a secret... I was just pointing out that he doesn't physically make them himself. Hence his business will be subject to the slings and arrows that the last few years have brought us all, and - in particular - China's current (re)surge in Covid-19 cases and their rather draconian measures to contain it will have consequences. For example Shanghai, a city of 25 million+ people, has been in lockdown for the past month. This when many other countries and territories have been opening up. There's a domino effect for businesses manufacturing in PRC so communication, manufacturing, shipping (in particular) and distribution will all be negatively affected.

They are made in China.

Banter is one thing, but the data I'm talking about is being presented as historical fact by somebody who clearly understands that it is nothing of the sort.

Another comment on a BaT auction which attempts to re-write history. Why do this? First of all, what is the point in decanting out the '240Z' variants from a timeline which includes the other S30-series Z/'270 Keisha' variants? Is this not - once again - an attempt to make the '240Z' (whatever that is...) some kind of KING? "Regular production chassis serial numbers"? The cars in question were 'Kojo Shisaku' and 'Seisan Shisaku' examples (by definition Prototypes rather than regular production cars), and we have discussed them at length on this forum in the past after Kats showed us the confidential factory documents which listed them. Out of those first fourteen 'Kojo Shisaku'(factory prototype) and 'Seisan Shisaku' (production prototype) cars - the first fourteen cars to be given a unique chassis prefix and body serial number combination - just three of them were 'HL270U' HLS30-prefixed cars. One was an 'H270U' HS30-prefixed car, Four were 'P270' PS30-prefixed and six were '270' S30-prefixed. So what is all this "#1, #2 and #3" stuff? It is nonsense, isn't it? Why is the history of these cars so consistently misreported and misrepresented by people who should (and do) know better?

The car has been dormant for many years according to the description, so not surprising really. Looks like a car with great potential. Hope it finds a worthy new owner.

I am imagining Tamura san agreeing with you. 'Sharp', like freshly-ironed creases in fabric.

I particularly enjoyed this shot from HLS30-03386 on BAT. The almost vertical handbrake/e-brake lever. It takes some effort - maybe even a double-jointed elbow - to get that there, not to mention some sleepy rear brake mechanisms...

Most commonly seen on taxis, as I recall....!

I'm a month short of 22 years. If I had committed pre-meditated murder I would have been out on parole after 15 years...

I just spent some time looking at close-ups from the Holiday Auto magazine photos you showed (thanks!) and comparing them with the other photos of the car I have collected over the years. And now I think you are right. I finally only see THREE screws. I am surprised... Maybe I just kept seeing four because I was expecting to see four? It seems I was seeing reflections in the chrome? But I cannot imagine - having fitted, traded and sold several sets of these covers over the years - that three screws would ever be adequate, because of the shape of the covers. I would not expect them to cinch down close to the headlamp housing, or to seal properly. The car on the show stand looked wonderful of course, but it probably had a lot of fettling and finessing when it came to the lamp cover fit? Thanks Kats. Every day a school day.