*This is a translation done by a machine.
Speaking of the Fairlady, it's Nissan's - well, it's Japan's leading sports car. Initially its debut as an open two-seater model, the later Fairlady Z (S30) was a modern coupe-style GT car. Both were hugely popular, mainly in the North American market. It is still supported by many Americans under the nickname "DATSUN Z", and the owner event "ZCON" for only Z is held grandly every year.
The S30Z, which replaced the open model SR Fairlady (there was a couple of months of parallel sales), was not initially developed under the direction of the management, but was embodied based on the next generation sports car design created by a small number of elite Japanese designers in the Nissan Design Department, who had reviewed and restarted their business structure. It is an interesting sports car that was developed by engineers after the management decision was made, thanks to its world-class look and function and the support of commercialization from the American market.
For the S30, it was basically an L-type inline 6 cylinder engine. For the North American market, where the image of Nissan cars was expected to be improved, a L24 type 2.4liter SOHC engine was prepared, but the Japanese version was an underpowered 2 liter SOHC, and instead, a high-performance version of the Z432 was set up with a 4 valves, 3 carburetors, 2 camshafts S20 type 2 liter inline 6 cylinder DOHC engine, which was not available for the American market. After that, a 3AT version was added, and the 240Z series with a 2.4 liter version was also available for the Japanese market, and the 240ZG, a model exclusively for the Japanese market, finally appeared.
With its sharp-edged Grand Nose and overfender, the 240ZG quickly became a fan favorite for Z fans, and many of its cars were converted to ZG and works fender specifications due to the overlapping work race car image.
The real 240ZG is now a collector's item representing Japan's old automobile society along with the Z432.
In 1973, the interior and exterior were changed and minor changes were made to the exhaust gas measures, and production of the 240ZG and Z432 was terminated. In 1974, a 2by2 model was added with an extended wheelbase and roof to make it a +2 seater. Just at that time, due to the oil shock and exhaust gas regulations, the later Z gradually lost its fangs as a sports car, and the S31 model, which was introduced in 1976, became the last model. The North American specification, which started with the 240Z in 1970, has increased the engine displacement to 2.6 liter and 2.8 liter to compensate for the power down caused by exhaust emissions.
The S30 was eventually manufactured until 1978, with about 530,000 units sold worldwide.
|Q&A with owner A and Jun Nishikawa!|
Nishikawa (The following is written as "N"): This is a very rare Preservation (no restore) car for 240ZG. What kind of background does the car have?
Owner A: It's a 1972 model year no restore car, just like the orange 240Z, so it's a great car to compare the Japanese and foreign versions of the same age range. This 240ZG was also a one owner before me and has almost all of the records.
N: I checked earlier, and there were a lot of detailed notes, such as what the previous owner noticed immediately after buying it.
A: The previous owner seemed to be a very meticulous person, and that's why there are still solid documents even though the car was not restore, anyway there are a lot of detailed records, including the attached documents as well as the receipt at the time of purchase, maintenance records and bills, the owner's own notes and ideas for future measures.
N: It sounds like a lot of fun just reading it.
A: There is even a record of a repair that was done after it was rubbed a bit.
N: Speaking of which, there was a mark of repair on the left side.
A: Yes. There were a few more such repairs, and unfortunately they haven't been fixed very nicely, but I guess they didn't spend money on this kind of repair back then.
N: Come to think of it, when I was a student, I bought a repair kit for a holts and did it by myself as much as possible.
A: That's right. There is a record of such repair work, so I think this is also the history of this car, so I didn't repair it neatly.
N: The ones with original paint are rare and valuable now. I think it's a good decision because many people all painting everything.
A: However, the repair is only superficial and there is no problem with the function. I don't think it will be difficult because there is no accident history that affects the skeleton, and even if the next owner does a full-scale restoration, there will be no corrosion or bending of the frame.
N: I also took a peek at the undercarriage and it was really beautiful. You've taken good care of your driving, haven't you? I did a restoration project on a ZG once, but most of the cars could not be used except for the roof. There is such a difference depending on how the previous owner used it and how he stored it.
A: The nose is a place where you hit it especially often, so many cars have been replaced, but this car's nose is the same as it was at that time. It is slightly warped due to aging, but it is also a proof of the originality.
N: It keeps its beautiful shape. But why is there a big gap between the headlight cover and the bumper?
A: People often say that, but it has been like that since it was a new car. If you look at a catalog or a poster, you will understand.
N: That is the proof of authenticity.
A: That's right. Rather, a car that fits neatly with no gaps means that it has a ground nose made outside of the company.
N: I see. Still, I feel that the debate over the authenticity of the 240ZG has become a regular thing.
A: If you put the genuine ZG parts into the 240Z, it will look just like that.
N: Is there a way to identify the real thing?
A: The important thing is the vehicle inspection certificate. It cannot be judged only by the type of HS30. Because it might be 240Z. What you should check is the real 240ZG 5MT car if it is marked "0070" in the classification number (Editor's note: 3AT cars "0100").
N: Is there any other proof that this car is real?
A: The shape of the ribs on the back of the center panel of the grand nose, as well as the individual parts can be seen, and it is also a feature that the special towing hook is properly left. The FR/FL and RR/RL identification stickers remain in their original state on the back of the overfender. In addition, the rear bumper is left with a ZG-exclusive gunmetal gray (semi gloss), and there is no evidence that the center rubber stripe has ever been removed.
N: That's something only maniacs know!
A: And what most people don't know is that on the underside of the grab box, which is usually invisible, is marked "H-H" in white chalk. I believe this refers to the HS30H, which is a 240ZG model, and I have confirmed this on several genuine 240ZG cars. My guess is that they marked "H-H" when assembling the dashboard to make it easier to identify it and to prevent installation errors. By the way, the automatic transmission version written "torque converter" and the Z432 written "PS30".
N: I see, it's profound! And when I took a test drive, the ride was very comfortable. I even thought it was better than the full restore car I have ridden before.
A: The engine of this car spins surprisingly smoothly. The E88 head (compression ratio) is 8.8: 1 and the transmission is FS5C71B which is the 2nd generation 5 speed, and the synchromesh is the same Porsche type as the early 5-speed FS5C71A, with a few modifications. During the development of the S30, the Porsche synchro was highly praised by the technical team for its strong synchronization ability and the feeling that is preferred by professionals, and as a result, the company was able to overcome the sales side, which was concerned about high costs, and finally adopted the Porsche synchro. However, because of its high synchro ability, which allows an amateur to change the speed even if he/she forcibly operates it, troubles and complaints increased. Therefore, it was later changed to FS5W71B with Borg-Warner style synchro.
N: There is an interesting anecdote only in the gearbox. Did you need to repair something after you bought it?
A: Basically, it was not. However, it was mentioned earlier that the previous owner had left various notes on the car, and some of the notes contained good countermeasures for areas of dissatisfaction. For example, there was a "Review of rear stabilizers". So, since it came to me, I have installed the genuine rear stabilizers. From what I've heard, it wasn't an option at the time, but there were a lot of genuine parts that could be installed depending on the consultation with the dealer. Since the rear stabilizers bar is now standard on the Z432, there were pre-existing brackets to install it on other grades as well.
N: Once again, what is the appeal of the 240ZG?
A: Everything is original, and everything is normal. The seat cushion is increased only on the seat surface. The clock is working with amazing precision. Other than that, it has been modified to increase the amount of light from the headlights. This was done by the previous owner, and the light cover of the Grand Nose is not bright enough, so it is a helpful modification that you can drive safely even on a rainy night.
N: It's a preservation car with a nice atmosphere. I hope you can find an owner who will take over with this car story.
Originally written by Jun Nishikawa
Photo by Yukio Yoshimi
Published on April 2020
|Year of Purchase||Jul 1972|