Photograph courtesy Nissan
[Editor's Note: This article originally appeared in the October 2015 issue of Grassroots Motorsports. Some information may have changed. Prices have been left as they originally appeared in print.]
The Datsun 240Z exploded onto the sports car scene for 1970 and immediately put the European standards on notice: Change was on the horizon. Suddenly the old guard–cars like the MGB, Triumph TR6 and Alfa Romeo Spider–just seemed a bit, well, dated.
The 240Z’s body looked like nothing else–or at least like nothing else available in its price class. The profile looked like it had been cut by the wind, while the tail terminated in a practical liftback. Sugar scoop headlights were thoroughly modern. The driver faced not a simple dashboard, but a cockpit: Two giant gauges dominated the forward view, while secondary meters were perched atop the center of the dash. Parent company Nissan nailed the bucket seats, while the genuine wood shift knob and faux wood steering wheel rim were perfectly contemporary. For a modestly priced machine, the behind-the-wheel experience felt much richer.
Road & Track’s first road test summed up the car’s enthusiastic reception: “The basic list price of the 240Z is $3526 and at this price it is a super-bargain, with a combination of styling, performance and handling far ahead of anything else under $4000.”
Since that glowing review 45 years ago, the 240Z has aged well. Today the 240Z serves as an older car that doesn’t ask for too many concessions from its occupants. Call it a very usable classic. The shape has aged incredibly well, and while faster cars have since come down the pike, the 240Z can still easily cruise with modern traffic.
Not only did the 240Z help introduce Datsun to American consumers, it has also enjoyed quite the competition record. Peter Brock’s BRE team quickly established the car as an SCCA road race champion. The 240Z has since been successfully campaigned in nearly every other venue, from Baja and drag racing to vintage competition and autocross. Even today’s stance crowd has embraced the 240Z.
The 240Z’s basic body carried on nearly all the way through the ’70s, with Nissan renaming the model as engine displacement increased: The original 2.4-liter 240Z was eventually replaced by the 2.6-liter 260Z and then the 2.8-liter 280Z. With increased displacement came increased weight, though, so those original 240Zs command the most interest. The first cars–those built before June 1972–also came with the desirable SU-style carburetors. Their replacement was the flat-top Hitachi, a carburetor with few (if any) fans. Fortunately, intake setups can be easily backdated.
The collector car world has recently taken notice of Japanese classics, and as a result prices for the absolute best 240Zs have been on the move. What Hagerty insurance says was a $35,000 purchase less than a year ago can now be worth closer to $50,000. Good, solid cars can still be found for less than $10,000, though, so now may be the time to go shopping.
As the name suggests, Classic Datsun Motorsports caters to classic Datsuns. Not only has shop owner Les Cannaday been working on these cars for years, he’s also a nice guy.
These cars can rust, especially around the battery. Check the battery tray as well as the stuff beneath it, meaning the right frame rail, floor and passenger foot well. While you’re there, also look for poor repairs. Check the frame rails for jack damage, too. If the rocker panels are going to rust, it’s by the rear wheels. The sheet metal above the taillights can rust, too.
Many owners have complained of exhaust smells inside the car. If the tail pipe doesn’t run out past the rear bumper, this will happen. Torn taillight seals and worn hatch seals can also let smells into the cabin. How to tell if your rear hatch seal is tight enough: Close the hatch on a piece of notebook paper. If you can just barely pull out the paper, then the seal is good.
Nissan is running out of some original parts, but the good news is that people are starting to make stuff. Vintage Rubber, for example, offers new taillight lenses, bumper trim and body seals. Kip Motor Company also makes new taillight lenses and track rod ends.
The stock brakes are effective, but not wonderful. A popular setup includes the four-piston calipers from an early-’80s Toyota pickup, 1984 Nissan 300ZX rotors, Datsun 280ZX 15/16-inch master cylinder and Design Products custom hubs. This setup fits inside a 15-inch wheel.
Since 14- and 15-inch tires are getting harder to find, 16x7-inch Panasport wheels have become popular.
A 7/8- or 1-inch front anti-roll bar is enough. Anything bigger can rip the mounts.
The 2.8-liter L28 engine found in the 280Z and 280ZX fits inside the 240Z. ZTherapy can help you retain the period-correct SU carbs.
The 280ZX’s five-speed gearbox is also a welcome upgrade, although the automatic 280ZX rear ends needed to complete the swap are getting rare.
Air-conditioning was a dealer option. Classic Datsun is experimenting with a modern setup that uses a lightweight, modern compressor.
Everyone really needs to experience an early Z, especially after driving the day’s sports car status quo. The Z just felt so modern and composed. Great exhaust note, too.
It's good to know that, at least according to Hagerty, you should still be able to find a somewhat-decent example for under $10K.
Top prices went a little crazy, but glad to see the others stay pretty flat.
By the way, back in the day, we watched so many of these get destroyed at SCCA races. Seemed like we’d never run out.
David S. Wallens said:By the way, back in the day, we watched so many of these get destroyed at SCCA races. Seemed like we’d never run out.
That and the 510, right? I've been led to believe they were often treated as disposable.
Colin Wood said:David S. Wallens said:By the way, back in the day, we watched so many of these get destroyed at SCCA races. Seemed like we’d never run out.
That and the 510, right? I've been led to believe they were often treated as disposable.
They were disposable (especially the 510) in Ontario and Quebec Canada, given their attraction to rust. I drove several 510s as $200 winter wrecks... and kept a 240z as the summer car. The floor and frame rails of the '72 240z rusted out in '79 because the original owner had driven it for several winters and my winter storage wasn't 100% dry. Luckily, aftermarket replacement panels were and are still available for both cars.
Gordon
Colin Wood said:David S. Wallens said:By the way, back in the day, we watched so many of these get destroyed at SCCA races. Seemed like we’d never run out.
That and the 510, right? I've been led to believe they were often treated as disposable.
Way back in the day, someone gave us a very decent 510. We did a project car series on it. Tim had to weld in part of a rocker. That was all the required metal work.
Yeah, what a great experience they are.
Just kidding! This was yesterday's ride at lunchtime.
As far as "modern world," I'll have to say that I fit a lot better in the Z4 Coupe I had.
Tried my friends 280Z on for size when we lined them up side by side, and I had to lean a fair bit inboard to keep my head and shoulders from bouncing off the door and window.
Otherwise, cars of equivalent size, if not weight. The 70s bumpers on the 280 actually made it longer than the Z4, even if the wheelbase was shorter.
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