Datsun 240Z/260Z
In 1969, the Datsun 240Z was launched. Japanese manufacturers were
still struggling to find a footing outside their home market. It was
only three years since Daihatsu with the Compagno and Honda with the
S800 had both proved just how difficult it was to find the right car.
Datsun had already achieved several years of sports car manufacture
behind it.
The Datsun 240Z proved very popular with demand outstripping supply
for a time. It appeared that in 1969, Datsun had just suddenly
launched a world-beater. The company had been developing sports cars
since 1959 with what would become the 'Fairlady'. By 1961, this had
evolved into the SP213 form. Though it boasted only a 1.2-litre
engine, it didn't produce much grunt.
By 1967, the 'Fairlady' or 'Sports in America', boasted a 2-litre OHC
engine and sales stateside began to increase.
The Datsun 240Z was developed firmly with the American market in mind after
this initial success. A Japanese team worked hard to build the right
car. It would have a 2.4-litre 6-cylinder engine with single overhead
camshaft. Steering would be by rack-and-pinion and suspension was
independent all-round. The moment that 240Z customers got behind the
wheel, the 240Z became popular. This was a driver's car and it proved
to be the ideal replacement to the Austin Healey 3000.
Prices were competitive, in the United States, the 240Z cost the same
as a TR6. Therefore, much less than a Jaguar E-Type. In the UK,
initial success was tempered slightly by the panicked introduction of
import quotas. In the misguided belief that people would then
continue to buy out-dated MGs and TR6s
Now the classic car world has started to appreciate those early
Japanese classics. While purists will always flock to the 240Z. A
260Z is a better bet if you are on a budget. The Z range gradually
got heavier and deviated away from the real sports car principles of
the original. The Z formula was a success with the 300ZX Z32 of 1989
and again with the 350Z in 2002.
Many 1970's Japanese cars have a reputation for being bland and not
that great for handling. But the Datsun 240Z is a classic sports car
that has stood the test of time.
The engines on these old Datsun's can achieve more than 400,000 miles
if looked after. That means oil changes at least every 6000 miles,
using 20w/50 semi-synthetic oil. The 240Z used Hitachi carburettors
that were actually a licensed SU design. They generally stay in tune
very well. The 260Z used a different carburettor design but many
people often fit 240Z carbs for instant improvement.
The Samuri engines used a modified cylinder head to boost power up to
around 200bhp, or more with further carburation tweaks. The basic
engine, a diesel version, some use the diesel crankshaft to handle a
lot of power. A genuine Samuri is difficult to find as there are no
official records kept. The Z register has a Samuri section and will
do its best to help members who think they might have found one.
The 2+2 can handle adults in the rear, but it's a bit claustrophobic.
The seat can be folded down to make room for luggage.
The bushes can wear out quite fast and while some like nylon
upgrades, they can put strain on other components and cause
stiffness.
Back then, you could still order shock absorbers directly from
Nissan. Now however, it's after market options only, though a company
has recently started selling replacement springs for £30.
Unfortunately, these Datsun's like to rust. Even during the 1980's,
Japanese manufacturers hadn't solved the problem with rust
prevention. There is no built-in rust protection. The steel is quite
thin too, in a bid to reduce the weight.
Rot can attack practically everywhere, so a full bumper-to-bumper
search for the rust is wise. Key items to check are the main chassis
rails, the two box sections that stretch right from the rear of the
front seats to the front panel. Given how critical these sections are
to the car's structure, repairs can definitely be difficult.
Floors and inner wings are other areas and with MacPherson struts
being used at each corner, checking their condition is important.
Strut tops are certainly no stranger to corrosion.
The rear flanks will give you a good idea of overall condition. If
they have been replaced, it's difficult to get it right. So have a
look at the rear from several angles to ensure that everything lines
up. Replacement panels are difficult to find, repairs are
commonplace.
The rear light panel can rot but on the 260Z, this is covered by
plastic trim that makes it difficult. One advantage is that many
panels such as front wings and scuttle are bolt-on, which makes
replacing panels easier. ( If you can locate them).
It's not impossible finding a rot-free bodyshell in California,
United States or Australia. One of these places will need a
right-hand drive conversion. You will need the dashboard and wiring
loom from a right-hooker. It's difficult to convert but not
impossible.
Prices for a good conditioned 240Z are a lot higher than the poor
conditioned 240Z's. One of the reasons for that is restoration can be
very pricy. £15,000 will buy you one and you'll easily spend a
lot more on restoring a poor conditioned 240Z.
A rolling restoration project can probably be had for £5000.
Though you can expect that some work will be required. While the 240Z
is a better bet than the 260Z, the 260Z is a more attractive price
tag, especially if you are on a budget. You will rarely have to pay
no more than £8,000 for a good conditioned one.
Datsun's usually mean dull, boring, Japanese cars. The initial Z cars
offer a wonderful driving experience. They are very reliable but you
would have to keep on top of the corrosion. It was known as an
exciting car to drive in its day.
Specifications of
Datsun 240Z/260Z (1969-1974):
Engine-2.4 litre 6-cylinder OHC
Power-150bhp @ 6000rpm
Top Speed-126mph
0-60mph-8 seconds
Fuel Consumption-22-25mpg
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