As the lead photo so well illustrates, Z is for zoomy.
The Datsun 240 Z is a significant car, not only because it is an excellent car; it is a revolutionary sports car as well. Until Datsun introduced the 240 Z in 1970, sports cars were divided into two types: the thunderous American muscle cars (Cobras, Shelbys and Vettes) and squeaky, leaky British types (MGs, Triumphs and Healys). The concept of a light, fast, great handling, reliable, comfortable and economical sports car was almost unheard of in 1969. Then Datsun introduced the 240 Z.
Americans forgot their old prejudices against the Japanese, and bought the little Z cars like crazy. People waited as much as six months to take delivery of one of their own: They paid premiums well over the advertised price of $3671, and they took whatever colors they could get.
Why the excitement? Autocrossers who are still piloting their Z cars around the pylons today will tell you. The car's engine, a 2.4-liter inline overhead cam aluminum headed six, is fast, light, and almost indestructable. The handling of a stock 240 Z is nearly neutral, with only slight front weight bias; minor modifications correct this problem. The reasons for this great handling include a fully independent rear suspension, McPherson strut suspension, and rack and pinion steering. This design, common today, was revolutionary in 1969 on a car in this price category. The Z had a good braking system also, that included power-assisted disks in front and finned drums in the back. Shifting was through a not-so-spectacular four-speed. A five-speed was available as a rare dealer-installed option. The final drive ratio was 3.35 to 1.
The Z car's interior was well equipped too, with sporty, if not overly comfortable bucket seats, rear window defroster, wood rim steering wheel and full console. In fact, the Zs were so well equipped to start that there were very few options available. These options included air conditioning, automatic transmission and upgraded radio.
The 240 Z was truly a well-made car. It was tight, comfortable, and everything fit well compared to the sickly American cars of this period. However, the Z's did have one enemy: Rust. The quarter panels rusted so badly that they were recalled only a couple of years into production. This proved to be a major embarrassment for Datsun. They tried to remedy the situation on later models, but with little success. In addition, the car had problems when it overheated. As mentioned earlier, the drive train was indestructible–unless it overheated! If the aluminum head got too warm, it would warp. The repairs (grinding the head, new head gasket, torquing it back down) cost $300 to $500 even if you did the work yourself. This problem was made even more serious by the fact that the car had an above-average tendency to overheat. Warm climates and/or the air conditioning aggravated the problem.
Another major problem with the early Z cars was caused by our government regulations. Datsun tried desperately to meet the increasing emission regulations that encroached upon all manufacturers in the early '70s. Their smog equipment. The early '70-'73 240 Zs are considered to be the best and most collectible of these cars.
How does the 240 Z stack up as an autocross car today? Not bad at all. The Z cars can run in C stock or A street prepared, depending on the modifications made to the car. Admittedly, Mazda's RX-7 seems to have perfected the concept started by the 240 Z. The RX-7 is one of the Z's toughest competitors in both classes, and has the advantages of youth, better handling and more comfortable driving position on its side. On the other hand, the Z's initial solution was to change carburetors on the '73 and '74 models. Designated F6 for front and R6 for rear, these carburetors were an absolute disaster; they caused their owners untold amounts of trouble and frustration.
It is this increasing government regulation that caused Datsun to move from the 240 Z to more power with 260 Z in 1974, and then to the 280 Z in 1975. But most experts will agree that the increased power could not offset the increased weight of the required bumpers and increased horsepower, combined with some suspension and brake updating, keeps things very competitive. Specifically, hard rubber rack bushings, a solid nylon steering coupler, high performance struts and Ferodo semimetallic brake linings perk up the Z's handling enough to make it a mean autocross car.
In addition, Z cars are plentiful and relatively inexpensive, ($1500-$3500 for a decent one, and up to $5500 for a good-as-new car). Parts are still available from the factory, ·and there are lots of aftermarket suppliers (see list of suppliers at the end of this article). This author autocrosses an early '71 240 Z in C stock quite successfully. Whether you own a Z car, have just driven one, or have just been beaten by one at the autocross, you'll have to agree that the 240 Z has what it takes to become a legend … and will.
As the lead photo so well illustrates, Z is for zoomy.
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