Datsun 240Z to 280Z: The Original JDM Sports Car

Datsun 240Z to 280Z: The Original JDM Sports Car

Before the Supra, before the Skyline GT-R, before the RX-7 and NSX, there was the Datsun 240Z. Launched in 1969 as the Nissan Fairlady Z (S30) in Japan and sold as the Datsun 240Z in export markets, this car single-handedly proved that Japan could build a world-class sports car. It combined elegant styling, a potent inline-six engine, and a price that undercut European competitors by thousands of dollars. The Z-car changed everything.

The Genesis: Why the Z Was Born

By the late 1960s, Nissan (selling under the Datsun brand in the US) had established itself as a reliable manufacturer of economy cars. But the company lacked a halo vehicle, a car that could generate excitement and draw enthusiasts into showrooms. Yutaka Katayama, the president of Nissan's US operations (known affectionately as "Mr. K"), understood that Americans wanted a sports car that was beautiful, fast, and affordable.

The result was the Fairlady Z, designed by a team led by Yoshihiko Matsuo at Nissan's design studio. The long-hood, short-deck proportions were inspired by European grand tourers, particularly the Jaguar E-Type, but the execution was distinctly Japanese. The body was clean, muscular, and aerodynamically efficient. It looked expensive. It was not.

The 240Z (1969-1973)

The 240Z was powered by the L24, a 2.4-liter SOHC inline-six producing 151 horsepower in US trim. The engine was smooth, torquey, and eager to rev. It breathed through twin SU carburetors (US-market cars received Hitachi round-top carburetors from 1971) and exhaled through a simple but effective exhaust system.

The chassis was a fully independent suspension design with MacPherson struts up front and Chapman struts at the rear. This was sophisticated for the era, and the Z's handling balance was widely praised. The car weighed approximately 2,300 pounds, giving it lively acceleration and agile turn-in.

At a launch price of $3,526 (approximately $29,000 in 2026 dollars), the 240Z was thousands less than comparable European sports cars. A Porsche 911T cost nearly double, and the Jaguar E-Type was three times the price. The Z offered 90 percent of the driving experience at a third of the cost, and American buyers responded with overwhelming demand. Datsun sold over 150,000 units in the US alone, making it the best-selling sports car in the world.

The 240Z also proved itself in competition. Pete Brock's Brock Racing Enterprises (BRE) campaigned 240Zs in SCCA C-Production racing, winning back-to-back national championships in 1970 and 1971. The BRE 240Z livery, with its distinctive red, white, and blue graphics, became one of the most recognizable race car designs in American motorsport history.

The 260Z (1974-1975)

In 1974, Nissan introduced the 260Z with a larger 2.6-liter L26 engine. The displacement increase was intended to offset power losses from newly mandated emissions equipment (catalytic converters, EGR valves, and air pumps). Despite the larger engine, the 260Z produced approximately the same power as the late 240Z due to the emissions compromises.

The 260Z also introduced a 2+2 variant with a stretched wheelbase and a small rear seat. While practical, the 2+2 added weight and length that compromised the car's handling balance and visual proportions. Purists preferred the standard wheelbase two-seater.

The 260Z is often overlooked by collectors, making it the most affordable S30 generation Z-car. Clean examples offer an excellent entry point for enthusiasts who want the S30 experience without paying 240Z premiums.

The 280Z (1975-1978)

The 280Z arrived in 1975 with the L28 engine, a 2.8-liter inline-six that finally provided enough displacement to overcome the emissions equipment. Horsepower was rated at 170 (SAE gross) or 149 (SAE net), depending on the market and year. The L28 offered significantly more torque than the L24, giving the 280Z a more relaxed, grand-touring character.

The 280Z also introduced Bosch L-Jetronic fuel injection on US-market models, replacing the carburetors of the earlier cars. Fuel injection improved cold starting, altitude compensation, and throttle response while simplifying emissions compliance. The 280Z's fuel-injected engine is more reliable and easier to maintain than the carbureted L24, making it a practical choice for a regularly driven classic.

Structurally, the 280Z gained crash-impact bumpers to meet US federal safety standards. These added weight and altered the car's clean lines, though many owners replace them with lighter aftermarket bumpers to restore the original aesthetic.

The S30 Platform Today

The S30-generation Z-car (encompassing the 240Z, 260Z, and 280Z) has experienced a dramatic appreciation in value over the past decade. Clean, stock 240Zs that sold for $15,000 to $25,000 in 2015 now regularly command $40,000 to $80,000. Concours-quality examples and rare colors have broken the $100,000 barrier at major auctions.

The 260Z and 280Z remain more affordable, with clean examples available in the $15,000 to $40,000 range. For buyers who want the S30 driving experience without the 240Z premium, the 280Z with its fuel-injected L28 is arguably the smartest purchase.

Common Issues and What to Look For

Rust is the primary concern with any S30 Z-car. The most vulnerable areas include the frame rails (particularly where they meet the floorpan), the battery tray, the spare tire well, the rocker panels, the door bottoms, and the rear quarter panel dog legs behind the wheels. A thorough inspection of these areas with a flashlight and magnet is essential before purchase. Structural rust repair can cost more than the car is worth.

Electrical systems are 50-year-old Japanese wiring, and they behave accordingly. Intermittent connections, corroded grounds, and brittle insulation are common. A complete rewiring harness from companies like Painless Wiring or Wiring Specialties is a worthwhile investment for any car you plan to drive regularly.

Suspension bushings deteriorate with age. Worn bushings cause vague steering, clunking over bumps, and unpredictable handling. A complete bushing refresh with polyurethane bushings from Energy Suspension or OEM-style rubber from Nissan transforms the driving experience.

Popular Modifications

The S30 Z has a deep and mature aftermarket. Common modifications include:

Triple Weber or Mikuni carburetors. Replacing the emissions-strangled carburetors or fuel injection with triple side-draft carburetors liberates significant power and provides an intoxicating intake sound. A properly tuned triple-carb L-series engine can produce 180 to 200 horsepower from a stock displacement L24 or L28.

L-series engine upgrades. The L28 can be bored and stroked to 3.0 or 3.1 liters, and with a performance camshaft, headers, and carburetors, output approaches 250 horsepower while maintaining the car's original character.

RB-series engine swaps. For serious power, the RB25DET or RB26DETT from later Skylines can be fitted into the S30's engine bay with swap kits from companies like Xcessive Manufacturing and Collins Adapters. This combines the Z's lightweight chassis with the RB's legendary tuning potential.

Coilovers and suspension geometry. Modern coilovers from BC Racing, Fortune Auto, and T3 drastically improve the S30's handling. Adjustable control arms allow correction of the suspension geometry for lowered ride heights.

Why the Z Still Matters

The Datsun 240Z to 280Z represents the moment Japan announced itself as a serious contender in the global sports car market. Before the Z, Japanese cars were respected for reliability and value but not for passion and excitement. After the Z, everything changed. The success of the 240Z gave Nissan the confidence to develop the 280ZX Turbo, the 300ZX, the 350Z, and the current Z. It inspired Toyota to build the Supra and Celica. It showed Honda that there was a market for the S2000 and NSX.

The original Z-car is where the story of Japanese sports cars begins, and owning one is owning a piece of that history.