Page 146 - Wayne Carini's Guide to Affordable Classics

cubic feet of luggage space, despite the rear shock towers intruding into the deck space.
Sales figures vary depending on the source, but Nissan reported that 9,977 240Zs were sold in the US in 1970, followed by steady increases to 26,733 in 1971, 46,537 in 1972 and 52,566 in 1973. Early cars had optimistic gauges (a 160-mph speedometer and 8,000-rpm tachometer with a 7,000 rpm redline) in a dashboard that closely resembled the C3 Corvette. But the Seventies were hard on performance cars and emissions restrictions started to bite in 1971, not long after the automatic transmission was offered as an option. The base price rose slightly to $3,696, but dealers routinely asked more.
ABOVE: Though visually differentiated from the 240Z in only minor ways, such as the larger bumpers, the fuel-injected 280Z is today regarded as the best of the trio of first generation Z-cars.
BOTTOM LEFT: The 260Z introduced the 2 + 2 body style with a 12- inch longer wheelbase. While it transformed the Z into a somewhat more practical car, its proportions were not an upgrade for the two-seat Z’s otherwise flawless styling.
Annoying drivability issues related to emissions regulations were finally resolved in mid-1975 when the 280Z was introduced. The engine was bored out to 2752 cc and featured Bosch L-Jetronic fuel injection. The new model generated 149 horsepower; its 0-60 mph time was cut to 9.4 seconds and top speed rose to 117 mph. However, the price of the car had almost doubled since its introduction: the two-seater now cost $6,284, while the 2 + 2 was $7,084. Combined sales for the 260Z and 280Z for 1975 totaled 50,213 units.
The steady increase in weight began to affect other elements of the car. Tire size was increased from 175/70-14 to 195/70-14, wheels were widened from 4.5 to 5 inches, and larger struts were fitted, but parking without power steering was a chore. European and Japanese cars carried front and rear spoilers which reduced high- speed lift, but Americans had to add those options themselves. By 1976, MSRPs had risen to $6,594 for the 2-seater and $7,394 for the 2 + 2 model. Sales increased to 54,838 units.
In 1977, the five-speed gearbox that had been available in markets outside the US was added to the option list for $165. Interior trim quality was upgraded and the transmission tunnel was carpeted, as were the rear shock towers, replacing the quilted vinyl used previously. Additional heater and air-conditioning vents were installed, controls were illuminated, and intermittent wipers fitted. An AM/FM radio was standard. Also new for 1977 was a larger fuel tank that necessitated a space-saver tire and resulted in a raised rear deck area made of fiberboard, reducing cargo space. Sales rose further to 69,516 units.
In 1977 and 1978, respectively, Datsun offered two special edition Zs. The “ZZZap” edition was offered in 1977 as a “special decor package.” ZZZap cars were finished in “Sunburst Yellow” paint, and sported black stripes down the center and sides, with yellow, red, and orange chevrons at the front ends of the stripes. About 1,000 “ZZZap Z” cars were offered in 1977 and it was also used as
Nissan’s straight-six (European version shown) produced 150 horsepower and was capable of 60 mph in less than nine seconds with a top speed of 122 mph.
260Z and 280Z
Nissan enlarged the 240Z’s engine to 2565 cc for 1974, by lengthening its stroke. The new model was renamed the 260Z and 139 horsepower was claimed. However, the redline was reduced to 6,000 rpm; 0-60 mph fell to 10 seconds and top speed to 113 mph. A 2 + 2 variant was introduced in March 1974 with the wheelbase stretched 11.9 inches. It accounted for almost one fifth of 260Z sales as federal “push bumpers” added over 100 pounds to the car’s weight.
144Wayne CariniAffordable Classics