Page 150 - Wayne Carini's Guide to Affordable Classics

240Z interior was quite sophisticated for an early 1970s car with full instrumentation, wood steering wheel and optional air conditioning and automatic transmission.
handle uneven surfaces with composure. Front disc brakes in the early cars have good feel and it’s not until the heavier bumpers were added that the brakes can be overworked. Early cars are noisy, but no more so than their contemporaries. The early 240Zs are responsive and pull strongly up to around 100 mph, which can be a cruising speed under the right circumstances. The engine’s redline of 7,000 rpm is past peak power, so there’s not much point in revving it that far. Front and rear spoilers help with high-speed lift and general stability, and all racers are so equipped. They are well-balanced cars and handle even better on modern tires.
Driveline vibrations are noticeable until the 1972 rear axle redesign, but horsepower starts to fall about that point too. The 260Z was notable for vapor locking problems that really weren’t overcome until the fuel-injected 280Z. Sadly, hefty 5-mph bumpers had been fitted by then but can be removed and replaced with the early slim-line units and many people do that. European and Japanese models had a five-speed from the start and it’s a worthwhile upgrade.
The 280ZX is a different proposition, much more of a grand tourer. The fit and finish is more luxurious but the car feels ponderous. Disc brakes all round are more efficient but have more work to do. The 2 + 2 body style seems more suited to the level of trim, as if the sports car fan has settled down into a quieter life. The Turbo does add some dash and is a useful high-speed tourer.
The Z-car’s light weight meant that its thin sheet metal was prone to rust. Plastic dash is also subject to cracks in warm and sunny climates. A detailed inspection is a must to avoid surprises.
The Knowledge
dWhile early 240Z’s are getting expensive, the basic body survived until 1978, hampered later by big bumpers. Rust is your big enemy, so confine any such searches to the West Coast and Southwest – anywhere it doesn’t rain.
dOne of the weight advantages was achieved by use of extra thin steel, which means rust can be disastrous and damage profound. Check rear shock towers, rocker panels, floors, jacking points, doors – pretty much everywhere.
dThe downside of dry, sunny climates is that plastic and rubber perishes and any car that might be termed a “crispy critter” will need to be stripped to the bare shell. Since early cars were cheap and bought by enthusiasts, most have been used hard.
dZ cars are mechanically robust, engines can easily
last 100,000 miles, the brakes are adequate for the performance, the clutch is light and the gearbox is smooth shifting. Cars after 1972 have their rear axles aligned and mitigated driveline vibrations familiar in early cars.
dEmissions strangled the 1973-75 260Zs, but they
can be refitted with earlier carburetors to restore their performance. Which brings us to the 280Z of 1976: with Bosch L-Jetronic fuel injection, the 2.8-liter car was as fast
as the early models and once the 130 pounds of bumpers are exchanged for the earlier designs, it’s the variant to have. Factory air conditioning is superior to early cars, which used dealer add-on units. While the extra two- gallon gas tank extends range, the spare wheel occupies much of the underfloor storage, so consider a space-saver.
dLater variants like the 1979-82 280ZX have more creature comforts but feel like they are aimed at T-Bird buyers, right down to cloth interiors, T-Tops and duo-tone paints schemes. While they can be bought cheaply and are reliable, they have too many malaise-era touches for charm or much performance. The exception is the Turbo variant, which is quick, if somewhat flashy.
Avoid automatic cars unless you have no choice. Equally, the 2 + 2 can fill the bill if you have small children, otherwise it has little charm. Avoid any convertible conversion – Nissan advised that their bodies could not be sufficiently well braced.
dIf you really want a new 240Z, Nissan actually offered a factory-authorized rebuild for $24,000 in 1998. Ten “Z” car dealerships were selected and plans called for 200 cars to be remanufactured, but only 40 were delivered. Today, these very special 240Zs easily command prices in excess of $100,000.
148Wayne CariniAffordable Classics