A Car That Changed Everything

In the late 1960s, Japanese cars were a punchline in the Western automotive world. They were cheap, they were reliable in a boring way, and they had zero sporting credibility. European manufacturers owned the sports car market, the MGB, Triumph TR6, Porsche 911, and Jaguar E-Type defined what a sports car could be, and the idea that a Japanese company could challenge them was absurd.

Then Nissan, selling under the Datsun brand in export markets, introduced the 240Z at the 1969 Tokyo Motor Show. Within two years, it had obliterated every assumption about Japanese sports cars. The 240Z was not just competitive with European rivals, it was better in almost every practical respect. It was faster than an MGB GT, more reliable than a Triumph, cheaper than a Porsche, and easier to live with than any of them.

The Z-car did not just enter the sports car market. It redefined it.

The Father of the Z

The 240Z's creation is inseparable from one man: Yoshihiko Matsuo, head of Nissan's Sports Car Design Studio. Matsuo had studied European sports car design obsessively, and he understood what made cars like the Jaguar E-Type and BMW 2002 successful, not just their performance, but their proportions, their balance, and their emotional appeal.

Matsuo's design brief was simple: build a sports car that could compete with the best from Europe, sell it at half the price, and make it reliable enough that owners wouldn't need to carry a toolkit. The result was a car with a long bonnet, a short rear deck, and a fastback roofline that remains one of the most elegant shapes in automotive history.

The engineering was led by the team that had developed the Datsun Fairlady roadster, they understood the sports car buyer and knew that handling and engine character mattered more than raw numbers. The decision to use a straight-six engine was deliberate: it gave the car a smoothness and torque curve that the four-cylinder competition couldn't match.

Albrecht von Goertz, the German-born designer who had penned the BMW 507, is often credited with influencing the Z-car's shape. The extent of his involvement is debated, Nissan has been reluctant to credit any single external designer, but the Z-car's proportions echo the 507's elegance. Whether Goertz directly shaped the 240Z or merely inspired it, the connection between European GT design and Japanese engineering execution is clear.

240Z (1969-1973)

The Engine: L24

The L24 was a 2.4-litre (2,393 cc) single overhead cam inline-six with a cast iron block and an aluminium alloy head. It was not an exotic engine, it used a simple chain-driven overhead cam, a seven-bearing crankshaft, and two valves per cylinder. What it had was character: smooth, torquey, and willing to rev. In standard trim, it produced 151 horsepower at 5,600 rpm and 146 lb-ft of torque at 4,400 rpm.

The 240Z used twin Hitachi SU-type carburettors, licence-built copies of the British SU carburettor. On early cars (Series 1), these were round-top SUs. Later cars received flat-top SUs with improved mixture control. The carburettors gave the engine a responsive, analogue feel that modern fuel injection cannot replicate, when they are in good condition.

The Chassis

The 240Z used a unitary body with a front subframe carrying the engine and front suspension. MacPherson struts at the front and Chapman struts at the rear gave the car independent suspension at all four corners, a significant advantage over the live-axle rear ends of the MGB and Triumph TR6.

The Z-car's weight distribution was near perfect: approximately 53/47 front-to-rear. Combined with rack-and-pinion steering and a relatively low kerb weight of 1,060 kg, the 240Z was a genuinely agile car that rewarded skilled driving.

Series 1 and Series 2

The 240Z is divided into two distinct series. The Series 1 (1969-1971) is identified by its round taillights, flat bonnet, and a simpler interior. The Series 2 (1972-1973) received rectangular taillights, a slightly revised dashboard, and emissions-related changes that marginally reduced performance.

The Series 1, with its round taillights and purer design, is the most collectible variant. Early production cars, particularly those built in the first year, command extraordinary premiums among collectors.

Australian Context

The 240Z arrived in Australia in 1970, sold through Nissan's local dealer network under the Datsun brand. Australian-delivered cars were right-hand drive and came with specifications suited to local conditions: a stronger cooling system, local compliance modifications, and Australian-standard instrumentation.

The 240Z was not cheap in Australia, it competed directly with the MGB GT, Triumph GT6, and the lower end of the Porsche 914 range. But it offered dramatically more car for the money, and it quickly gained a following among Australian enthusiasts who valued its combination of performance, reliability, and everyday usability.

Motorsport

The 240Z was a dominant force in rally and circuit racing from the moment it arrived. In the United States, the Z-car won its class in the SCCA C-Production championship repeatedly. In rally, it proved rugged enough to handle the punishment of events like the East African Safari Rally, where reliability matters more than outright speed.

In Australia, the 240Z competed in production car racing and rallying throughout the early 1970s. While it didn't achieve the same level of dominance as in the US (the Australian touring car scene was dominated by V8 Falcons and Toranas), the Z-car proved competitive in its class and helped establish Datsun's sporting credentials in the local market.

Peter Brock, yes, that Peter Brock, drove a 240Z in several endurance events before his career became synonymous with Holden. The Z-car's racing pedigree in Australia is often overlooked, but it was a regular presence at Bathurst, Sandown, and Surfers Paradise in the early 1970s.

260Z (1974-1976)

The Emissions Era Begins

The 260Z replaced the 240Z in 1974, and it is fair to say that the enthusiast community has never fully forgiven it. The L26 engine, a 2.6-litre (2,565 cc) version of the L-series, was developed primarily to meet tightening emissions regulations. It had more displacement but was choked by emissions equipment, and the net result was a car that felt heavier and less responsive than the 240Z it replaced.

The L26 produced 162 horsepower in Australian specification, more than the L24 on paper, but the additional weight of the 260Z (heavier bumpers, more sound insulation, and the optional 2+2 body) negated much of the power advantage.

The 2+2

The 260Z introduced the 2+2 body style: a longer-wheelbase version with a stretched roofline and vestigial rear seats. The rear seats were barely functional for adults, children could fit, but the experience was not pleasant. The 2+2 was designed for the American market, where the Z-car's demographics skewed older and more practical than Nissan had anticipated.

Among enthusiasts, the 2+2 is the least desirable Z-car variant. The longer wheelbase compromises the car's proportions, the additional weight dulls the handling, and the rear seats are nearly useless. However, the 2+2 is the most affordable way into Z-car ownership, and it makes a good starting point for a modification project where originality is not a priority.

Design Changes

The 260Z received larger bumpers to meet US and Australian impact regulations. The slim chrome bumpers of the 240Z were replaced by heavier, more prominent units that many enthusiasts consider a step backward aesthetically. The interior was updated with improved trim and instrumentation, and the car gained weight in every area.

The 260Z was not a bad car, it was still a capable sports car with the L-series engine's inherent character. But it was a compromise car, designed to satisfy regulators rather than enthusiasts, and it showed.

280Z (1977-1978)

The L28 and Fuel Injection

The 280Z was the final evolution of the original Z-car platform, and it is a study in contradictions. In many ways, it was the best Z-car: the L28 engine (2.8 litres, 2,753 cc) was the strongest and most refined L-series motor, producing 170 horsepower with Bosch L-Jetronic fuel injection. The chassis was the most developed, with improved suspension tuning and better insulation.

But the 280Z was also the heaviest, the most complex, and, to purists, the least sporting. The fuel injection, while technically superior to carburettors, removed some of the analogue character that defined the 240Z experience. The emissions equipment was extensive, and the car had gained significant weight over the original 240Z.

Fuel Injection: Ahead of Its Time

The Bosch L-Jetronic fuel injection system on the 280Z was genuinely advanced for 1977. It used an airflow meter and electronic control unit to manage fuel delivery, providing better cold starting, smoother idle, and more consistent fuelling than the SU carburettors. For daily driving, it was a clear improvement.

However, L-Jetronic was a first-generation system, and it has not aged well. The airflow meter is a mechanical device that wears with use, and replacement units are increasingly difficult to source. The electronic control unit can develop dry solder joints. The wiring harness deteriorates. For owners who want reliability without constant fettling, converting to modern aftermarket EFI is the practical solution, though it diminishes the car's originality.

The End of an Era

The 280Z was the last of the "small" Z-cars. Its replacement, the 280ZX (1978-1983), was a larger, heavier, more luxurious car that moved decisively away from the 240Z's sports car purity toward grand touring territory. The original Z-car formula, light, agile, driver-focused, would not return until the 350Z in 2002.

Cultural Impact

The People's Sports Car

The Z-car's most significant achievement was making the sports car accessible. Before the 240Z, buying a reliable sports car meant buying an expensive one. European sports cars were beautiful but fragile, temperamental, and costly to maintain. The 240Z proved that a sports car could start every morning, keep its fluids inside, and still be exciting to drive.

This democratisation of the sports car experience had consequences that extended far beyond Datsun's sales figures. The Z-car opened the market for every Japanese sports car that followed, the Toyota Celica, the Mazda RX-7, the Honda S2000, and eventually the Nissan GT-R can all trace their lineage, directly or indirectly, to the 240Z's proof of concept.

Australian Z-Car Culture

In Australia, the Z-car developed a loyal and passionate following. The Datsun Sports Owners Club and the various state-based Z-Car Clubs have been active since the 1970s, and they remain the primary communities for Z-car enthusiasts. These clubs organise events, share technical knowledge, and facilitate parts sourcing, joining one is essentially mandatory for anyone who owns a Z-car.

The Z-car's overlap with the Datsun 1600 and Skyline communities in Australia means that L-series engine knowledge is widespread. Many Australian enthusiasts cut their teeth modifying L-series engines in Datsun 1600s before moving to Z-cars, and the shared parts and techniques create a deep pool of expertise.

The RB Swap Revolution

In Australia, the Z-car is perhaps best known as a platform for Nissan RB engine swaps. The inline-six layout of the Z-car is a natural fit for the RB series engine, and the combination of a lightweight Z-car body with a turbocharged RB25DET or RB26DETT engine creates a genuinely fast, exciting car.

The RB swap culture emerged in the 1990s as RB engines became readily available from imported Skylines. Australian workshops developed bolt-in conversion kits, and the Z-car became one of the most popular platforms for RB-powered builds. This culture continues to thrive, with RB-swapped Z-cars a regular presence at drag strips, drift events, and cruise nights across the country.

The RB swap question divides the Z-car community. Purists argue that swapping the original L-series for an RB permanently diminishes the car's character and historical significance. Pragmatists counter that the RB is a Nissan engine going into a Nissan car, and that a well-built RB Z-car is a more exciting and usable machine than a stock example. Both sides have a point. The growing value of original, numbers-matching Z-cars has tilted the argument toward preservation in recent years.

Collectability and Values

The Z-car market has undergone a dramatic transformation in the past decade. In 2015, a clean 240Z could be had for $20,000-30,000 AUD. By 2026, that same car is worth $80,000-120,000 or more. The 240Z has entered the realm of serious collector cars, driven by global demand, shrinking supply, and the nostalgia of a generation that grew up aspiring to own one.

The 260Z and 280Z have followed the 240Z upward, though at lower price points. They remain significantly more affordable than the 240Z and offer a more practical entry point for enthusiasts who want to drive their car rather than display it.

Australian-delivered RHD cars command a premium over grey imports. Provenance matters increasingly, a car with documented Australian history, original logbooks, and matching numbers is worth substantially more than a car with unknown history.

Timeline

Year	Event
1969	240Z (S30) launched at Tokyo Motor Show. L24 2.4L inline-six, 151 hp
1970	240Z arrives in Australia. Immediate sales success
1970	240Z wins SCCA C-Production championship in the US
1971	240Z enters Australian motorsport, circuit and rally
1973	240Z production ends. Over 150,000 built (all markets)
1974	260Z replaces 240Z. L26 2.6L engine, larger bumpers, 2+2 body option
1977	280Z replaces 260Z. L28 2.8L engine, Bosch L-Jetronic fuel injection
1978	280Z production ends. Replaced by 280ZX (S130)
1990s	RB engine swap culture emerges in Australia
2000s	Z-car values begin rising as the 240Z enters classic car territory
2010s	240Z values accelerate dramatically. Clean examples pass $50,000 AUD
2020s	240Z values reach $100,000+ AUD. The Z-car is a mainstream collectible