Nissan Fairlady Z (S30)


The Nissan S30, sold in Japan as the Nissan Fairlady Z but badged as the Datsun 240Z, 260Z, and 280Z for export, are 2-seat sports cars and 2+2 GT cars produced by Nissan from 1969 until 1978. The S30 was conceived of by Yutaka Katayama, the President of Nissan Motor Corporation U.S.A., and designed by a team led by Yoshihiko Matsuo, the head of Nissan's Sports Car Styling Studio. It is the first car in Nissan's Z series of sports cars.
The S30 had four-wheel independent suspension and a powerful straight-six engine with an overhead camshaft, features identified with far more expensive premium European sports cars and coupés such as the Jaguar E-Type and BMW 2800 CS, but absent from similarly priced sports cars such as the Alfa Romeo Spider, MGB and Opel GT, which had smaller four-cylinder engines and rear live axles. The S30's styling, engineering, relatively low price, and impressive performance resonated with the public, received a positive response from both buyers and the motoring press, and immediately generated long waiting lists.
As a halo car, the S30 broadened the acceptance of Japanese carmakers beyond their image as producers of practical and reliable but prosaic and unfashionable economy cars. Datsun's growing dealer network—compared to limited production imported sports cars manufactured by Jaguar, BMW, Porsche, Alfa Romeo, and Fiat—ensured both easy purchase and ready maintenance.
The S30 was initially sold alongside the smaller four-cylinder Datsun Sports, which was dropped from production in 1970. The S30 240Z is unrelated to the later 240SX, sold as the Silvia in Japan.

Fairlady Z

The Fairlady Z was introduced in late 1969 as a 1970 model, with the L20 2.0-liter straight-six SOHC engine, rear-wheel drive, and a stylish coupé body. In Japanese specifications the engine, based on the Datsun 510's four-cylinder, produced and came with a four- or a five-speed manual transmission. For 1973, power of the carburetted engine dropped to to meet stricter regulations. In Japan, the Fairlady was exclusive to Nissan Japanese dealerships called Nissan Store. Japanese buyers could also get the L24-engined Fairlady 240Z model, although the larger engine placed it in a considerably higher tax category. The Japanese-spec 2.4-liter engine produces a claimed at 5,600 rpm but was discontinued in 1973 as sales had dropped considerably as a result of the fuel crisis, and so until the August 1978 introduction of the Fairlady 280Z only two-liter Fairladys were available in the home market.
When export models changed over to the larger 2.6-liter 260Z in 1974, only 2-liter models remained available to Japanese buyers. A Fairlady 260Z had been planned for release, but the impact of the oil crisis stopped the model, although the 260Z was available in Okinawa. The Fairlady Z received all the changes as applied to the export models, including the addition of a long-wheelbase 2+2 model. Introduced in January 1974, this received the GS30 chassis code. In 1975 the L20 engine gained fuel injection to meet new emissions standards and once again provided. At the end of July 1976 the car received the NAPS system, including an EGR system, to meet the stricter yet emissions standards in effect for this year, bringing with it a change in model codes to S31. At the same time, the more luxurious Fairlady Z-T model was introduced - this was strictly an equipment level and did not include a T-bar roof, which was first seen on the succeeding generation Fairlady.

Fairlady ZG

The Japan-only HS30-H Nissan Fairlady 240ZG was released in Japan in October 1971 to homologate the 240Z for Group 4 racing. Differences between the Fairlady ZG and an export-market Datsun 240Z include an extended fiberglass "aero-dyna" nose, wider over-fenders riveted to the body, a rear spoiler, acrylic glass headlight covers and fender-mounted rear-view mirrors. The ZG's better aerodynamics allowed it to reach a top speed of, five more than the regular Fairlady 240Z.
The Fairlady ZG was available in three colors: Grand Prix Red, Grand Prix White, and Grand Prix Maroon. The "G" in Fairlady ZG stands for "Grande." Although the ZG was not sold in the US and was never sold outside Japan, in order for it to be eligible for competition in the US, Nissan sold the nose kit as a dealer's option which is known as the "G-nose". With the nose added, these 240Zs are often referred to as 240ZGs outside of Japan.

Fairlady Z432 and Z432R

A special Japan-only model Fairlady Z called the Z432 was released, equipped with the twin cam 2.0 L inline six-cylinder "S20" engine used in the Skyline GT-R. This engine, originally designed by former engineers of the Prince Motor Company, produced. The "Z432" name refers to 4 valves per cylinder, 3 Mikuni carburetors, and 2 camshafts. The model code is PS30. Approximately 420 Z432s were built. Some Z432s were used by the police in Japan.
A sub-model of the Z432 was the Z432R homologation special. This version came with the same S20 engine as the Z432, but to reduce weight some parts of the car were stamped from steel thinner than normal, the bonnet was made of fiberglass, and all of the glass except the windscreen was replaced with transparent acrylic, resulting in a weight reduction over the Z432. Nearly all of the usual comfort and convenience features were also stripped out of the car, which came without a heater, radio, clock, glovebox, or any sound deadening. Other signs of its racing intent were the lack of an intake airbox or brake booster, and the installation of a fuel tank that required deleting the rear spare wheel well.
The Z432R were all painted orange with black aluminum wheels and a low luster black hood. Fewer than 50 Z432Rs are thought to have been built.
In January 2020 a 1970 Z432R sold at auction in Japan for a record, about US$.

240Z

The 1970 240Z was introduced to the American market by Yutaka Katayama, president of Nissan Motors USA operations, widely known as "Mister K". The early cars from 1969 to mid-1971 had some subtle differences compared to late-71 to 1973 cars. The most visible difference is: these early cars had a chrome 240Z badge on the sail pillar, and two horizontal vents in the rear hatch below the glass molding providing flow through ventilation. In mid-1971, there were production changes, including exterior and interior colors, was restyling of the sail pillar emblems were with just the letter Z placed in a circular vented emblem, and the vents were eliminated from the hatch panel of the car, due to complaints of exhaust being circulated into the car. Design changes for the US model 240Z occurred throughout production but were not always reflected in the JDM Fairlady if they were specific to federal requirements, including interior modifications for the 1972 model year and a change in the location of the bumper over-riders, as well as the addition of some emission control devices and the adoption of a new style of emissions reducing carburetors for the 1973 model year.
The 1970 models were introduced in October 1969, and received the L24 2.4-liter engine with a manual choke and a four-speed manual. A less common three-speed automatic transmission was optional from 1971 onward, and had a "Nissan full automatic" badge. Most export markets received the car as the "240Z", with slightly differing specifications depending on the various market needs.
In 2004, Sports Car International named this car number two on their list of Top Sports Cars of the 1970s.

Specifications

  • Engine: L24 inline-six, cast iron block, alloy head, two valves per cylinder, seven-bearing crankshaft, Direct Acting OHC; Maximum recommended engine speed 7,000 rpm.
  • *Bore × stroke:
  • *Displacement:
  • *Compression ratio: 9.0:1
  • *Fuel system: Mechanical fuel pump, twin Hitachi HJG 46W SU-type carburetors
  • *Power: at 5,600 rpm, DIN at 5,600 rpm
  • *Torque: at 4,400 rpm, at 4,800 rpm
  • Transmission: Four-speed manual, five-speed manual, or three-speed automatic
  • Final drive ratios:
  • *Four-speed manual transmission: 3.364:1
  • *Five-speed manual transmission: 3.90:1
  • *Three-speed automatic transmission: 3.545:1.
  • Brakes:
  • *Front: discs
  • *Rear: x drums
  • Suspension:
  • *Front: Independent with MacPherson struts, lower transverse and drag links, coil springs, telescopic dampers, anti-roll bar
  • *Rear: Independent with Chapman struts, lower wishbones, coil springs, telescopic dampers
  • Steering: Rack and pinion, 2.7 turns lock-to-lock
  • Wheels: 4.5J-14 steel wheels with 175SR14 tires
  • Top speed:
  • 0 to : 8.0 seconds
  • Typical fuel consumption:

    World Rally Championship - round victories

In 1973, a 240Z, in the hands of Shekhar Mehta, won the 21st East African Safari Rally.

260Z

The 260Z was available in the United States for the 1974 model year only, but were sold in most other countries until the 1978 introduction of the 280ZX.
The engine was enlarged to 2.6 L by lengthening its stroke, bringing with it the new model code RS30. In the US, federal emissions regulations forced a reduction in ignition timing and compression ratio, resulting in a lower power output of SAE net for the 260Z despite the additional displacement, whereas in other countries the power output increased to. There was also a 1974 model sold through the second half of 1974 in the US that had the full 165 hp with the addition of the larger 5 mph safety bumpers, that would become the standard for the 280Z.
A four-speed or 5 speed manual remained standard equipment, with a three-speed automatic transmission optional.
A 2+2 model built on a longer wheelbase was introduced, with larger opening quarter panel windows and a slightly notched roofline. The 2+2 looked largely identical inside, but did receive a carpeted transmission tunnel rather than the quilted vinyl material used on the two-seater. The rear side windows on the 2+2 were push-out units, to add ventilation for rear seat occupants.
The 260Z claimed a few updates and improvements over the 240Z. The climate controls were more sensibly laid out and easier to work, and those cars with air conditioning now had the A/C system integrated into the main climate control panel. There was also additional stiffness in the chassis due to a redesign of the chassis rails which were larger and extended further back than previous models. A rear sway bar was added as well. The 260Z debuted a redesigned dashboard and console, as well as new seat trim, and door panels for the interior. The tail lights were updated, moving the back up lights from the main tail light housing to the back panel.
Early 1974 US 260Z models had bumpers that resembled those of the earlier 240Z, though increased slightly in size, pushed away from the body somewhat, and wearing black rubber bumper guards rather that the previous chrome bumper guards with rubber strips. These early cars still had the front turn signals located below the bumpers. Late 1974 U.S. 260Z models carried the heavier bumpers that would remain on the 1975-76 model years of the 280Z so as to be in compliance with United States bumper legislation in 1973. These late cars had the front turn signals relocated to the outer edges of the front grill, above the bumper.