Nissan S30 (sold as the Nissan Fairlady Z in Japan and other markets as the Datsun 240Z and 260Z and 280Z late) was the first generation of Z 2 seats and 2 +2 sports coupe produced by Nissan Japan from 1969 to 1978.
It was designed by a team led by Mr Yoshihiko Matsuo, head of Nissan’s Sports Car Styling Studio. HLS30 was left drive model and HS30 appointment for right-hand drive model.
All variants had a 4-wheel independent suspension consisted of MacPherson strut bar in front (borrowed from the Datsun Laurel C30) and Chapman struts in back.Discs front and rear drums were standard.
240Z and 260Z used twin carburetors Hitachi variable-venturi one barrel side-draft SU-like. Carburettors have been modified since 1973 model year to comply with emissions regulations, but the earlier carburetors were far superior performance. fuel injection (L-Jetronic electronic fuel injection, developed by Bosch) was added for the 280Z in 1975 for the United States. This was primarily to deal with the difficulties faced in getting enough power using carburetors while still meeting U.S. emissions regulations.
Due to its relatively low price compared to other foreign sports cars of time (Jaguar, BMW, Porsche, etc.) became popular in the U.S. and was a major success for the Nissan Motor Corporation, which at the time sold cars in North America under the name Datsun. 240Z broadened also image the Japanese decision beyond their econobox success.
After 1975, other non-US markets continued to receive the 260Z and 280Z 2 +2 two-door four-seater model. 240SX 240Z is linked to later, which is sold as Silvia in Japan
1970 240Z was introduced American Yutaka Katayama, president of Nissan Motors USA operations, known as Mr. K. in the early 1970s had a chrome model 240Z “240Z” badge on the quarter panel B pillar. Two vents were included in the rear hatch below the glass molding. In mid-1971, B-pillar side badges were restyled with the letter Z ventilation, and air vents were eliminated from the hatch. Design changes for the U.S. model occurred throughout production and are described Design and Manufacturing Changes to U.S. Spec.
240Z models were introduced in late 1969 as a 1970 model, received the L24 2.4-liter and a 4-speed manual. A less common transmission 3 speed automatic was optional in 1971, and had a “Nissan Full Automatic” badge.
In 2004, Sports Car International named this car number two on the list of Top Sports cars of the 1970s. One of the most attractive Japanese cars ever produced, although they have almost entirely disappeared from American roads within two decades, probably because most Japanese cars once the rust had insurmountable problems.
Engine: 2393 cc (with 146.0 in) L24 I-6, iron block, alloy head, seven bearing crankshaft, single overhead cam, 9.0:1 compression, 7000 rpm Maximum recommended engine speed.
Fuel system: Mechanical fuel pump, twin Hitachi HJG 46W 1.75 in (44.4 mm) SU-type carburetors
Power: 151 hp (113 kW) at 5600 rpm (SAE gross)
Torque: 146 · ft lbf (198 N • m) at 4,400 rpm (SAE gross)
Transmission: Four-speed manual, five-speed manual or three speed automatic (after September 1970)
Top speed: 125 mph (201 km / h)
0-60 mph (97 km / h): 8.0 s
Typical fuel consumption: 21 MPG-SUA (11 L/100 km, 25 mpg
The engine was enlarged with a longer stroke to 2.6 L for the 260Z in 1974. A 2 +2 seating option added with an addition of 11.9 in (302 mm) wheelbase. This engine was sold in the U.S. for model year 1974 only, but was available in other countries until 1979. In the U.S., federal emissions regulations forced a reduction in the time of ignition and compression ratio, resulting in less power (140 hp) for the first half of the 260Z’s destined for the U.S., despite the additional displacement, whereas in other countries power output actually increased to 165 hp (123 kW, 167 HP). A 3-speed automatic transmission was an option to standard 4-speed manual.
There were two models sold in the U.S. 260Z first half had less power because of emissions regulations. A more powerful version was available in the second half of the production for the U.S. market. Some regard the first half of the 260Z as desired by the two models, due to reduced performance. This has led to lower prices on average for the 260Z model earlier.
The 260Z also claimed a few improvements over the 240Z. Climate controls were more sensitive and easier to set to work. There was additional stiffness in the chassis due to a redesign of the chassis rails which were larger and wider than the 240Z back. The American also featured heavier, safer, impact-absorbing bumpers.
Cosmetic changes included a redesigned dashboard and console, seat trim and interior door panels and rear tail lights and redesigned as goggles to have moved inside the grill.
Engine: 2.6 L (~ 159 cu in) L26 I6, cast iron block, alloy head, seven bearing crankshaft, single overhead camshaft
Fuel system: Mechanical fuel pump, twin Hitachi HMB 46 W 1.75 in (44.4 mm) SU-type carburetors
Power: 162 rpm hp (121 kW) at 5600
Torque: 157 ft · lbs (213 N • m) at 4,400 rpm
Transmission: Four-speed manual or three speed automatic
Top speed: 127 mph (204 km / h)
0-60 mph (97 km / h): 8.0 sec
Fuel consumption: 20 MPG-SUA (12 L/100 km, 24 mpg-imp) to 28 mpg-US (8.4 L/100 km, 34 mpg-imp)
Motor Oil (pump): Imp 9.0 liters (5.1 U.S. pints liters/10.7)
For the 280Z, engine size was increased again, this time to 2.8 L, extending bore L26 L28 engine to create trust and a Bosch L-Jetronic fuel injection system was added.
1975 and 1976 models were equipped with bumpers that looked like extended versions of the 240Z bumper light, while 1977 and 1978 models received adding bumpers and rubber corrugated fluted trim. Since 1977, the 280z has not received his full size spare tire and there was a “space saver” spare and a larger fuel tank. This has led to a raised area of the PFL rear axle, reducing cargo space. In 1977-1978 an optional manual transmission 5-speed was available which included a “five-speed” emblem on the bottom left of the rear hatch. In U.S. markets, has received 280Zs larger heavier bumpers known as “park benches” to meet strict safety standards.
In 1977 and 1978 Datsun offered two special edition models. “Zap” edition was offered in 1977 as a “special package Decor” painted bright yellow and black stripes down the center and sides with yellow chevrons, red, orange and striped front ends.An estimated 1,000 “Zap Z” cars were offered in 1977. “Zap Z”, the model was also used as a pace car in the 1977 Long Beach Gran Prix. Black Pearl edition (in 1978) came with black paint Pearlescent and a “Special Appearance Package (SAP), which consisted of dual racing mirrors, rear window blinds, and a single red stripe and silver. It is estimated that between 750 to 1.500 of these machines were produced.
S30 Z car series was replaced in 1979 by Nissan 280ZX S130.
Fairlady Z was introduced in late 1969 as a 1970 model with 2.0 liter L20A SOHC straight-6 engine, rear-wheel drive and a coupe body style. The engine, based on the Datsun 510 4-cylinder produced 150 hp (112 kW) and came with a 5-speed manual transmission
Japan just-HS30-H Nissan Fairlady ZG was released in Japan in October 1971 to approve 240Z for Group 4 racing. Differences between Fairlady ZG export market and a Datsun 240Z include an extended fiberglass nose ‘aero-dyna’, more over-fenders riveted to the body, a rear spoiler, acrylic glass headlight covers and wing-mounted mirrors. ZG Fairlady was available in three colors: Grande Prix Red, Grande Prix White and Grande Prix Maroon. ‘G’ in Fairlady ZG stands for “Grande.” Although the ZG was not sold in the U.S. and was never sold outside Japan, because to be eligible for competition in the U.S., Nissan sold the nose kit as a dealer option, which is known as “G- nose. The nose said, these are often referred to as 240ZGs 240Zs outside of Japan.
S20 Packing 160 hp (119 kW) GT-R engine has created a go-fast Fairlady. 432 referred to four valves per cylinder, 3 carburettors, and two cams. Approximately 420 were built. Some were used by the police in Japan.
A Japan-only model Fairlady Z equipped with dual cam six-cylinder 2.0 L “S20″ engine shared with KPGC10 Skyline GT-R was released in the JDM Market for approval (the car was a car rally). Z432R was orange with black steel wheels and a low gloss black hood. Z432R had lighter front guards, doors and hood, and additional improvements compared with Z432 engine.
Z was very successful in racing in the 1970s: Bob Sharp Racing in the eastern U.S. with Paul Newman as one of its drivers, and Brock Racing Enterprises (BRE) in the western U.S., driving a Datsun 240Z John Morton and 510 (# 46). Other drivers, such as Clearwater, Florida (and later Maryland) racer Don Kearney had much success with the Z car between 1970 and 1978. Z is also credited as a catalyst for import performance parts industry. Nissan has also supported, and has been associated with Bob’s race driving school Bodur its inception.
The most common conversion is to replace 2.4 or 2.6 liter engine with 2.8 liter engine from 280Z/280ZX later model L28. L28s 280ZX Turbo cars can be adapted earlier using the latest wiring and associated parts.
Skyline RB25DET/RB26DETT S30s are popular swaps, with many kits available.
S30 also proved a popular and affordable base for V8 conversions and other, usually a Small-block Chevrolet and Ford. several vendors make kits and informational books to allow conversion to be made almost bolt-in process.
280Z, although relatively heavy smog-checked because of government regulation as stock, is easy to modify. For example, simply eliminating heavy front bumper and adding a front spoiler corrects the otherwise jittery high-speed handling stock version.Replacement of the bumpers with the stock 240Z, along with removal of the spare tire, jack, and air conditioning system can facilitate a 280z nearly 200 lbs. Some weight gain is actually a 280z over 240Z benefit such as a more powerful Nissan R180 R200 rear differential replace the 240Z, and adding a rear impact bar.Moreover, a wide variety of aftermarket parts are available, in effect, bring back the 280Z, in accordance with the ethics of the early Z-cars, such as free-flowing exhaust header kits / installation of a supercharger and turbo 280ZX.
From 1996-2002 Nissan has not given Z car line except in Japan where they sold 300ZX (Z32), until 2000 the Fairlady Z. In 1998, Nissan launched a program to bring the car back on line Z. 240Zs They began buying and restoring them to original factory specifications and sells them to dealers for $ 24,000. This was in efforts to keep alive interest-Z. In addition, in 1999, a concept car was unveiled a plan to return to the fundamentals that made the 240Z a market success