Introduced for the 1970 model year, the Datsun 240Z transformed the sports-car market. It combined attractive styling, a smooth inline six-cylinder engine, independent suspension, good performance and everyday reliability at a price substantially below many European competitors.
Known internally as part of Nissan’s S30-series, the 240Z was sold in its home market primarily under the Nissan Fairlady Z name. In the United States, however, Nissan’s Datsun organization marketed the car as the 240Z, and America quickly became its most important market.
The 240Z’s basic specification changed relatively little during its short production run, but numerous detail revisions occurred between the earliest 1970 cars and the final 1973 examples. Those differences have become increasingly important to collectors.
The most significant distinctions involve the highly prized early-production or Series I cars, the later Series II configuration, 1972 and 1973 running changes, transmission choices, emissions equipment, and the transition from the original 2.4-liter 240Z to the larger-engined 260Z.
1969: The Datsun 240Z Is Introduced
Nissan unveiled its new sports car in 1969, with U.S. sales beginning for the 1970 model year. While the Fairlady Z debuted in Japan in late October 1969, the first U.S.-market Datsun 240Zs arrived at U.S. ports in late October/November 1969 and were sold exclusively as 1970 model year cars.
The 240Z was the product of Nissan’s desire to build a sports car capable of competing internationally rather than merely serving the Japanese domestic market.
Its styling featured a long hood, short rear deck, fastback roofline and covered-in appearance around the recessed headlights. The overall proportions drew inevitable comparisons with contemporary European GT cars, but the Z was a distinctly Japanese design engineered for mass production.
Under the hood was Nissan’s L24, a 2,393-cc SOHC inline six-cylinder engine. In U.S. specification it used twin Hitachi side-draft carburetors and was rated at approximately 151 horsepower gross.
A four-speed manual transmission was standard in the United States.
The chassis was unusually sophisticated for an affordable sports car, with independent suspension at all four wheels using MacPherson struts, front disc brakes and rear drums.
This combination gave the 240Z handling and performance that compared favorably with considerably more expensive sports cars.
1970: The Early or “Series I” 240Z
The earliest 240Zs have become a distinct collector category and are often informally referred to as Series I cars.
“Series I” was not an official Nissan model designation. Rather, enthusiasts use the term to identify the earliest group of cars carrying several distinctive production features.
One of the easiest identifiers is the presence of two ventilation openings in the rear hatch, positioned below the glass. These vents were part of the car’s cabin ventilation system. Another key Series I indicator is the speedometer with no 20-mph gap markings (reads 20, 30, 40, etc., instead of standard 10-mph increments) and the ignition switch mounted on the dashboard rather than the steering column (which moved to the column for 1971+).
Early cars also have vertical rear-window defroster lines, rather than the horizontal arrangement used later.
Other early-production details include specific badging, interior components and trim. Among the most recognizable is the placement of “240Z” emblems on the sail panels behind the side windows.
The earliest examples also have numerous small hardware and production differences that are particularly important to serious Z collectors.
Because these cars represent the original form of the 240Z, low-chassis-number examples in correct specification command particular interest.
1970: Performance and Character
The 240Z’s appeal extended well beyond its styling.
The L24 six-cylinder engine was smooth, flexible and durable. Its twin carburetors gave good throttle response, while the relatively light body allowed strong performance despite a displacement of only 2.4 liters.
Contemporary testing generally produced 0–60 mph times in roughly eight seconds, depending upon conditions and test methods, with a top speed in the neighborhood of 125 mph.
Those figures placed the Datsun squarely among established European sports cars.
More importantly, the 240Z offered a level of everyday usability that many traditional sports cars struggled to match. Its hatchback body provided useful luggage space, the cabin was relatively weather-tight, and Nissan’s reputation for reliability gave buyers confidence that the Z could serve as regular transportation.
That combination was central to the car’s success.
1971: The Series II Changes
During 1971, Nissan made a series of revisions that created what enthusiasts generally call the Series II 240Z.
Again, Series II was not an official Nissan model name. It is collector shorthand for later cars incorporating a group of production changes.
The most obvious alteration involved the rear hatch.
The hatch-mounted ventilation openings disappeared, and cabin ventilation was relocated to vents incorporated into the body around the rear quarter area. The transition to the non-vented hatch and horizontal rear defroster occurred midway through the 1971 model year (around February 1971).
The rear-window defroster arrangement also changed from the early vertical pattern to horizontal heating elements.
Badging changed as well. The distinctive early sail-panel 240Z emblems were replaced or repositioned as Nissan revised the exterior trim.
Numerous smaller interior and mechanical changes accompanied these revisions.
For collectors, the Series I/Series II division is one of the most important distinctions within 240Z production, even though mechanically the cars are fundamentally very similar.
1971: Automatic Transmission Availability
An important practical addition to the range was an optional three-speed automatic transmission. The optional 3-speed automatic (Jatco 3N71B) was introduced in September 1970 for the late 1971 model year.
The automatic expanded the Z’s appeal beyond traditional sports-car buyers and reflected Nissan’s recognition that the car was becoming a mainstream success, particularly in the United States.
From a collector perspective, however, the four-speed manual is generally much more desirable.
The manual better complements the character of the L24 engine and provides the involvement expected from a classic sports car.
Automatic 240Zs remain legitimate factory variants, and an original automatic car can still be enjoyable, but comparable manual-transmission cars generally attract greater enthusiast interest.
Transmission originality should also be considered because some automatic cars have subsequently been converted to manual gearboxes.
1971: Growing U.S. Success
The 240Z became a major commercial success remarkably quickly.
Its combination of performance and value attracted customers who might otherwise have considered an MGB, Triumph TR6, Porsche 914 or various used European GT cars.
The Datsun also benefited from Nissan’s expanding American dealer network.
Unlike some low-volume European sports cars, the 240Z could be serviced through a growing network of conventional dealerships, while parts availability and Japanese manufacturing quality helped make ownership relatively straightforward.
Strong demand sometimes resulted in transaction prices above the car’s advertised list price.
The success of the 240Z fundamentally changed perceptions of Japanese automobiles in the United States. Japan had already established a reputation for economical cars, but the Z demonstrated that a Japanese manufacturer could also produce a genuinely desirable performance automobile.
1972: The Mature 240Z
By 1972, the 240Z had entered its mature production phase.
The basic formula remained unchanged: 2.4-liter inline six, rear-wheel drive, four-wheel independent suspension and a choice of manual or automatic transmission.
Nissan continued to make incremental changes to trim, interior equipment, emissions controls and other components.
The 1972 cars lack many of the unusual features associated with the earliest Series I examples, but they retain the clean styling and relatively straightforward mechanical specification that define the 240Z.
For buyers interested primarily in driving rather than collecting the earliest possible configuration, a well-preserved 1972 car can offer essentially the full classic 240Z experience without the premium attached to an early Series I example.
1972: Changes in Horsepower Ratings
Horsepower figures for early-1970s cars can be misleading because the American automobile industry changed the way engine output was reported.
Earlier 240Zs were commonly advertised at approximately 150–151 horsepower using SAE gross measurement standards.
By the early 1970s, manufacturers were transitioning to SAE net horsepower, which measured the engine with accessories and production exhaust equipment installed and therefore produced a lower numerical figure.
Consequently, a later 240Z may appear substantially less powerful on paper even though the underlying engine did not suddenly lose an equivalent amount of actual performance.
This distinction is important when comparing published specifications from different years.
1973: Emissions Changes
The final U.S. model year of the 240Z brought one of the most significant changes to the car’s drivability.
Increasingly stringent American emissions regulations required Nissan to modify the fuel and emissions systems.
The most notable change was the adoption of different Hitachi carburetors, commonly referred to by enthusiasts as the “flat-top” carburetors because of their appearance.
These replaced the earlier round-top SU-style Hitachi carburetors.
The flat-top system incorporated additional emissions-related complexity and developed a poor reputation among owners and mechanics. Tuning could be more difficult, and drivability could suffer when the system was not in proper condition.
As a result, many 1973 cars have subsequently been converted to the earlier round-top carburetor setup.
That modification can improve drivability, but originality-conscious collectors should recognize that an early-style carburetor conversion is not the factory configuration for a U.S.-specification 1973 car.
1973: The Final 240Z
Despite the emissions changes, the 1973 240Z retained the fundamental qualities that had made the model successful.
The 2,393-cc L24 engine remained under the hood, while buyers could still choose between manual and automatic transmissions.
Styling remained remarkably close to the original 1970 car. Unlike many American cars of the period, the 240Z had not undergone annual cosmetic redesigns.
That continuity is one reason all 240Zs remain immediately recognizable today.
Behind the scenes, however, Nissan was preparing a larger-engined version that could compensate for emissions-related performance losses and meet changing regulatory requirements.
The result would be the Datsun 260Z.
1974: The 260Z Replaces the 240Z
For 1974, the American-market 240Z gave way to the 260Z.
Engine displacement increased from 2,393 cc to approximately 2,565 cc, accomplished by increasing the stroke of Nissan’s L-series six-cylinder engine.
The larger engine was intended in part to offset power lost to emissions equipment.
Early U.S. 260Zs were rated at lower net horsepower than might be expected from the displacement increase, while later versions received further changes.
The 260Z also brought revised bumpers and other equipment reflecting increasingly stringent U.S. safety requirements.
Most significantly, Nissan introduced the longer-wheelbase 2+2 body style, adding a small rear seat and increasing the Z’s appeal as a more practical GT.
Although the 260Z is closely related to the 240Z, collectors generally treat it as a separate model.
The Early Series I 240Z
Among standard-production 240Zs, the Series I has emerged as the most collectible configuration.
These cars are identified by a collection of early-production details rather than by an official Series I designation.
Important characteristics include the rear-hatch ventilation openings, vertical rear-window defroster lines, early badging and other detail differences.
Within this group, particularly early chassis numbers attract additional attention.
As values have risen, however, some later cars have been modified with early-style components. A hatch with vents or a set of early emblems alone does not prove that a car is a genuine early-production example.
The chassis number and production date should be used to establish the car’s identity.
The Series II 240Z
The unofficial Series II designation applies to cars built after Nissan implemented the first major group of running changes.
These cars eliminated the hatch vents, adopted revised cabin ventilation and incorporated horizontal rear-window defroster elements along with numerous other detail changes.
Mechanically, a Series II car provides much the same experience as an early 240Z.
Consequently, the price difference between early and later cars is driven more by rarity, originality and collector preference than by a dramatic difference in performance.
For someone who intends to drive the car regularly, a later 1971 or 1972 example can be especially attractive.
The 1973 240Z
The 1973 model year deserves its own category because of the emissions-related carburetor changes.
The flat-top Hitachi carburetors are the most frequently discussed feature.
Many surviving cars no longer have them. Earlier round-top Hitachis, aftermarket carburetors or other induction systems have frequently been substituted.
A correctly restored 1973 car retaining its original emissions equipment can therefore be more unusual than expected.
On the other hand, buyers interested primarily in driving may consider a properly executed round-top conversion an advantage.
The key is understanding whether the goal is factory originality or improved usability.
Manual Versus Automatic 240Zs
Most enthusiasts prefer the four-speed manual 240Z.
The gearbox allows the driver to make full use of the L24 engine and better represents the sports-car character that made the Z famous.
The three-speed automatic made the car more accessible to a wider range of buyers but generally carries less collector appeal.
Because Z-car mechanical components are relatively interchangeable, transmission conversions are not uncommon.
A manual-converted automatic car may drive very well, but its original configuration should be disclosed and considered when comparing it with a factory manual example.
U.S. Versus Japanese-Market Cars
The American 240Z represents only one branch of the broader S30 family.
In Japan, the car was sold as the Nissan Fairlady Z, with several engine and performance configurations that differed significantly from American-market cars.
Japanese buyers could purchase versions powered by smaller 2.0-liter six-cylinder engines because of domestic tax and regulatory considerations.
Most important to collectors was the high-performance Fairlady Z432.
The Z432 used Nissan’s S20 DOHC 2.0-liter inline six, closely related to the engine used in the contemporary Skyline GT-R. Its name referred to four valves per cylinder, three carburetors and two camshafts.
An even rarer competition-oriented version, the Z432R, incorporated extensive weight-saving and racing-oriented modifications.
These cars are part of the S30 family but should not be confused with the American-market Datsun 240Z.
Understanding the Major 240Z Variants
Collectors generally divide the early Z-car family into several important categories:
Early or Series I 240Z: The earliest production configuration, recognized by features such as hatch ventilation openings, vertical rear-window defroster elements and early trim. Particularly desirable in low-chassis-number, original condition.
Series II 240Z: Informal designation for cars incorporating Nissan’s first substantial group of running changes, including revised ventilation and rear-window details.
1972 240Z: Mature version retaining the desirable earlier-style induction system while benefiting from several years of production development. Often an excellent choice for a driver-quality car.
1973 240Z: Final U.S. version, distinguished mechanically by emissions-related changes including the flat-top Hitachi carburetors.
Four-Speed Manual 240Z: The configuration preferred by most enthusiasts and collectors.
Three-Speed Automatic 240Z: Factory automatic version offering greater convenience but generally lower collector demand.
Fairlady Z: Japanese-market member of the S30 family, offered in specifications substantially different from the American 240Z.
Fairlady 240ZG (HS30-H): Introduced in Japan in October 1971. Built for homologation, it featured the iconic extended fiberglass “G-nose” (G-nozu), bolt-on fender flares, rear spoiler, and acrylic headlight covers.
Fairlady Z432: Rare Japanese-market performance version powered by the sophisticated S20 DOHC six-cylinder engine.
Fairlady Z432R: Extremely rare lightweight competition-oriented development of the Z432 and one of the most collectible members of the entire S30 family.
What Matters to Collectors
For collectors, the difference between one 240Z and another increasingly comes down to production date, originality and condition.
The earliest Series I cars generally command the strongest interest, particularly when they retain their correct hatch, badging, interior details, engine and other early-production components.
Very early chassis numbers can carry an additional premium.
Originality can be difficult to establish because the 240Z spent decades as an inexpensive used sports car. Engines, transmissions, carburetors, wheels, seats, steering wheels and suspension components were commonly replaced or modified.
Many cars received aftermarket wheels, spoilers, fender flares and performance modifications during the 1970s and 1980s.
Others were modified for racing.
As values have risen, many have been returned toward stock appearance, making it important to determine whether an apparently original car actually retains its factory components.
Rust is perhaps the single most important condition issue.
The S30 body can corrode extensively, including the floor pans, frame rails, rocker panels, battery area, wheel arches, hatch area and suspension mounting points.
A shiny repaint can conceal major structural corrosion, so careful inspection of the underside and chassis structure is essential.
Accident damage is another concern. The 240Z was a relatively inexpensive performance car for much of its life, and many examples were repaired when the cost of correct restoration could not be justified.
Mechanical components are generally much easier to repair than serious structural rust.
The L24 engine is durable and well understood, and parts support for the Z remains strong. That makes purchasing the best body usually more important than choosing a cosmetically attractive car with significant corrosion underneath.
The 1973 carburetor system deserves special consideration. A car converted to earlier round-top carburetors may actually be easier and more enjoyable to drive, but a collector seeking complete originality may prefer the much rarer surviving factory setup.
Japanese-market cars occupy a different collector category. A genuine Fairlady Z432 or Z432R is substantially rarer and more valuable than a standard American-market 240Z, and authentication is therefore critical.
For most enthusiasts, however, the appeal of the 240Z does not depend on owning the rarest version.
A good 1971 or 1972 four-speed car provides the qualities that made the Z revolutionary: a smooth six-cylinder engine, responsive independent suspension, attractive fastback styling, useful luggage space and straightforward mechanical engineering.
The 240Z’s historical importance is equally significant. Before its introduction, Japanese manufacturers were known in the United States primarily for economical and increasingly reliable transportation. The Z demonstrated that Japan could produce a sports car desirable not simply because it was inexpensive, but because it was genuinely good.
Its success also established a lineage that continues decades later through the 260Z, 280Z, 280ZX, 300ZX, 350Z, 370Z and modern Nissan Z.
Among those cars, the original 240Z remains the purest expression of the concept. The earliest Series I cars provide the greatest collector interest, the 1971–72 cars combine early styling with mature development, and the 1973 cars document the first major impact of American emissions regulation on the Z.
Regardless of year, the 240Z’s combination of performance, reliability, affordability and styling made it one of the most influential sports cars of the 1970s — and one of the cars that permanently changed the international reputation of the Japanese automobile industry.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Datsun 240Z, you’ll likely find these profiles critical in helping you make the right decision.
1973 Datsun 240ZShaped by Nissan executive Yutaka Katayama’s deep understanding of what Americans desired in a sports car, the Datsun 240Z was an overnight sensation on its arrival in the United States in January 1970. Its combination of good looks, 6-cylinder power and capable handling, coupled with an affordable price, put it miles ahead of its British, […]Read more
1970 Datsun 240Z Series 1 CoupeThe first Series I cars produced between late 1969 and early 1970 are identified by the fresh-air exhaust vents located on the rear hatch. Datsun quickly realized that they had hit the mark with the modern lines and overhead-cam 6-cylinder that redlined at 7,000 rpm. Restored to like-new condition, this 240Z is one of the […]Read more
1973 Datsun 240Z Race CarTrailing throttle oversteer resulted in far more of them leaving the track backwards than ever drove off straight {vsig}2006-1_1909{/vsig} When Spike Anderson went trawling for a bottom-feeder race car in England, he started at a fish-and-chip shop.Anderson bought “LAL,” a four-year-old Datsun 240Z from a Greek fish-and-chip shop owner, a Mr. Michael. Stripped, prepared, and […]Read more- 1973 Datsun 240ZFew realize the roots of Nissan reach back to 1912, when a young man named Masujiro Hashimoto created a car. The car was named DAT, after three family member’s initials. By 1934, the cars were Datsuns and the company was Nissan. By the late 1950s, Yuraka Katayama, a young engineer educated in America, advocated both […]Read more
Cars For Sale
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Books on the Datsun 240Z
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Past Auction Sales – Datsun 240Z
Average Datsun 240Z Sale Price by Year from SCM’s Platinum Auction Database:
Datsun 240Z Sales from SCM’s Platinum Auction Database:
Cars & Bids
Condition: 2-
May 5, 2026
$57,750
Bring a Trailer
Condition: 1
Mar 12, 2026
$155,400
Hagerty Marketplace
Condition: 3-
Nov 17, 2025
$29,158
Owls Head Transportation Museum
Condition: 1
Aug 22, 2025
$64,900
Bonhams Cars
Condition: 3+
Jul 11, 2025
$43,455
Bring a Trailer
Condition: 2
Jul 9, 2025
$143,850
VanDerBrink Auctions
Condition: 3+
Jun 28, 2025
$25,000
Bring a Trailer
Condition: 2+
Jun 1, 2025
$99,750
Bring a Trailer
Condition: 3
May 12, 2025
$31,500
GAA Classic Cars
Condition: 3
Nov 7, 2024
$37,800
Bring a Trailer
Condition: 3+
May 30, 2024
$29,400
Bring a Trailer
Condition: 2
Apr 17, 2024
$86,625
Barrett-Jackson
Condition: 2
Jan 20, 2024
$55,000
Saratoga Motorcar Auctions
Condition: 2
Sep 22, 2023
$37,400
Owls Head Transportation Museum
Condition: 1-
Aug 25, 2023
$63,800
Mecum Auctions
Condition: 3
May 12, 2023
$15,400
Barrett-Jackson
Condition: 2+
Apr 13, 2023
$49,500
Mecum Auctions
Condition: 2
Jan 4, 2023
$40,700
Bring a Trailer
Condition: 1-
Dec 6, 2022
$170,000
Saratoga Motorcar Auctions
Condition: 3+
Sep 24, 2022
$57,750
Gooding & Co.
Condition: 3-
Aug 19, 2022
$51,520
Barrett-Jackson
Condition: 3+
Jun 30, 2022
$34,100
Barrett-Jackson
Condition: 2
Apr 9, 2022
$29,150
GAA Classic Cars
Condition: 2-
Nov 4, 2021
$34,560
Saratoga Motorcar Auctions
Condition: 3+
Sep 24, 2021
$23,100
Bonhams MPH
Condition: 2-
May 22, 2021
$35,129
Silverstone
Condition: 3+
Mar 27, 2021
$64,333
RM Sotheby's
Condition: 2
Oct 23, 2020
$92,400
Bring a Trailer
Condition: 3-
Sep 10, 2020
$40,750
Bring a Trailer
Condition: 2-
Jul 2, 2020
$110,240
Bring a Trailer
Condition: 3+
Jun 4, 2020
$55,650
Leake
Condition: 2+
Jan 16, 2020
$48,000
Mecum Auctions
Condition: 2+
Aug 15, 2019
$38,500
Barrett-Jackson
Condition: 2
Apr 11, 2019
$36,850
Barrett-Jackson
Condition: 2+
Jan 12, 2019
$40,700
Silverstone
Condition: 3
Feb 23, 2018
$36,195
Bonhams
Condition: 2
Sep 9, 2017
$45,588
Bonhams
Condition: 2
Mar 19, 2017
$38,110
Silverstone
Condition: 1
Nov 11, 2016
$61,240
Mecum Auctions
Condition: 3+
Aug 18, 2016
$32,450
H&H Auctioneers
Condition: 2
Jul 10, 2016
$33,453
H&H Auctioneers
Condition: 3+
Apr 19, 2016
$34,171
Motostalgia
Condition: 2+
Oct 31, 2014
$40,700
Auctions America
Condition: 3
Oct 4, 2013
$12,650
Mecum Auctions
Condition: 3-
Sep 5, 2013
$10,968
Silverstone
Condition:
Feb 23, 2013
$22,271
MidAmerica
Condition: 3-
Apr 28, 2012
$7,490
H&H Auctioneers
Condition: 3+
Feb 16, 2012
$12,144
Barrett-Jackson
Condition: 2
Jan 15, 2012
$18,150
Bonhams
Condition: 3
Jul 1, 2011
$90,450
See all 66 sales of Datsun 240Z cars from SCM’s Platinum auction database.