The Car That Changed Everything: the Datsun 240Z

Piston Heads features the 'car that re-wrote the GT rule book' in 1969.

[Datsun] wasted no time formulating a blueprint for a 'personal GT' that would slot in below the hallowed 'Vette but above 'boutique' European sportsters like the Opel GT, MGB GT and Porsche 914, and deliver a genuine two-fisted driving experience in a thoroughly modern, good looking and, above all, affordable package.

In truth, the 'hairy-chested' aspect of its character wasn't a million miles removed from the Austin Healey 3000's, a car close to Americans' hearts, but even closer to the retirement home. It was the fusion of more aspirational elements, though, that made the 240Z an instant sensation and gave notice of something the Japanese would become renowned for: artful plagiarism.

Which is why the first thing you notice is the long, low bonnet complete with a power bulge, just like an E-type Jag's. The fastback roofline swoops down to a sharply truncated tail that, from some angles and in the right light, looks teasingly Ferrari-esque. Inside, the seating is low slung and leanly padded in the best sportscar tradition, while the dials of the instrument display are sunk into deep cowls, just as they would have been in a '60's Alfa Romeo. Its stubby gearlever has a wooden knob and a baggy gate frock that makes it look even shorter and more 'snickety'.

And that engine. Who'd guess it's the 1595cc single overhead cam four from Nissan's dull 510 saloon of the day with an extra couple of cylinders welded on the end? In the 240Z it's a lusty, throaty 2.4-litre straight six thoroughbred that develops 151bhp and 146 lb ft of torque. All right, outputs that seen laughably puny by today's standards but, at the end of the '60s, potent enough in a car that weighed just over 1000 kilos to propel it to 60mph in 8.0sec, the ton in 25.6sec and 125mph flat out - quicker than a Triumph TR6 or a Porsche 911T.

It doesn't feel slow, even now. A respectably flat torque curve and five neatly-stacked ratios team up to give the 240Z decent in-gear punch and bags of flexibility, which is just as well because the engine's throbby roar becomes almost intolerably harsh and thrashy above 6000 revs, despite the 7000rpm red line.

...What's perhaps most remarkable about driving the 40-year old 240Z again is how close it is in character to the current 370Z. The 370 goes and stops harder and can negotiate long sweeping bends travelling faster than the 240Z could manage on the straight. But the striking good looks, compact size and tough, unfrilly personality are almost perfectly aligned. As is its chassis' predictable, forgiving balance and clear lines of communication...

When I was a kid, a 240Z was the next best thing to a beautiful woman. To Nissan's credit, kids around the world feel the same way about the current Z.