NB: While a new seatbelt buzzer, seatbelt warning light, and retracting seatbelt spools were added to the Series IIIs, they were likely present only on units built after December of But another notable Series III change was the switch from vertical to horizontal rear-window defogger lines. While there were still eight exterior colors offered in this year, Datsun did a bit of shuffling to include metallic brown, a hue that reflected the bell-bottom era in which the Z thrived.
Datsun offered a surprising wealth of interior color choices this year—seven in total. Just like every other car sold in America at this time, the new Series IV took a turn for the worse. Production of the Series IV Z remained unchanged as became , and the original Z car quietly disappeared as the new Z began rolling off the assembly line in July The eight exterior colors were modified yet again, while interior colors were cut to five.
Rust is a well-known, highly documented problem in these cars : inspect for rust under the battery tray, in the wheel arches, around the windshield, in the fender behind the front wheels, in the rocker panels, floorboards, and around the rear hatch. Even if rust has been addressed, watch out for poorly repaired areas that use fiberglass patch panels or copious amounts of body filler to achieve a smooth surface. After assessing the metalwork, evaluate the condition of rubber parts in the suspension, the powertrain, and the body weatherstripping.
When in doubt, hire a professional automobile inspector to give you a full report. The only remaining issue is that of authenticity. Many examples were modified over time, up to and including radical changes like V-8 engine swaps.
Values been ticking up since and showed some of the strongest growth between —18, when they increased by 74 percent. Interiors were predominantly black or a mix of black, beige, and brown, but red, white, and blue were also available. The engine itself will feature a number stamp with a serial number, essentially either L24 2. Remember, Datsun made running changes to the car on a continual basis, sometimes even within the same model year, so feature variations can and will be found on certain models although styling is largely locked in.
The Series I Z is easily distinguished by the air exhaust vents built into its hatch, a design cue that disappeared with the Series II cars when the vents became circular and were relocated to the C-pillar with the car also gaining larger sun visors, swapping in a speedometer starting at 0 mph rather than 20 on the earlier cars, and a few other minor updates.
Series III cars looks like Series II externally, but feature a different center console design and a dash-mounted cigarette lighter, and features such as a seatbelt warning buzzer.
Series IV cars received steel headlight buckets rather than fiberglass, a new dash layout, and larger bumpers mandated by federal regulations. The Z, being somewhat of a mongrel in terms of features and design, offers either rubber overriders on the same bumpers found on the Series IV Z, or full diving-board bumpers that would carry through the Z to the end of S30 production.
Other differences for the Z included moving the turn signals from underneath the bumper to just above and inside the grille, displaced from their lower fender roost by the giant steel 5-mph bumpers hanging off the car. The market value for these models is very low.
The Z is mostly a visual match for the Z, save for crimped rubber bumper extenders and louvered hoods that were added to the mix in There were a few special edition Zs out there, but not many have survived to present day. This was followed by the Black Pearl the year after which was, well, a black Z albeit the only black S30 produced. Between — were sold.
At the very least, things are simple in the transmission department. In America, the Z and Z were only ever offered with a four-speed manual or a three-speed automatic despite the existence of a five-speed in Japan and overseas. The L24 2. Originally, the single-overhead cam motor was good for horsepower and lb-ft of torque, and came with a pair of Hitachi-made SU-licensed round-top carburetors which featured three different designs depending on model year.
This was more than enough output for the relatively lightweight pounds or so Z platform, giving it a 0—mph sprint of just under eight seconds. While you can make flat tops work, they are complex and more difficult to source parts for or find knowledgeable help with. The Z also boosted displacement to 2. The model year would see the introduction of the N47 engine head, which swapped in diamond-shaped exhaust ports that some enthusiasts feel offers poorer flow.
A well-maintained L28 fuel injection system and an L24 with round-top carbs are well-understood, hassle-free setups that are reliable enough for daily driving. Pull the choke lever between the seats, crank the starter, and go. The 2. And, in its own right, one of the most entertaining sports cars of all time.
That said, they offer a very similar driving experience. The later Z and Z cars draw another parallel to Series 2 and 3 E-types. The most valuable E-types are the — Series 1 cars.
So it goes with Zs: The first or so cars are unique in many details, extremely difficult to restore properly, due to original early-production parts being unobtainable. The balance of the Datsun Series 1 cars, built through the middle of , are the second most valuable. The Series 2 cars had several changes, including a revised interior. A lot more than they used to be. About 10 years ago, I bought the finest original Series 1 car I had ever seen—low miles, flawless original paint, and an interior and chassis you could eat off.
The best low-VIN cars are now, in a few cases, selling for close to six figures. I suspect they will continue to climb. Keep in mind, these are prices for the best-of-the-breed cars—bone-stock with squeaky-clean histories. The biggest bang for the buck is a Series 2 Z in clean, close-to-stock condition. A rising tide lifts all boats, so as the early Series 1 cars continue to appreciate, the Series 2 cars are following.
So, finding a good Z can be a challenge. But they are out there. The more correct the car, the better off you are. If you want to get invasive, the L24 engine responds well to traditional hot-rodding techniques.
A hotter camshaft, cylinder-head work, and the ever-popular increase in displacement yield tremendous gains in power.
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