The Datsun 240Z was a sports/GT car that enjoyed a successful run for four years, but even the best things must come to an end. Therefore, in 1974, Datsun made some changes to the car that included a new nameplate, the 260Z, and a bigger engine. The new engine had a piston displacement increased by 171 cc and larger exhaust valves, resulting in better breathing. The car also had a new electronic ignition that improved starting and forestalled misfiring with the emissions package. The fuel lines were heavily insulated against vapor lock and a rear-mounted electric pump was added, operated in tandem with the engine-driven mechanical pump. The new motor delivered 139 horsepower at 5600 rpm and torque was up by 12 pound-feet to 137 at 4400 rpm.
However, the new engine did not live up to expectations when it came to performance. The car was slower than the 1973 car, and one serious flaw in drivability marred the experience. During sustained flat-out acceleration, the engine ran out of fuel halfway through the rev range in first gear. Datsun engineers acknowledged the problem and were diligently searching for a solution. High underhood temperatures were boiling fuel in the carburetors, causing the engine to temporarily starve. Datsun had not solved the problem despite the addition of insulated fuel lines and an electric fuel pump.
Despite the issues with the engine, other changes made to the car were impressive. Datsun had resolved most of the complaints raised by owners over the years. The most significant improvement was the car’s handling. Steering stability at highway speeds had been problematic and the car wandered down a windy freeway as if it was piloted by inebriates. The problem was associated with aerodynamics, steering geometry, and rubber bushings. Datsun had taken pains to resolve the issue, altering the body’s angle of attack into the wind by raising the rear of the car slightly, which reduced front-end lift at speed and diminished weight loss from the front tires. The steering gear mounting system was also revised to eliminate lateral compliance. The road feel to the driver was damped, but the 260Z tracked down the road with respect for the straight and narrow.
The suspension calibration worked in a commendable manner, with the 260Z sweeping through turns with a new level of determination. Body roll was minimized and both ends of the car worked up to the limit. Although there was a gradual loss of response to the steering wheel in the front, the tires never yielded to severe understeer. The rear tires signaled the limit as they lost their side grip and began to audibly scratch at the pavement.
Datsun had invested in development work in the US, and the success of the car in 1974 depended on how successful that program was. The car’s big motor was less an advantage than a stop gap measure to meet the law, and any genuine performance gains over the 1973 model would depend on how successful the development program was. The fuel economy slipped slightly, with average mileage dropping from 20 mpg to 18 mpg.
Overall, the 260Z was a mixed bag, but the improvements made to the handling and suspension calibration masked some of its flaws. The car still fell short of the popularity of its predecessor. However, die-hard fans of the car found plenty to enjoy, such as the car’s flexible engine, solid construction, and affordable price tag.
