Чем отличаются 240z от 280z datsun
When Nissan initially came to the US market, they operated under the name “Datsun”. This was done in case of failure, which would damage the Nissan name. Fast forwards to 1970 and Datsun is producing the 240Z.
The 240Z was an answer to Toyota’s 2000GT which ultimately failed. The 240Z was a massive success, and has created an entire Z family. If you’ve ever been into 240Zs or 280Zs, then you know that the debate between them is tense.
Which one of them is actually better? Let’s dive in and compare 240Z vs 280Z.
In 1970, the 240Z was introduced to the American market by the president of Nissan Motors USA Operations. The early 240Zs were known as the Series 1.
The Series 1 had subtle differences from later cars such as badges in different locations. The 240Z came standard with a 2.4L inline six, with a four speed manual transmission.
The 240Z also came standard with fully independent suspension front and rear. This was very different from the standard US sports car which was solid rear axle.
Fast forwards to 1975 and Datsun is making the 280Z. The 280Z featured a larger 2.8L engine.
This was done by enlarging the bore of the L24 engine to create the L28 engine. The 280Z also featured a much more reliable Bosch L–JETRONIC fuel injection. Due to popular demand the 280Z was more luxurious than the outgoing 240Z, and it had a much smoother ride
The 280Z was heavier than the 240Z, but with the increased engine size it was just as fast.
240Z vs 280Z: Exterior
The 240Z and the 280Z share identical bodies. The only differences would be badges, blinkers, and others very small details.
Even the 260Z shares nearly everything on the outside. Overseas the 280Z was available as a 2+2, which looks far different than it standard two-seater configuration. Overall both at 240Z and the 280Z are incredibly good looking vehicles.
The most talked about difference between the 240Z and the 280Z are the bumpers. Most people absolutely hate the bumpers on the 280Z, and understandably so. The bumpers on the 280Z are massive compared to the bumpers on the 240Z.
240Z vs 280Z: Powertrain
As you might have already figured, the numbers in Z car names have a meaning. “240” refers to the 2.4L engine that it came with from the factory, and “280” refers to the 2.8L engine.
Like I mentioned before, the 280Z’s engine is a bored out version of the 240Z’s engine.
The 240Z made an impressive 150 horsepower at 6,000 rpm, and 148 lb-ft at 4,400 rpm.
By todays standards those numbers are pathetic, but in 1970 these numbers were incredible. The 280Z makes 149 horsepower at 5,600 at 5,600 rpm, and 163 lb-ft at @4,400.
I know what you’re thinking; “how does the 240Z make just as much power as the 280Z?”.
The reason they make the same horsepower is for various reasons, but mostly the lowered compression ratio. Interestingly enough the 280Z makes 15 lb-ft more than the 240Z.
That extra torque makes the 280Z more fun to drive from stoplight to stoplight.
The 240Z was carbureted, whilst the 280Z used a Bosch fuel injection system. This fuel injection system is said to be nearly maintenance free. Later 240Zs have carburetors with emissions restrictions, which many people complained about.
240Z vs 280Z: Suspension
Both the 240Z and the 280Z share the same suspension system. They both use a fully independent MacPherson strut setup.
The 240Z and the 280Z had minor differences such as metal thickness, tube thickness, spring rates, etc.
Other than a few minor differences they shared completely identical suspension setups.
So Which One is Better?
Up to this point the 240Z and the 280Z are basically identical. Other than the engine size they are extremely similar.
Most people prefer the 240Z because it weighs less, and can make a slightly better track car. I personally agree with that; I would prefer the 240Z simply for the weight advantage.
Which one do you prefer? Let me know in the comments below!
21 thoughts on “240Z vs 280Z: Which One is Actually Better?”
The one you own is the better one.
I’d take either one because I have neither.
I agree the one you own is awesome. And, in my ’77 280Z the u-joints are not replaceable so I just bought a new drive shaft ($$$) with another non-replaceable U-joint on it. However, if you’ve driven both, the 280Z seems more solid, stable and quiet. My AC hasn’t needed Freon-12 since the 80s and works brilliantly. It seems that the door panels are thicker, the roof liner appears thicker and the rear deck is more solid. As a driver, the 280Z is best but if you’re on the track, use a 240Z. Ideally, I put 240Z bumpers on it and that little rail across the front (nice Euro touch).
Owned the ’75 280, wonderful car. With the fuel injection, if you left it to warm up, it would ramp the throttle down. Try that with the carbuerated versions.
Yo just a heads up that yellow car is a 280z. 240z’s didn’t have the hood vents and the turn signals at the front were located in a different spot. I love my l28et swapped 1976 280z.
Further to my base post/comment, Nissan (aka, “Datsun” for foreign OR domestic lower end cars back then) seemed to follow Kawasaki Aircraft Company (later Kawasaki Motorcycles) with their Z line-up. That’s to say, the original/amazing (and affordable!) Kawasaki H1 MachIII triple 2-stroke street shredder was — like the 240Z — a no-frills, cheap entry offering with amazing raw performance, styling and value that crushed the competition. The early H1s (69 thur 71) were uncivilized beasts, and needed taming down for marketing and government reasons. So like the 240-260-280Z ‘lineage/transition’ during the 70’s that got tamer, more refined and civilized, so did the H1 triples up till 76 or 77 when they were finally phased out in favor of 4-strokes. But back then, Japan INC’s strategy was ALWAYS to enter a new export market (for them) with a striking, high performance and breakthrough machine/product for “cheap money” compared to the competition. Then, as they got market share and ‘refined the product’, they’d raise prices or tame the edginess to appeal to broader customer base (and their shareholders).
I am fortunate that I have owned a 76 280z, a 78 280z, and an 85 rx7. I loved all these cars. Got my first z when I was just 17 years old (1983). I feel the 280’s had more power and classic lines but the rx7 was rather nimble and quick handling. I am 51 years old now and looking at getting a 78 280z black pearl edition project car. It needs a lot of work but I am getting ready to tear into it. Plan on putting the L28ET engine into it. Its been nearly 30 years since I’ve owned a z. You may notice the value and recognition of these cars seems to be raising quite a bit in recent years.
Back when they were new cars and I was but a tyke my mother had owned a 280ZX and I remember the car quite fondly. Recently I found myself in the market for a car and one of the S30/S130 lineage really appealed to me. I studied on what I wanted from, and considered important in, a project car. I decided on the 1983 280ZX 2+2 Turbo for a few reasons.
One of the important reasons is that the ’83 has refinements over earlier cars like a power assisted rack-and-pinion over the earlier recirculating-ball. Several optional features became standard by ’83 and a 5-speed manual over a three and four speed automatic really appealed to me. I’ve owned a three-speed transmission and I always worried about driving it at higher speeds on the highway.
The 2+2, while the least track car esque of the options, makes for a more accessible daily driver and comes standard with the GL trim level. The turbo helps a little to counteract the additional weight and keep the car ‘sporty’.
They’re also far and away the black sheep of the line making them much less expensive than the 240’s and parts are more readily (-ish) available because fewer people find them appealing. Perhaps its childhood nostalgia, but I think the 81-83 were some of the better cars of the line.
Growing up in the 70’s my parents had a blue 240z which my mom drove it more it was awesome 💙
The bumper alone makes the 240z look way, way better. Maybe not safer — but better. The 280z is otherwise great. The ZX, though? Too much gaud. The lines and thin bumpers on the 240z are amazing.
Having owned a 260z , with a few more horses and virtually the same weight and better carbs , I’m going off the board for 1000 please alex
I had both s 1973 240z and a 1978 280z. Both great cars and fun to drive. Hard to day but maybe the 240z for sure more luggage space. I would like to have another one either 240z or 280z
150hp and 148ft/lb are not “pathetic”, especially in a car that only weighs a tad over 1000kg.
The 240Z also came standard with fully independent suspension front and rear. This was very different from the standard US sports car which was solid rear axle. Bull shit. Corvette was fully independent in 1963
The 240Z also came standard with fully independent suspension front and rear. This was very different from the standard US sports car which was solid rear axle.
Not true. Corvette was fully independent in 1963
Around 1980 when I was about 18 yrs old, one of my buddies owned a 280Z and I loved it. I loved the sports car Peterlook and even as a passenger it was fun to cruise in…unless you were in the back seat. The sloping roof made it tough to get comfortable.
One thing that is important when looking for a builder, the 260Z uses the 240Z pan originally. Mid year used the new pan wick became the pan used in the 280Z.
Most people like the lighter pan but it does not really make a difference in turning. It is of course a, tast.
Думаю, многие слышали о компании Datsun лишь из рекламы седанов Mi-Do и On-Do, та самая плохо замаскированная Гранта. Однако за плечами компании куда больше истории и в свое время они пользовались большей узнаваемостью чем Nissan. В 1954 году между Datsun и Nissan было заключено соглашение о сотрудничестве, под брендом Datsun (в ввиду большей известности) начали активно экспортироваться машины в США одной из которых был Datsun Z280 последняя модификация известной модели известной больше как Fairlady.
Datsun Z280 это узкое, длинное купе, которое выпускали в эпоху Jaguar E-type и Chevrolet Corvette, которые не мало повлияли на дизайн и идеологию Z280. Это задний привод, рядный 6-ти цилиндровый двигатель и спортивный силуэт.
Мотор L28 выдавал 170 лошадиных сил и 230 Нм крутящего момента, для 75 года очень даже хорошие характеристики для гражданского купе. Двигатель в какой-то степени легендарный и ставился на многие модели Nissan. Сложной является лишь система впрыска, три карбюратора это как минимум их синхронизация и настройка. Заводской информации по разгону не удалось найти, но экземпляры, дошедшие до наших дней в хорошем состоянии, показывают примерно 8 секунд до 60-ти миль/час — это примерно 96 км/час.
Коробки передач стандартные для американского рынка тех лет это 3-х ступенчатый автомат, а для понимающих 4-х, а позднее 5-ти ступенчатая механическая коробка. Автомобиль в стоке вполне мог ехать боком при своем весе.
Подвеска независимая для обоих осей, а тормоза дисковые только спереди, сзади барабаны. Рулевое управление реечное. В целом как пишут владельцы управляется автомобиль нормально, но с поправкой на возраст.
Очень мне нравится этот дизайн, узнаваемый по многим другим спортивным купе. Длинный капот как ни как рядная 6-ка должна влезать, и поджарый хвост. Вообще, несмотря на приличный возраст, автомобиль не выглядит старым, да это классика, но назвать его старым язык не поворачивается.
Салон автомобиля простой, строгий и спортивный, утопленные колодцы приборов, 3-спицевый руль интересной формы с вылетом. Кстати для Калифорнии делали версии с кондиционером для 70-тых я считаю это очень показательно, правда компрессор на вид весит 40 килограмм, но все же. Больше из комфорта ничего не предлагается, стеклоподъёмники ручные, регулировки кресел тоже, но это не тот автомобиль, где это должно было быть в те года.
Сегодня Z280 (240 260) можно найти на аукционах США и Японии, в наших краях эти автомобили можно пересчитать по пальцам, привозят их лишь истинные фанаты классики и спортивных купе. Фотографии в этой статье принадлежат одному из тех людей, кто решился пройти терпкий путь приобретения автомобиля за океаном и ввоз его в страну. Дорого, сложно, больно, но решаемо, когда действительно хочешь.
Всем спасибо за внимание! Как вам такой Datsun? Ставьте большой палец вверх если нравится больше чем On-do, а также подписывайтесь на наш канал, чтобы не пропускать новые публикации!
Not sure whether to go with the Datsun 240z or 280z? Or just curious about the differences? We’ll answer your questions in our ultimate 240z vs 280z guide.
Here, you can click on a particular aspect you’re interested on within this article, otherwise, continue scrolling as we introduce these incredible cars.
Introduction
In the late 1950s, a Japanese car manufacturer named Datsun decided to make a brave decision in challenging the Western world at the affordable sports car market for the first time.
This car would be named the Fairlady, and despite having a unique appearance, its disappointing performance failed to tick the right boxes to compete on the American market.
Refusing to fail, Datsun returned to the drawing board for a second attempt. This time they opted for a smaller, lighter, sleeker and more powerful alternative, which would eventually become a legend in the sports car world - the Datsun 240z.
This incredible car was an instant success, and the humble S30 chassis later went on to change the face of racing, Japanese imports, and affordable driving thrills forever.
With the 240z being Datsun’s answer to Toyota’s 2000GT, which ultimately to topple the market, the 240z quickly achieved worldwide success, also marking the birth of the infamous Fairlady family.
Check out this 240/280 sound compilation video!
From 1970 through to 1973, popularity continued until a brand-new model hit the market, the 260z. In true Nissan fashion, this was named after the displacement of the engine, which was now 2.6L.
You’d be forgiven for thinking that this would be an improvement, but due to strict U.S. safety and emissions rules, despite having extra power under the hood at 162bhp, it actually ended up being a slower and less exciting car overall.
With some daring new ideas, such as a 2+2 four-seater option on a long-wheelbase, the 260z never really managed to attract the same desire or appeal as its sportier older brother. With the 2+2 featuring more weight than the 240z and around the same power, it took just shy of ten seconds to hit 0-60mph.
In the meantime, the rest of the world was handed what was simply a face-lifted 260Z.
We can’t resist a video of a 280z sitting sideways. Check out what went down when Formula Drift Champion Chris Forsberg got behind the wheel of this Skyline-powered weapon!
In this article, we’re going to take a look at the differences between the immensely 240z and the 280z to give you all the information you’re going to need on these iconic legends.
Datsun 240z History
As the 240z hit the US docks in October 1969, the 2.4L inline-six engine provided thrilled new owners with an impressive 151hp, four-wheel independent suspension and a four-speed manual gearbox which was capable of achieving 0-60 in under eight seconds.
Datsun’s attempt to challenge the European and U.S. sports car markets was a huge success, and not only was the 240z a spectacular car to drive, but it was also more reliable than any other sports car available on the market at the time.
It’s main rival, the British-born MGB-GT had begun showing its age with a 5-year old, outdated design. There was simply no match for the performance, design, reliability, and drivability for the money. A perfect, sensibly-priced sports car for the keen driving enthusiast had finally arrived!
As well as its ability to overcome its competitors, the extremely reasonable cost of just $3,500 undoubtedly helped to boost its popularity. (If anyone has one for sale at this price now, feel free to hit us up!)
As sales begun soaring in the showrooms, at a rate of up to 50,000 units per year in the U.S. alone, this huge scale of instant popularity meant that Datsun wes unable to keep up with the demand and before they knew it, dealerships had long waiting lists with people desperate to get their hands on the brand new Z-car.
Under the hood of the U.S. model was an L24 inline-6 engine with twin SU carburetors, producing 151hp. Despite the car for the Japanese market being more race-orientated, it only featured a 2.0L L20 straight-six SOHC engine from the Datsun 510, with 130hp.
Considering a 240z? You’ll want to take a look at this useful buyer’s guide:
The first 240z’s to hit the market were the extremely rare Series I models. These were built from October 1969 through to January 1971. Only 543 cars were produced in 1969 and a very small quantity made it to the market, undoubtedly making them the rarest and most sought after.
After that, 16,215 1970-series cars headed to America, making the Series I the holy grail of the Fairlady family. If you’re lucky enough to find one of these, chances are it’s going to cost you a pretty penny but will undoubtedly be a great future investment.
Between 1971 and 1973, Nissan also launched the Series II, III, and IV and within just a few years, a total of around 150,000 240z’s had entered the U.S. market.
Datsun 280z History
After a short, yet slightly disappointing year with the 260z, Datsun returned to their winning ways with the launch of the 280z in 1975, as owners rejoiced and faith was restored in the brand.
As you’ve probably guessed from the name, the 280 featured an even larger engine at 2.8L, which was created by enlarging the bore of the 260’s L26 engine to comply with the ever-changing emissions laws.
Alongside the engine upgrades, they also included a five-speed manual transmission in the later model years (’77-’78).
Not only this, but the L28 engine also featured a far more reliable upgrade with modern technology as they included the Bosch L-JETRONIC fuel injection system.
These upgrades meant that the engine was now capable of 170hp at 5,600rpm with 163ft/lb torque at 4,400. Compared to the 151hp of the 240, it was quite a significant increase.
With demand changing in the markets, Datsun decided to make several components of the 280z more luxurious, making for a far smoother ride for daily convenience. Alongside this, they were also forced to make some (arguably) less-desirable impact-absorbing bumper changes to once again comply with the updated safety laws.
This may have made the 280z the heavier sibling, but its increased performance meant that it equally as capable when it came to putting the power down in a straight line.
Check out what happened when Gas Monkey Garage got their hands on a 280z!
Alongside the coupe, they also continued the 2+2, four-seater long-wheelbase version which was first seen in the 260Z, which certainly didn’t make the 280 any lighter!
With these new changes came a higher price-point, and the 280z retailed at $7,968, which is still a fantastic deal by today’s standards!
Despite only ever being sold on the U.S. market, Datsun went on to sell roughly 228,000 280z’s, and around 90% of the global Z-car sales were In the U.S., which totaled a whopping 450,000 throughout the S30 lifespan of 1969-78.
After their successful run with the 280z, Datsun then went on to unveil the second-generation of Z-cars in 1979, with a 280ZX which featured a completely new refined and luxurious design, and huge changes being made over the S30 chassis.
But… What about the 260z?
There’s no question that the 260z is the least desirable of the three options, but it still plays a significant role in the history of the Fairlady.
The 260z failed to receive a great response from the U.S. market, and many enthusiasts saw it purely as a temporary ‘smog car’ to allow Nissan to pass the new emissions laws.
Despite having more power, it also had more weight and in real-world testing, the 240z would come out on top in just about every way.
Despite the convenience of two additional seats, they failed to capture the same level of popularity, even to the present day.
On a positive note, this can often make them a more affordable alternative for those of you on a budget with dreams of owning an S30.
Despite the lack of interest on the U.S. market for the 260z, the model actually continued to be sold to the rest of the world until the end of 1978, however, the US markets were fortunate to receive the 280z in 1975-78, when Nissan eventually ceased production of both models.
Cosmetic Changes - 240z vs 280z
Considering that the S30 chassis was to be sold for nine years, there were actually very few changes made to the exterior styling compared to most cars, and we’re thankful for that!
With the exception of the 2+2 models, all of the S30 models actually share near-identical bodies. With the main changes simply being badges, blinkers, and bumpers.
The 280z featured thicker steel to the bumper supports and side beam protection due to updated safety regulations. It also had recessed tail lights, turn signals which were integrated into the front grill and slightly amended suspension.
It was, however, at least 400lbs heavier due to these, and also an inch taller in stock form.
As time went on, the interiors got increasingly luxurious and a nicer place to reside on a daily basis, which is where it began its transformation from a hardcore racer to a more humble grand tourer.
Suspension Changes - 240z vs 280z
Despite a lot of similarities between the suspension setups of both cars, most components aren’t interchangeable between the two models due to beefier struts on the 280z.
Contrary to popular belief, the weight additions in the younger brother required the suspension to be slightly different to accommodate. For that reason, we’d not personally want to swap out our tired 240z suspension for a convenient 280z alternative, or vice versa.
Which is Best? 240z vs 280z
As you can probably imagine, this isn’t the simplest of questions, despite the incredible number of similarities between the two models.
Our first consideration would be to think of your purpose for buying the car. Some may want to restore a classic back to its original condition to store in a museum, while others may want to carry out an LS swap to run walls at the track.
For that reason, we’re going to narrow down the reasons why we would opt for a specific car for your designated purpose, and we hope that it’ll help make the choice clearer when it comes to making your big decision.
Restoration – Winner: 240z
If you’re looking to fully restore an S30 chassis, we have to give the 240z the win here. Although parts for the 280z are undoubtedly going to be easier to fi
Engine Swap – Winner: 280z
Looking to create the ultimate beast? Despite the additional weight of the 280, this is likely to become rather irrelevant when it comes down to an engine swap.
For that reason, the 280z is stronger, stiffer and also easier to source parts for. You can also sleep easy knowing that it’s not likely to be a classic Series I, which would be worth huge money and anger a heap of purists!
The ultimate drive – Winner: 240z
Sure, the 280z may have more power and a stiffer chassis, but there’s no question to us that the 240 maintains the legendary driving feel which made these cars so popular. Carrying less weight around will undoubtedly help give it a much better feel in the twisties!
Modifying – Winner: 280z
Whether you’re wanting to go drifting, build a frame-laying stance whip or head to the track, the 280z is going to tick the most boxes, for the same reason as our engine swap statement.
95% of ‘everyday’ members of the public aren’t going to know the difference between the two cars, and they’re classic enough now that they’ll stand out a mile on the road regardless. You’ll most likely be safe from angering the purists, too!
Weigh – Winner: 240z
There’s no question which model is lighter, and if you’re looking for a straight-out-of-the-box handling package, the 240z is going to be the choice for you.
Building a track weapon - Winner: 280z
For basic occasional track use, this may well go to the 240z. Out of the box, we must prefer it as a ‘drivers’ car, however, the chances are you’ll be falling into the ‘modifying’ category above here, so let’s just stick with the more affordable option which still has the same stunning looks. Think of it as a ‘good karma’ thing!
Engine – Winner: 280z
With 170hp compared to the 151hp under the hood of the 240, there’s no question that the later fuel injection L28 engine takes the win here. Whether you’re looking for additional power, the convenience of sourcing parts, or reliability, it wins on all accounts.
On the flip side, some of you love the original carburetor engines, in which case the 240 is going to have the motor of choice for you!
Future Value/Collectability - Winner: 240z
This is a no brainer. With the 240 being lighter, they managed this by creating it with thinner materials, which therefore make it even more prone to the dreaded corrosion issues which car enthusiasts dread.
For that reason, many 240s have likely already made their way to the car graveyards and been parted out, which ex-owners are likely to be regretting.
Whether you own a Series I or a later 240, in the years to come these will undoubtedly become increasingly desirable as they are the first true ‘Z’ car.
Rust - Winner: 280z
We don’t like to mention the dreaded ‘r’ word, but let’s face it, as JDM enthusiasts we’ve come to know it a little better than we’d like!
With the 280z being made of stronger, heavier materials, it’s definitely more built to last than the 240. If you live in areas where they have salt on the road during winter, we’d highly recommend placing it in storage for the colder months.
Hey Good Lookin’ - Winner: 240z
Despite the same body lines, the later safety upgrades on the 280z did make it look a little less awesomely retro, so the 240z definitely wins the beauty contest for us!
Daily Driving/Comforts - Winner: 280z
As the years went on, Nissan added more and more luxury comforts into the 280z, which undoubtedly makes it the comfier car to drive and a quieter, more refined place to be – even if it does lose some of the ‘race car’ appeal in the process.
Conclusion
As much as these cars are identical in many ways, they’re also extremely different. We think of the 240z as more of the original raw, planted sports car and the 280z leaning more towards the lines of a comfortable GT car.
Where the 240 is light, twitchy and makes you feel like you’re behind the wheel of an eager race car, the 280 is more tamed, calm and refined.
There’s no question that both are impressive cars, and undoubtedly tick a whole lot of boxes. With their stylish, retro appearance combined with excellent all-around performance, they’re a true winner in every regard.
The 240z changed the history of the sports car and left behind a legacy which made the rest of the industry take Japan seriously in this market, which then paved the way for them to build some of the greatest cars of all time.
For this reason, the 240z was literally a game-changer in its time and the 280z simply became a modern-day equivalent. There’s no doubt that both are incredible cars, but for us, the true legend lies within the 240z. They’re not only a milestone car for Japanese automotive engineering, but a true classic.
They may not seem cheap to buy in the current market, but when you compare them to some of the other classics out there, they’re actually a great deal which will no doubt continue to rise in value.
Unfortunately, the 70’s era-steel hasn’t done these cars any favors with resisting the dreaded tin-worm, so we highly recommend you give any purchases you’re considering a thorough inspection. If you can find one with little to no rust, it’s undoubtedly going to be a superb purchase. If you’re lucky enough to already own one, then congratulations!
It’s been an incredible ride for the Fairlady family, and have Nissan continued growing strong after the S30 chassis. Since then, we’ve had the 280ZX, 300ZX, 350Z and then the 370Z which is still rolling out of showrooms worldwide to the present day.
We hope this article has provided you with everything you need to know about these awesome Datsuns, but please feel free to let us know if you’d like us to add some additional information.
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Additional 240z/280z Content
We never get tired of seeing 240s or 280s in any form, so we’ve sourced a couple more videos for your enjoyment too!
Jay Leno gets his hands on a 240z!
280z + 2JZ = Winner!
Not a 2JZ fan? How about a VR38? Sideways? You got it. This drifting GT-Z is what dreams are made of!
Photography credits
Drifted would like to extend thanks to the following sources for use of their images:
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Автомобили Nissan Z были провозглашены одними из лучших спортивных автомобилей, когда-либо выпускавшихся в Японии, поскольку они быстрые, доступные и, что самое главное, доставляют удовольствие от вождения. Прошло более пятидесяти лет с тех пор, как первый автомобиль Z сошел с завода Nissan в Хирацуке, когда они все еще были довольно маленьким игроком на международном автомобильном рынке. Потом они построили линейку родстеров Fairlady, которые имели некоторый успех в продажах как на внутреннем, так и на международном рынке, конкурируя с доминирующими европейскими производителями. Но именно линия Z действительно сделала бренд главной силой на рынке спортивных автомобилей.
Fairlady Z / 240Z
Первым поколением этой линейки был Fairlady Z, или Datsun 240Z, как его называли в Америке. Стремясь развить успех своей предыдущей линейки Fairlady, Nissan разработал новое элегантное и стильное купе, которое должно было быть одновременно привлекательным и доступным. Это достигается за счет совместного использования деталей, при этом многие внутренние компоненты 240Z позаимствованы у существующих автомобилей Nissan.
После запуска автомобиль имел большой успех как дома в Японии, так и за рубежом. Nissan продал несколько сотен тысяч единиц за весь срок производства автомобиля, и даже сегодня они по-прежнему являются культовыми фаворитами среди тюнеров и сообщества Datsun. В Северной Америке 240Z подвергся двум обновлениям, названным 260Z и 280Z соответственно. Эти варианты отличались новыми двигателями и некоторыми доработками кузова в соответствии с федеральными требованиями США.
Fairlady 280ZX
Что касается автомобиля Z второго поколения, то внимание Nissan сместилось в сторону роскоши, а не чисто спортивной динамики. Потребительский спрос изменился с момента выпуска первого автомобиля, поэтому 280ZX не только чувствовал себя намного более премиальным внутри, чем его предшественник, но и был более комфортным для длительных круизов.
Двумя самыми крупными изменениями для этого поколения стали Т-образная крыша и новая модель с турбонаддувом, которая была доступна с 1981 года. После выпуска она была очень популярной, сместив по продажам первое поколение. Тем не менее, сегодня она часто остается незамеченной среди энтузиастов Z, поскольку ее внимание к роскоши означает, что управляемость не была такой звездной, как у многих других моделей Z.
300ZX (Z31)
Следующая модель в линейке Nissan Z — первая из двух, получивших название 300ZX. Выпущенный в Японии в 1983 году и в США в 1984 году, Z31 300ZX представлял собой полную переработку предыдущего автомобиля Z с совершенно новой трансмиссией. Воспользовавшись умением Nissan делиться запчастями, Z31 использовал новый двигатель серии VG, который также использовался в седанах Laurel, Leopard и Bluebird.
Это означало, что цены на Z31 все еще можно было сохранить конкурентоспособными, но это все равно было значительным улучшением производительности по сравнению с предыдущим автомобилем Z. Покупатели были впечатлены, и автомобиль снова пользовался успехом в продажах. Это поколение также было первым, кто полностью отказался от своего бренда Datsun, и каждый автомобиль именовался как Nissan, независимо от того, на каком рынке он продавался.
300ZX (Z32)
Объективно Z четвертого поколения пока что было лучшим, но по иронии судьбы оно также знаменовало начало трудных времен для линейки Z. Z32 был, безусловно, самым технологически продвинутым спортивным автомобилем, который когда-либо производил Nissan, с полноприводным управлением и опциональными ксеноновыми фарами на более поздних моделях.
Кроме того, это был самый дорогой автомобиль Z. К последнему году производства он стоил около 50 000 долларов. Для большинства покупателей это были слишком большие деньги, тем более что конкуренты Nissan теперь предлагали столь же быстрые автомобили по значительно меньшей цене. В результате продажи Z32 пошли на спад, пока в 1996 году его не прекратили продавать в Америке, а в 2000 году — во всем мире.
Концепт Hiatus и 240Z
После отказа от 300ZX в Америке, Nissan впервые за десятилетия остался без спортивного автомобиля Z для международного рынка. Чтобы сохранить интерес к линейке Z, в 1998 году компания запустила программу восстановления, перекупив старые модели 240Z и вернув им былую славу.
В 1999 году они также представили концепт 240Z, в котором был использован радикально новый подход к стратегии Z-автомобилей. Стиль был полностью переработан, он получил внешний вид в стиле ретро и ярко-оранжевую окраску. Основная причина, по которой концепт не был запущен в производство, заключалась в использовании четырехцилиндрового двигателя, который руководство компании в конечном итоге сочло не достойным преемником линейки Z.
Новое владение и инвестиции на рубеже веков означали, что значок Z недолго оставался в стороне. 350Z был выпущен в 2002 году и взял некоторые дизайнерские реплики из концепции 1999 года. Но вместо этого тупого четырехцилиндрового двигателя появился настоящий 3,5-литровый двигатель V6.
Это автомобиль, который уже стал современной классикой, с его неподвластным времени стилем и надежными характеристиками, которые можно легко модернизировать. Прямо сейчас 350Z также являются самыми дешевыми из автомобилей Z для покупки. Итак, для опытных покупателей подержанных автомобилей, которые ищут выгодную сделку со спортивным автомобилем, стоит подумать о 350Z.
Для шестой модели в линейке Z Nissan придерживается формулы успеха, которую использовал ранее. В 370Z используется немного больший двигатель V6 объемом 3,7 л, чем в его предшественнике, но при этом основное внимание уделяется доступной производительности и внешнему виду. Заводская мощность варьируется от 328 до 350 л.с., хотя ее можно было легко увеличить.
Когда он дебютировал в 2009 году, автомобиль казался современным и захватывающим, хотя за те двенадцать лет, которые с тех пор он продавался, он начал казаться немного устаревшим. Несмотря на то, что цена соответствует цене других конкурирующих спортивных автомобилей, 370Z больше не может идти в ногу со своими конкурентами по управляемости и комфорту. Давно прошло время, когда 370Z должны были быть сняты с производства, что вносит изменения в новейшее дополнение к линейке автомобилей Z.
Новый Z Car (400Z)
После нескольких месяцев шпионских снимков автомобильные фанаты теперь могут стать свидетелями полной информации о седьмом поколении Z от Nissan.
Совершенно новый спортивный автомобиль Nissan 2023 года сохраняет то, что фанаты видели в Z Proto, и был представлен в бруклинском парке Duggal Greenhouse, недалеко от того места, где в 1969 году дебютировал оригинальный Datsun 240Z 1970 года.
Что касается характеристик, новый Z имеет 400 лошадиных сил за счет 3,0-литрового двигателя V6 с двумя турбинами, шестиступенчатой (или девятиступенчатой автоматической) трансмиссии со спортивным сцеплением EXEDY, а также обновлений в интерьере, как у гоночного автомобиля. 12,3-дюймовый дисплей, спортивные сиденья и аудиосистема BOSE. Объединяя прошлое с настоящим, форма кузова сочетает в себе легендарный длинный капюшон Z и низкую заднюю стойку.
История любви мистера К и леди Z (Nissan 240-280Z)
ЛЕГЕНДЫ АВТОМОБИЛЬНОГО ВЕКА
СКРОМНАЯ ИСТОРИЯ ЛЮБВИ МИСТЕРА К И ЛЕДИ Z
У победы много отцов, поражение - всегда сирота. Неплохой иллюстрацией к этой поговорке могла бы послужить история первого японского автомобиля, который признали снобы-европейцы, отнеся его к классическим, - "Датсун-240Z".
Наконец, в середине октября 1969 года корабль с первой партией новых "датсунов" пришвартовался в лос-анджелесском порту. Мистеру К машины сразу понравились. Но каково же было его изумление, когда он увидел надпись "Фэйрледи" на задней дверке. Более неудачного имени для маленькой изящной спортивной машины трудно было придумать.
Свое происхождение это название вело с 15 марта 1956 года, когда на Бродвее состоялась премьера мюзикла "Моя прекрасная леди". Спектакль пользовался большим успехом, и вскоре с легкой руки "профессора Хиггинса, специалиста в области фонетики", в "Ниссане" решили повторить название пьесы в имени новой модели. Так в производственной программе фирмы еще в 1961 году появилась "Фэйрледи"
Но мистер К сразу же понял, что большинство американцев просто не примет это название. Одни сочтут его вычурным, другие аляповатым, а большинство - и вовсе глупым. Ведь "фэйр" в сочетании с "леди" имеет множество оттенков - от "блондинки" и "порядочной девушки" до "посредственности". И Катаяма на свой страх и риск решил. переименовать машину! Он заказал партию лейблов 240Z - "датсуны" продавались тогда в Америке под буквенно-цифровыми обозначениями.
Президент "Датсун Ю-Эс-Эй." Ютака Катаяма.
Первая "Прекрасная леди" появилась в семействе "ниссанов" в 1961 году. Этот двухместный родстер продавался под марками "Датсун-Спортс 1500" и "Ниссан-Фэйрледи".
Последний потомок "Фэйрледи" - "Nissan 300ZX Твин Турбо" был настоящим автомобилем "Гран Туризмо" и мог потягаться с "Феррари" и "Мазерати". Но покупателей, в отличие от 240Z, так и не привлек.
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