I had snapped only a few frames of this classic Datsun 260Z during rush hour when the owner returned.  After a minute or so of conversation, the owner jumped in with his FedEx package, fired it up, and took off heading south on Wells St. under the L tracks.  Despite the not-stock-for-’74-looking front bumper, 1974 was the only model year the 260Z was offered in the U.S. before being supplanted by the 280Z.

The original, 2-seat “Fairlady” Z is one really timeless, beautiful, iconic, Japanese sports coupe.  I didn’t even mind that this one was the less-attractive, stretched-wheelbase 2+2, as it was an outstanding specimen that looked and sounded mighty fine.  I’ve professed my love for the C3 Chevrolet Corvette in an earlier post, but given the choice between a similar-condition ’74 ‘Vette or a ’74 260Z (even a 2+2), I’d be in a serious conundrum. 

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Cool car.  Can I throw in the 74 Jag E type into your QOTD .  It was a 2+2 as well by this point and in it’s last year.  It really was similar to this 260Z. As both models got older and were more clearly designed in a different era, they added larger engines and more comfort to the interior.  All three cars had some ill effects from the new regulations, but still knew how to strike a pose.  Cool picture, Thanks Joseph. 

Indeed, 260Z’s were full of problems.  Probably why they went to 280Z so quickly because people back in the day soon found out they were as bad as the 240Z was good.  I don’t recall the specific problem areas, possibly carb, smog control and engine durability (cylinder head related).  Rust of course was a big problem on Japanese cars of this era. 

I remember these things all rusted in a vertical line in the fender right in front of the door, from top to bottom. 
I remember a teacher at my high school had one, and it did this at only 3 years old, and Saskatchewan wasn’t salt country, either, at least back then

My mom and dad bought a new ’74 260Z… beautiful car, but if driven in hot weather – say over 90 degrees F – you could depend on a vapor lock and being stuck for some time until the fuel lines cooled.  Only negative that I can remember.  I drove a ’74 X1/9 at the time, which operated flawlessly. 

Datsun brought engineers over and began a recall campaign where they had techs insulate and re-route fuel lines.  This was not a small deal at the time, it was widely known to be a serious flaw.  If I recall correctly, they went to fuel injection not too long after. 

“…given the choice between a similar-condition ’74 ‘Vette or a ’74 260Z …”

That is a good question.  The ’74 C3 suffered from those awful plastic bumpers but still had a pretty nice looking interior.  The ’74 260Z still had the nicer looking steel bumpers but had a rather ugly (IMO) dash. 

I would have to opt for the Corvette, which would be easier to put right with a little body work.  Also, ‘Murica! 

Didn’t 260Zs have 2 different bumper designs over the course of the model’s run?  The early cars had bumpers that looked like this one, sans the black paint, while later cars had the bulkier 280Z type bumpers. 

I once owned a 280Z, and after poring over various catalogs I came to the conclusion that the 2+2 models were best avoided.  LOTS of parts are specific to the 2+2, and aside from the engine and transmission and some interior parts they can be hard to find and won’t interchange with the “regular” Z car. 

I suppose I’d buy one, though, if I wanted a smoother ride and more interior room.  Besides, they are often cheaper to buy. 

The 260s suffered from the emission tuning but driveability was improved with the addition of fuel injection on the new 280s.  I had a one owner 77 280 2+2 with a five speed.  I liked the impact bumpers because it prevented the hood damage that so many earlier Zs sustained.  The car was very comfortable and practical.  I could carry my kids in the backseat or fold the seat down and carry quite a bit of cargo.  The ergonomics were great, the lights and wiper controls were on the steering column.  It had a dead pedal and plenty of seat travel and seat recline adjustability.  These are things you take for granted today but were sadly lacking in contemporary American pony cars.  I did the usual upgrades, polyurethane bushings in the steering rack, a larger radiator, and 15in.  wheels and tires.  It wasn’t a perfect car but it was pretty darn good.  I replaced this car with a ’94 two seat, five speed, t-top ZX .  I actually preferred the 280z. 

So was it the combination of emissions and carbs that gave the 260Z?  I always just assumed that it was a bored out version of the 240’s engine, but early emissions controls are best avoided. 

I have a vintage Matchbox version of this car.  Two, actually.  One silver with red “interior”, one magenta with (IIRC) yellow?  Always found it unusual that it’s the 260 and the 2+2.  They did do a 280 later on, but I think it was a ZX…that one I do not have, but I’d like to…

Chris, I think I also had a burgundy Matchbox Z, and I think it had like an off-white interior (faded white plastic?).  It was one of my favorites.  The dad of the neighbor kid (Larry) across the street from my first house had an early, burgundy Z like my Matchbox car.  Larry and I weren’t allowed anywhere near that car in the carport.  We were like 5.  I’ve liked these cars ever since. 

Mine was a blue 75.  Like everyone, i replaced the steering rack bushings and found a 5 speed to swap in.  Never had a mechanical problem, A/C always blew cold.  It came without a catalytic converter and could use leaded fuel which was still available and considerably cheaper back then.  Servicing was easy, handled great and could out run a 5.0 mustang when the opportunity presented.  After 220,000 HARD miles, compression was down to nothing in two cylinders, and not much higher in the rest.  Sold it to a kid down the street and bought a lightly used BMW 325 from a teacher who couldn’t afford the payments.  the beemer was anything but maintenance free. 

I had a ’71 240Z four-speed for a few years in my early 20s.  Great car, and prior to my current Camaro, the only vehicle I’ve ever spent any serious money on doing upgrades.  Headers, 3/4 cam, raised compression, bigger mags on fatter tires, flared wheel wells, sunroof, etc.  Never quite got around to the triple-carb set-up or the five-gear I wanted, but it still moved out pretty smartly for a six, and kept on the pavement on corners that would toss my third-gen F-body into the ditch.  My Z had a far-from-flawless repairs record, but was generally more reliable than my two Fiat Spyders, or several domestic cars I could mention. 

Never knew much about the 260s, other than they were only produced for a single MY; and that they were generally not considered an improvement on the original.  The consensus was that adding a mere 200cc to the first gen’s 2400cc was simply not enough to offset both the additional smog stuff, the stretched wheelbase AND two more passengers.  Consequently, the following year the 2.6-litre was upped to 2.8, where it remained over the next several years as the lithe, athletic Z tragically softened-up into the upmarket disco-era turnpike-cruiser the ZX. 

From the Spring ’79 issue of The Wild World of Street Machines mag (“An Argus Publication”) comes this story on Evel Knievel’s Z. Apparently the first foreign car to be good enough for the ultra-patriotic Knievel — even if he did feel the need to swap the Datsun six for Chevy 350 (which was a fairly popular practice back then).