The 240Z was powered by a smooth-running 2.4 liter, single-overhead-camshaft, straight six-cylinder engine. For the North American market, it was rated at 151-horsepower at 5,600 rpm with a 7,000 rpm redline. Other specifications included a fully-independent suspension, rack-and-pinion steering and disc/drum brakes. The well-laid out interior with complete instrumentation could comfortably accommodate an over 6-foot tall driver and passenger . The luggage area was huge by sports car standards. The heater worked exceptionally well, the interior was draft-free, the thin bucket seats were comfortable and the firm, taut suspension provided a reasonably comfortable ride. Up until 1972, 240Zs sold in the U.S. came only with a four-speed manual transmission. Then a three-speed automatic became optional. A standard five-speed transmission did not appear in U.S. cars until the 1977 with the 280Z.
The best part was the introductory base price of just over $3,500. Because of the huge initial demand, most were "loaded" to drive up profits. These included mandatory options, expensive aftermarket wheels and tires and sometimes even blatant markups to the point where 240Zs sticker prices came out at as much as $5,500.
There were few changes to the first generation Z-cars since Nissan could sell all the cars it was building, and more. The changes made were done mainly to satisfy more stringent government safety and emission mandates. By 1973, emissions regulations started to drastically affect the performance of the 240Z when the horsepower dropped to 129-horsepower at 6,000 rpm, partly because of more conservative way the automaker rated their engines.
Nice kit.
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