Compared: 1997 Datsun 240Z vs. 2024 Nissan Z Heritage Edition

No, that’s not a typo, though neither does it tell the entire story. But, yes, one could walk into a Nissan dealer in the mid-Nineties and buy a factory-backed restoration of an early-Seventies Datsun 240Z with a factory warranty.

If you were lucky. Only a few dozen were ever sold.

Fortunately, Nissan still owns one of those cars – in fact, it was the demonstrator vehicle used for media events back in the day as they promoted the Z Store concept. While I’m not quite of the age to have appreciated the 240Z when it was brand new the first time, I restored a similar 240Z with my father in the early Nineties and can fondly recall what a well-sorted early Z should feel like. And I had the chance to drive it alongside the modern equivalent, the 2024 Nissan Z Heritage Edition, to see how far the car has evolved over 28 years. Or 54 years, depending on how you do the math.

So, About That “1997 240Z”…

In the mind of many, the Nineties were just a few years ago – it certainly feels that way, at least. But let me remind you that we are a quarter of a century past the decade that brought us grunge and the widely available internet, to name a few things. For Americans, it was generally a time of peace and prosperity, but in Japan, the economy stagnated because of the domestic asset price bubble. I’m not the one for an economics lecture, nor is this the forum for such a discussion – but the result for our purposes was the drastic increase in pricing of Japanese-built cars. 

Consider the Z32-generation 300ZX which debuted for the 1990 model year. Available in naturally aspirated and twin-turbocharged flavors, it was among a number of high-performance sports cars from Japan in the early part of the decade. Others include the iconic fourth-generation Toyota Supra – known for Hollywood stardom – along with the FD-chassis Mazda RX-7 and the Mitsubishi 3000GT. 

The 300ZX kicked off the decade as a reasonably-affordable sports coupe that sold well, but as the Japanese bubble burst, the same car that sold for between $27,000 to $33,000 (depending on engine) in 1990 was suddenly ten thousand dollars more in 1996. In the calendar year 1990, Nissan moved 22,095 of the 300ZX. In 1996, that dwindled to 2,074.  While the model soldiered on in Japan through 1999, it was done in North America. Changing emissions and safety standards may shoulder some of the blame, but the ever-increasing price was certainly a factor.

Enthusiasts weren’t happy. So, as Daniel Strohl noted, the factory-backed restoration process took a handful of original cars, stripped them to bare metal, repainted them, and replaced worn components with new-old stock. Undercoating, asbestos-free brake linings, more modern tires, and upgraded radiators were effectively the only changes from when the cars were new. 

It wasn’t a sales success, nor was it really meant to be. In the spring 1997 issue of Z Car Magazine, Marc Sayer noted that Nissan was “planning on producing ten cars a month, or 120 a year.” The Z Store restoration program was an effective way to keep the spirit of the Z alive until a replacement could come with the 2003 350Z, packed with plenty of retro cues atop a thoroughly modern chassis and engine. 

Driving The Classic Z-Car

Journalists aren’t known for being easy on the vehicles they test. Indeed, during our day of driving a few historic Nissan and Datsun products, one of my colleagues managed to damage the window winder on the passenger side of this 240Z, leaving it at half-mast for the day. This car, despite having seen an extensive restoration with new-old stock factory parts a couple of decades ago, shows the wear. 

And yet, it’s easy to be whisked back to 1970 when the Z first appeared on our shores. Compared to the similarly priced British competition, it’s a faster, more thoroughly modern machine. Compared to the contemporary Porsche, it delivers similar performance for much, much less. 

Pull back on the console-mounted choke lever a bit if the engine is cold and twist the key. The 2.4-liter inline-six comes to life with hardly a stumble. Poke the long-travel throttle pedal a bit, and a familiar hum churns from beneath the long, bulging hood. Clutch takeup is smooth and progressive, feeling much lighter than many older vehicles I’ve driven over the years. Shifting the four-speed manual does take a bit of practice, however. Jonathan Buhler, Corporate Planning Manager for Nissan North America, mentions that the gate for third gear is a bit tight, and that shifting from second to third can find the lever in something of a no-man’s land if the driver isn’t deliberate with the shift throw. After a few minutes of practice, however, everything felt natural, and the 150 horses beneath my right foot felt plenty stout.

The huge steering wheel, with wood-grained plastic and perforated spokes, works well with the unboosted steering, and makes me wonder why dad ever replaced it on our ‘73 with a smaller Momo rim. The added leverage of the big wheel makes even parking-lot maneuvers simple. In higher-speed driving, however, I’m reminded why so many enthusiasts (dad included) swapped the factory four-speed manual for the five-speed found in the Datsun 2000 roadster. The overdriven fifth gear would make for a more relaxed high-speed cruise. 

Behind The Wheel Of The 2024 Nissan Z Heritage Edition

Compare the raucous clatter of road, gear, wind, and engine noises you’ll experience in the classic Z to that which is found in the 2024 Nissan Z Heritage Edition – which is near silence. Sure, the three-liter turbocharged V6 does give a muted roar when the throttle is toed, and the fat Bridgestone Potenza S007 tires (255/40-19 front, 275/35-19 out back) grow louder as ground speed accumulates, but in all it’s a relaxing, serene experience unless you really want to get after it. Take away any worries about reliability in the carbureted classic 240Z, and it’s still a mental chore to consider long drives in it. As long as you’re comfortable driving a six-speed manual transmission, there’d be no second thought about driving the new Z across the state or across the country. And even then (purists, avert your eyes and your left leg) a nine-speed automatic is optionally available.

Yeah, the Z Heritage Edition ain’t cheap, with a starting price of $59,135 before delivery charges and a likely additional dealer markup. That’s more than double the $27,500 (1996 dollars) of the restored 240Z you see here, and nearly ten times the $3526 (in 1970 dollars) the classic Z cost when new. But in a world where crossovers dominate, enthusiasts looking for something new in a dealership must embrace anything they can get their hands on that stirs the soul.

Comparing Old Vs. New

In the mid-Nineties, driving an older car was a risky proposition. Indeed, according to the Bureau of Transportation Statistics, the average car on the road in 1996 was only 8.5 years old. Compare that to today, when cars average 12.5 years old. And that’s after Cash for Clunkers crushed nearly three quarters of a million older cars. For Nissan to have enough confidence in their classic machines back then to back them with a warranty is remarkable enough. 

That they can consistently go back to the well and evoke such emotion with their latest 2024 Nissan Z Heritage Edition is nothing short of miraculous. Modern cars, with automated driving modes, touchscreens, and so much insulation from the outside world can make the driving experience a bit less raw, but it’s hard to deny the joy you can get from behind the wheel.

Which would you choose? The classic Datsun 240Z, or the modern 2024 Nissan Z Heritage Edition?

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