Motoring Middle East: Car news, Reviews and Buying guides

The fairest of ’em all – an exquisitely modified 1972 model

Words by Nitish Ramanujam & photos by Thishan Dissanayake
Courtesy: Top Performance Magazine

Datsun’s 240Z (sold in Japan as the Nissan Fairlady Z) was the first generation of the Z GT two-seat coupe, a lineage that also gifted us cars like the Nissan 300ZX, 350Z and, currently, the 370Z. Introduced in 1970 in the US, the Yoshihiko Matsuo-designed car went on become a big American success story for the company, thanks to its relatively low price when compared to other foreign sports cars of the time, and of course its driving appeal. Production stopped in 1973, when it was succeeded by the 260Z and 280Z.

We’ve come across a few neat ones right here in the UAE, but the one you see on these pages takes the cake for being arguably the most stunning interpretation we have laid our eyes upon. Amir Ali, the owner is an avid fan of the brand and a staunch member of the GTZ UAE Club. We caught up with him in Al Ain to discuss the car and how he got to building it in the first place.

How come you’re so stuck on Nissans (or Datsuns for that matter)?

It’s not like I’m stuck on Nissans, but I firmly believe that they have always been ahead in making historic sports cars, ranging from the S30 to the mighty GT-R and Silvias. Personally, I have been driving Nissans and Infinitis for the last five or six years, starting from a G35 sedan, moving on to a 370Z and to the G37S I’m currently using as my daily driver.

Datsuns and Nissans were very famous when I was growing up, and I still remember the passion and the craze people had for the likes of the 280ZX and Skylines, eventually getting banned in the late Eighties. So, yes, there is a soft corner for Nissan from a very long time.

When did you decide to buy a 240Z and why?

To be frank, I had never planned for this or any other similar generation Z. It was more or less an impromptu decision; as a 370Z driver, I sort of felt that the older cars had much more character than today’s technology-laden machines. I had done a few classics in the past, including Volkswagen Beetles, Ford Mustangs and even Minis, which made me think it was time to go back to the Japanese icon.

The more I explored and read about S30s, the more they fascinated and inspired me. I did a thorough research before going ahead with the decision of getting one, a choice that was also hugely influenced by the works of Japanese builder Rocky Auto.

Scouting around for over a year from junk tin cans to finished and running S30s, I found something in California in February 2011. It was an unfinished project, but the moment I saw it, I knew this was the one I could mould to my tastes. The body was fully done up with a reinforced chassis and some suspension work, but that was all there was to it.

So I contacted the seller and from there, it all started. We got a few things sorted out and the car was shipped to Dubai a few months after the purchase, landing here in October 2011.

What was your intention for this project?

The idea was pretty much simple – listen to what everyone says and then do exactly what I wanted to do!

I had few things in my mind and a rough sketch of what direction the build would take. I won’t say I wanted a track beast or an award-winning show car or a garage queen, rather something that I could build to my specific taste and requirements.

In simpler words, it had to be reliable, powerful and put a smile on my face every time I looked at it. The finished project had to be an automotive reflection of myself, a car that I felt proud of, and making for a hard-earned sense of accomplishment.

On a practical note, it was a bit hard in the early stages deciding on where to start from and what route to take, but a few things like the JDM appearance, engine mods and upgraded suspension were always there in my mind.

As I said before, no one does stuff like Rocky Auto. Choosing the right motor was a bit tricky, finally picking an RB25 over a VQ. The plan was to move the mechanical bits and tweak it at later stage. I finally found a place in Al Ain for the engine swap and there was no looking back.

Where did you source the parts?

That’s a good question. The car is an ‘international’ build, so to speak, with parts coming in from so many places. The engine and gearbox were sourced from our beloved Sharjah used car market and, while initial sourcing started with a few vendors in the US, soon it expanded to companies in Japan, UK, Australia, Sweden, Germany and some refabricated parts from Thailand.

Thanks to the multitude of online forums, I found out about necessary parts and where to get them. Lots of trial and error methods were adopted in the build process and, in the end, all I can say is that, apart from the glass and steering column, everything is either completely new or has been altered.

You might be interested to know that this car is a cocktail of a variety of donor cars, starting with an R34 engine, R20 gearbox, STI differential and 280Z coilovers, along with Toyota and Maxima brakes running on Mitsubishi brake boosters.

Did you encounter any problems during the build?

So many that I stopped counting after six months into the project. Every workshop I took the car to, ended with problems; from differential issues and faulty brakes to clumsy wiring and rough engine characteristics, there were all sorts of problems.

But I love working on project cars, and I guess it’s the commitment that helps me stay calm during moments (or even days) of stress. Another thing is that the more I learn, the more it will help me on such projects in the future.

How long did it take you to complete?

From the time I bought the car to the time I registered it here in the UAE, it took around 16 months. But the actual working months were less. I started work in the UAE in November 2011 and managed to get the 240Z registered in January 2013. So it’s slightly over a year for the main part, or Phase 1 as I call it.

How pleased are you with the final result?

I am extremely happy with the build, but not completely satisfied either. There is this bad habit of going into minor details and getting it done perfectly, but it’s pretty hard to get those levels of attention in this part of the world.

With the paint not being fully up to the mark (even though the car was repainted twice!) and a few minor niggling issues, I feel that most shops here lack the patience and skill to carry out work that way.

Anything that you could have done better?

Yes, there are lots of things that could have been theoretically better, including a better engine transplant. But the priorities at that point of time were to get the build started and get the car running. I’m in a different situation now compared to two years back, and I’m planning to do all the changes one by one.

Any future plans for this car?

It will undergo an engine swap next month; more like a cocktail of RB25/26/30, along with some exterior changes and new wheels. This engine was never meant to be there for long, but it’s coming out sooner than planned, probably in the next six months, which should make it ready for this winter. Watch this space!

This feature is from the May Digital Edition of Top Performance magazine – download for free at this link

Let us know what you think of this stunning Datsun 240Z below