Connor’s 1971 Datsun 240Z – A Timeless Build in Progress

Some cars are built to a deadline. Others, like Connor’s 1971 Datsun 240Z, evolve over time, shaped by experience, practicality, and the simple joy of driving. This isn’t a build that’s been rushed. It’s one that’s developed organically, improving the car where it needs it while keeping the essence of the original machine alive.

At its core, the 240Z remains a daily-drivable machine.

Drivetrain & Engine – Keeping the Soul, Enhancing the Drive

The biggest transformation so far has been the EFI conversion. While we love classic engines, they bring their fair share of issues when left carburetted especially when you're in and out of modern vehicles. Carburettors just don’t meet the standard anymore.

So, we worked with Whitley Tune in Nelson to develop this custom ITB setup. The system features a drive-by-wire actuator paired with a GT86/BRZ pedal, giving the Z precise throttle control. The conversion was as much an exercise in drivability as it was about creating that incredible, nostalgic sound of a six-cylinder with ITBs.

The end result? It performs like a modern vehicle where it counts, but still has the sound and feel of a proper classic.

The engine itself is the original L24, running only a mild cam. It put down around 150 horsepower at the wheels on the dyno, though it was apparent the stock header is currently a bottleneck.

More power is on the cards with time, but the focus has always been on response, reliability, and sound - and we've definitely achieved that.

Other supporting modifications include:

• R35 ignition coils 
• Onesix Industries CAS (Hall sensor version), replacing the old distributor.
• Connor’s custom crank angle sensor
• Bosch-style knock sensors (dual sensor setup).
• DW injectors.
• Radium direct-mount fuel pressure regulator with a fuel pressure sensor 
• Protunerz billet water neck with integrated coolant temp sensor.

Fueling is handled by a Tanks Inc. in-tank surge tank setup, PTFE braided fuel lines, and a Radium direct-mount fuel pressure regulator.

The entire system is controlled by a Haltech R3 ECU, running a full modeled fuel equation (volumetric efficiency map), which is working very well even with the ITB setup.

Classic cars like this benefit hugely from simplicity, and when you're doing an EFI conversion, the last thing you want is a complex system that leaves you stranded on the side of the road. Having everything integrated into a single unit makes a huge difference in reliability and user experience keeping the Z easy to work on, drive, and enjoy.

Suspension & Braking – A Work in Progress

The second major change so far has been the suspension setup. A classic sports car like this deserves proper handling, and the upgrades have made a huge difference:

• KW V3 coilovers for adjustability and control.
• Full polyurethane bushing kit with new ball joints.
• T3 outer tie rods to help dial in the alignment as much as possible.

The whole suspension setup is likely to be revised in the future, but as with the nature of this project, it’s a continuous improvement strategy.

The next area of focus will likely be the differential, with the goal of developing something that genuinely works for a street car like this rather than going down the full spherical bearing or race car route. The goal is to maintain a balance between precision and street-friendly compliance, keeping the Z sharp but still enjoyable to drive every day.

Braking is still a work in progress. All factory brakes have been rebuilt, but no major upgrades have been done yet,  that’s being saved for a future stage. It’s currently running a Chase Bays brake booster delete kit, but we’re still not entirely satisfied with the performance of the stock brakes. Further development will definitely be happening there.

Exhaust – Sound and Future-Proofing

A car like this needs the right soundtrack, and the 2.5-inch stainless steel exhaust with an Adrenalin R muffler delivers. Right now, it runs from the stock header back, but it was designed with future upgrades in mind. A long-tube header is likely on the horizon to free up more power and let the L-series sing even louder.

Visuals & Touch Points

The Z sits on a set of SSR Mk2 wheels (15x8, ET0), a classic JDM choice that suits the car perfectly.

Inside, the cabin retains its vintage appeal, but a few small refinements have made a big difference:

• Nardi Classic steering wheel for that perfect old-school feel.
• Cube short shifter, hidden under the factory leather boot, controlling the Skyline transmission.
• Moon Eyes gear knob for that Hot rod style with japanese roots 

Between the steering feel and the short, precise shifts, the driver connection is incredibly satisfying - exactly what you want in a car like this.

The Future – What’s Next for the 240Z?

This car isn’t finished - really, it’s only just started its journey. At some point, a higher-performance L-series build is on the cards.

Likely based on an L28 with significant internal work, the focus will be on high compression and a high-revving nature, with a goal of around 250 horsepower, which is plenty for a 1000kg street car on New Zealand roads.

The bare metal rebuild with sunroof delete will happen at some stage 

For now, though, the 240Z is driven, refined, and enjoyed - just the way it should be.