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Nissan 300ZX
Nissan 300ZX
Nissan 300ZX
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Nissan 300ZX
Overview
ManufacturerNissan
Also calledNissan Fairlady Z
Production1983–2000
Assembly
Body and chassis
ClassGrand Tourer / Sports car
LayoutFront-engine, rear-wheel-drive
Chronology
PredecessorNissan Fairlady Z (S130)
SuccessorNissan 350Z

The Nissan 300ZX is a sports car that was produced across two different generations. As with all other versions of the Z, the 300ZX was sold within the Japanese domestic market under the name Fairlady Z.[2]

It was sold in Japan from 1983 to 2000 and in the United States from 1984 to 1996, the 300ZX name followed the numerical convention initiated with the original Z car, the Nissan Fairlady Z (S30), which was marketed in the U.S. as the 240Z. The addition of the "X" to the car's name was a carryover from its predecessor, the 280ZX, to signify the presence of more luxury and comfort oriented features. The first generation 300ZX known as the Z31 model was produced from 1983 through 1989 and was a sales success becoming the highest volume Z-car for Nissan.

To become even more competitive in the sports car market, the second generation 300ZX was driven up-market. It was redesigned to be faster and to feature more advanced technology, but came with a higher price than its predecessor, with consecutive price increases each model year of availability. As such, sales dwindled each year, a trend in the higher end sports car market at the time, and Nissan placed a hiatus on selling new Nissan Z-Cars to the US after the 1996 model year, though the car would continue to be sold in the Japan domestic market until 2001 in low production numbers.

Car and Driver placed the Z32 on its Ten Best list for seven consecutive years, each model year of its availability in the United States. Motor Trend awarded it as the 1990 Import Car of the Year.[3] The Nissan 350Z, officially the Z33 generation Z-Car, succeeded the 300ZX in 2003.

Z31

[edit]
"Z31" redirects here. For the Kriegsmarine destroyer, see German destroyer Z31.
Z31
1984–85 300ZX, with T-tops
Overview
Also calledNissan Fairlady Z
Production
  • July 1983–1989
  • number produced: 329,900
  • (export: 294,516)
  • (domestic: 35,384)
[4]
Model years1984–1990
DesignerKazumasu Takagi[5] (1982)
Body and chassis
Body style
Powertrain
Engine
Transmission
Dimensions
Wheelbase
  • 2,320 mm (91.3 in) (SWB)
  • 2,520 mm (99.2 in) (LWB)
Length
  • 4,410 mm (173.6 in) (SWB)
  • 4,605 mm (181.3 in) (LWB)
Width1,725 mm (67.9 in)
Height1,260 mm (49.6 in)
Curb weight2,888–3,280 lb (1,310–1,488 kg)
Chronology
PredecessorNissan 280ZX
SuccessorNissan 300ZX (Z32)
1984–85, rear

The Z31 chassis designation was first introduced in Japan on September 16, 1983, as the Fairlady Z. Designed by Kazumasu Takagi and his team of developers, the Z31 improved aerodynamics and increased power when compared to its predecessor, the 280ZX. The newer Z-car had a drag coefficient of 0.30 and many were powered by Japan's first mass-produced V6 engine instead of the inline-sixes of the previous Z-cars. According to Nissan, the new V6 engine was intended to uphold the sporty, six-cylinder spirit of the original Fairlady Z, but in a more compact and efficient package.[5]

Mechanical

[edit]
VG30ET V6 Turbo

All Z31s were equipped with engines that had electronic fuel injection (EFI), and all cars were rear wheel drive. There were five engine options in total: A turbocharged dual overhead cam 2.0 L straight-six (RB20DET (NICS), used in the 200ZR), a turbocharged single overhead cam 2.0 L V6 (VG20ET, found in the Japanese domestic market 200Z/ZS/ZG), a naturally aspirated single overhead cam 3.0 L V6 (VG30E, found in 300ZX), a turbocharged single overhead cam 3.0 L V6 (VG30ET, used in 300ZX Turbo) and a naturally aspirated dual overhead cam 3.0 L V6 (VG30DE, used in 300ZR).

Z31 engines[6]
Model Engine Displ. Config. Power Torque
200Z /ZS /ZG[7] VG20ET 1,998 cc (122 cu in) V6, OHC with turbo 125 kW (168 hp) at 6000 rpm 216 N⋅m (159 lbf⋅ft) at 3600 rpm
200ZR[8] RB20DET 1,998 cc (122 cu in) I6, DOHC with turbo 133 kW (178 hp) at 6400 rpm 226 N⋅m (167 lb⋅ft) at 3600 rpm
300ZX VG30E 2,960 cc (181 cu in) V6, OHC 119–123 kW (160–165 hp) at 5200 rpm 233 N⋅m (172 ft⋅lb) at 4000 rpm
300ZR VG30DE 2,960 cc (181 cu in) V6, DOHC 140 kW (190 hp) at 6000 rpm 245 N⋅m (181 ft⋅lb) at 4400 rpm
300ZX Turbo[9][10] VG30ET 2,960 cc (181 cu in) V6, OHC with turbo 147 kW (197 hp) at 5200 rpm 308 N⋅m (227 lbf⋅ft) at 3600 rpm
300ZX (racing)[11] VG30ET 2,960 cc (181 cu in) V6, OHC with turbo 169 kW (227 hp) at 5200 rpm 333 N⋅m (246 lbf⋅ft) at 3600 rpm

Many of the Z31s were equipped with the new VG family of V6 engines, which was Japan's first 60-degree V6, unlike its predecessors, which used L-series I6 engines. The VG engines were found in the 200Z/ZS/ZG, 300ZX and 300ZR trims, from 2.0L to 3.0L. The VG30 engine was either a type A or type B sub-designation from 1984 to March 1987, while models from April 1987 to 1989 had a W sub-designation. The W-series engines featured redesigned water jackets for additional cooling, and fully floating piston wrist pins. Finally, these engines were equipped with self-adjusting hydraulic valve lifters.

Some Z31s are equipped with the turbocharged RB20DET engine, which are the last Z-cars to use a inline-six cylinder engine; these were sold as the Fairlady Z 200ZR, of which roughly 8,283 were produced between 1985 and 1988. 200ZR's came in two trims; 200ZR-I (base model with the 'slicktop roof,' crank windows, A/C, base model creature comforts, and only with a manual transmission), and 200ZR-II (t-top roof, more electronic options, and available with an optional automatic transmission). 200ZR models also came standard with the R200 limited-slip differential, white faced gauges, and ZR specific cloth upholstery.

The Z31s are equipped with a 5-speed manual or an optional 4-speed automatic transmission; all Z31 automatics were the E4N71B equipped with torque-converter lockup, including turbo models. All Z31s were equipped with a Nissan R200 rear differential.[citation needed] April 1987 and later turbo models received a modified R200 featuring a clutch-based limited-slip differential, except 1988 Shiro Specials which had a viscous-type limited-slip differential.

Technology

[edit]
Interior with digital instruments (MY 1985)

As with some other Nissan models of the period, the new Z31s were equipped with a "Voice Warning System". The Voice Warning System used a pre-recorded voice box, the vehicle's radio and driver's door speaker to mute the radio and provide a vocal warning whenever the left or right door was ajar, the exterior lights were left on after the vehicle was turned off, parking brake was left on while trying to operate the car, or the fuel level was low. This system was dropped for the 1987 model year.[12]

Other technological features in the 300ZX included a "Body Sonic" audio system (which utilized a separate amplifier and speakers in the vehicle's front seats that allowed bass from music to be felt by the vehicle's occupants), analog gauges, stereo and climate control, or an optional digital gauge cluster, digital stereo with equalizer and an optional fully digital climate control system.

Chassis

[edit]

The Z31 chassis was based on the 280ZX. Although the newer chassis had the same wheelbase and MacPherson strut/semi-trailing arm independent suspension design,[13]: 85–86  it handled and accelerated better than the 280ZX it replaced.[14]: 129–130  Turbocharged models, except for the Shiro Special edition, lower trim 200Z models, and the 200ZR-I, had 3-way electronically adjustable shock absorbers.[13]: 86–87  The Z31 was available in either left or right hand drive.

Style and evolution

[edit]
1986 and 1987 updates
1986 Turbo, front
1986 Turbo, rear
1987–89, front
1989 2+2, rear

As originally released, the Z31 used black polypropylene bumper covers and body side moldings, with black front and rear spoilers. Turbo models had a hood-mounted scoop mounted off-center. All cars were fitted with a T-top roof.[15]

The Z31 body was slightly restyled in 1986 with the addition of side skirts, flared fenders, and 16-inch wheels (turbo models only). Many black plastic trim pieces were also painted to match the body color, and the hood scoop was removed.[16]

The car was given a final makeover in 1987 that included more aerodynamic bumpers, fog lamps within the front air dam, and 9004 bulb-based headlamps that replaced the outdated sealed beam headlights. The 300ZX-titled reflector in the rear was updated to a narrow set of tail lights running the entire width of the car and an LED third brake light on top of the rear hatch. This was the first car in history to have the central brake light with LED, in 1987 model year, made by Stanley Electric.

The Z31 continued selling until 1989, longer than any other Z-Car at the time. Cars produced from 1984 to 1985 are referred to as "Zenki" or "Zenki-gata" models, while cars produced from 1987 to 1989 are known as "Kouki" or "Kouki-gata" models. The 1986 models are unique due to sharing some major features from both. They are sometimes referred to as "Chuki" models, but are usually grouped with the Zenki models because of the head and tail lights.[17]

North American market

[edit]

North America was the main market for the 300ZX, as for previous generations of the Z-car. It was introduced to the United States in October 1983, along with the remainder of Nissan's 1984 model year lineup.[18] By now the "Datsun" nameplate had been completely retired in North America.[18] Over 70,000 units were sold in North America in 1985 alone. There were three trim models available: SF, GL, and GLL. The SF model was only available in Canada. The new V6 (2960 cc) Single overhead cam engine was available as a naturally aspirated VG30E or a turbocharged VG30ET producing 160 and 200 hp (119 and 149 kW), respectively.[14]: 130  The 1984 to 1987 turbo models featured a Garrett T3 turbocharger with a 7.8:1 compression ratio, whereas 1988 to 1989 models featured a low inertia T25 turbocharger with an increased 8.3:1 compression ratio and slightly more power — 165 hp (123 kW) naturally aspirated and 205 hp (153 kW) turbocharged.[19]

For the 1986 model year, the base two-seater model was made available without the T-bars, creating a lower cost entry-level version.[20]

Special editions

[edit]
1984 50th Anniversary Edition 300ZX
Front
Interior

Two Special Edition versions of the Z31 generation model were produced by Nissan; a 50th Anniversary Edition celebrated the company's semi-centennial in 1984 and offered additional luxury features, and a "Shiro Special", released four years later, with performance-oriented upgrades.[21][22][17]

The 1984 300ZX 50th Anniversary Edition, released to celebrate the automaker's half-century, was a turbocharged coupé (two-seater) model with a Light Pewter/Thunder Black color scheme. All 50th Anniversary Editions came equipped with a digital dash and ancillary gauges including average mileage, G-force, and compass readouts, in-car electronic adjustable shocks, Bodysonic speakers in the seats, cruise and radio controls in the steering wheel, mirrored t-tops, embroidered leather seats, embroidered floor mats, 16 inches (406 mm) aluminum wheels, rear fender flares, flared front fenders, a 50th AE logo badge on the driver's side front fender, and grey cloth indoor car cover with 50AE printing.[13]: 92–93  The only option available to the 50th Anniversary Edition was the choice between an automatic or a 5-speed manual transmission. 5,148 AE models were produced for the U.S. market and 300 for the Canadian market. A non-turbo 2+2 model was also available with 50AE badging in the Australian market.

1988 Shiro Special 300ZX
Front
Rear

In 1988, the turbocharged Shiro Special debuted with pearl white paint, stiffer springs and matched shocks, heavy-duty anti-sway bars, a unique front air dam, paint matched wheels, Recaro seats with matching door panels, painted bumperettes, white painted door handles and a viscous limited-slip differential. No options were available for the Shiro. It was the fastest car out of Japan, capable of 153 mph (246 km/h) speeds, as tested by Motor Trend with the electronic speed limiter disabled.[21][23] A total of 1,002 Shiro Special Z31s were produced for the U.S. market between January and March 1988,[22] plus an additional 75 units for the Canadian market.[24]

Japanese market

[edit]

In Japan, the Z31 was marketed as the Fairlady Z and was originally only available with two turbocharged engines: the 170 PS (125 kW) VG20ET in the regular Fairlady Z and the 230 PS (169 kW) VG30ET in the Fairlady Z 300ZX.[25] Both outputs are JIS Gross and both engines use the Garrett AiResearch T03 turbocharger. The 300ZX, unencumbered by Japanese Government dimension regulations restricting overall width to less than 1,700 mm (67 in) was somewhat wider than the 2-liter models, at 1,725 mm (67.9 in).[25] Japanese 300ZX buyers were liable for additional yearly taxes that affected sales. As originally introduced, all Japanese market Fairlady Z's were slicktops, but the T-top option was made available in February 1984.

The 2-liter models later gained the 200Z, 200ZG, or 200ZS monikers to help differentiate from the larger, three-liter models. They all used the VG20ET. The 300ZX, meanwhile, came with the VG30ET, with similar specifications to the USDM model. The only Fairlady Z variant to use the VG30DE engine, and the only Japanese-market model with a naturally aspirated engine, was the 300ZR.[26] It continued to be marketed as a companion fastback to the more formal appearance of the Nissan Skyline-based Nissan Leopard coupé at Nissan Store Japanese dealerships.

The 200ZR model was introduced in October 1985, featuring the RB20DET NICS, which was the first generation of the RB engine to feature the DOHC 4 valve head and turbocharging. Speaking of the turbocharger, the 200ZR featured the world's first ceramic turbocharger, which was a joint project between Nissan and NGK.[27] Maximum power output is 180 PS (132 kW). The 200ZR was offered on both wheelbases, as either a slicktop (200ZR-I) or as a T-top (200ZR-II). 1985 to 1986 model year 200ZR's feature a wide central hood scoop to feed air to the top mount intercooler. This hood scoop was made much smaller with the October 1986 facelift, which generally made for a smoother appearance overall. Additionally, the smaller engine in the 200ZR dropped the cars weight by 170 kg (375 lb) compared to cars equipped with the VG30ET, dramatically changing the weighting of the steering. Every 200ZR came equipped with the R200 clutch-pack type limited-slip differential (featuring the lowest available gear ratio), stiffer springs and shocks, ZR specific seats/upholstery, and a ZR specific steering wheel (for 1985 and 1986). Recaro seats were optional in all facelifted ZR models (including the 300ZR), in both 2+0 and 2+2 seating configurations. Much like the Fairlady Z 432, the 200ZR features the "P" chassis code designation (either as a PZ31 or PGZ31, whereas the 432's chassis code starts with PS30). 8283 examples were made between 1985 and 1989 (only a handful of Z31's carried over into the 1989 model year). The production numbers between the "I" and "II" are as follows: 1044 200ZR-I: 880 2+0, 164 2+0. All 200ZR-I's came with manual transmissions. 7239 200ZR-II: 1126 2+0, 6113 2+2. Between the transmission options, 2345 were automatics, and 4894 were manuals. While by this point the Z31 had morphed into more of a GT, the 200ZR was an attempt by Nissan's engineers to claw back some of the sporty driving characteristics of the original S30 Fairlady Z/240Z. The more responsive engine, lighter body, shorter gearing, and stiffer suspension demonstrate this.

With the facelift, claimed power of the turbocharged 300ZX dropped to 195 PS (143 kW) as Nissan changed from Gross to Net ratings, and the VG20-powered models were discontinued.[28] This was also when the DOHC, naturally aspirated, 300ZR model was added to the lineup, with 190 PS (140 kW), making for three differently engined models with nearly the same performance. The 300ZR was positioned as a sportier alternative to the 300ZX Turbo, with tighter suspension settings and an R200 limited-slip differential, while the turbocharged 300ZX was now only offered with an automatic transmission, and the 200ZR was a budget alternative as it fit into a lower tax and insurance category thanks to its smaller engine.

European models

[edit]

The European turbo models, as well as those sold in other markets unencumbered by strict emissions regulations, produce 228 PS (168 kW; 225 hp)[29] due to higher lift and higher duration on the camshaft profile, also known outside of Europe as the Nismo camshafts. The two-seater model was not available in mainland Europe but was available in the United Kingdom.[30] Some models were also equipped without catalytic converters. All European turbocharged models received a different front lower spoiler as well, with 84-86 models being unique and 87-89 production having the same spoiler as the USDM 1988 Shiro Special model.

Swedish- and Swiss-market models (as well as those sold in Australia) received exhaust gas recirculation control systems to meet those countries particular emissions regulations.[31]

Australian models

[edit]

All Australian model Z31 300ZXs were 2+2 T-top body, with an engine offering of either the 3.0L V6 N/A VG30E, or the 3.0L V6 Turbo Charged VG30ET. The cars sold in 1984 and '85 were all naturally aspirated with no catalytic converter, while the turbocharged version was the only model available from 1986 to 1988. There was only one trim level in Australia, with the digital dashboard and climate control being an optional upgrade package, and leather seats only available in the redesigned series 3 "Californian" models. The Australian factory service manual provides camshaft measurements which do not match any of the known USDM or EDM camshaft profiles, the FSM states the exhaust valve has an open duration of 252 degrees, but the specified opening and closing angles add up to 258 degrees. All Australian publication content express that N/A versions possess 166 hp (124 kW), along with the turbocharged versions as 208 hp (155 kW).[32] The Australian 50th Anniversary Edition was more basic than the U.S. version, the 50th AE was a normal n/a 300ZX with the digital dash package, a black interior, black velour seats, and a 50th AE badge on the exterior. The exterior badge was fixed to the cars by dealerships, so the position of the badge is not the same on all models. There was no Shiro Special in Australia, and no models featured the adjustable shock absorbers.

Z32

[edit]
"Z32" redirects here. For the Kriegsmarine destroyer, see German destroyer Z32.
Z32
Overview
Also calledNissan Fairlady Z
Production
  • February 1989–2000 (Japan)
  • number produced: 164,170
  • (export: 99,286)
  • (domestic: 64,884)[4]
Model years1990–1996
Assembly
DesignerIsao Sono & Toshio Yamashita (1986)
Body and chassis
Body style
Powertrain
Engine
Transmission
Dimensions
Wheelbase2,450 mm (96.5 in) 2+0[2]
2,550 mm (100.4 in) 2+2[2]
Length4,305 mm (169.5 in) 2+0[2]
4,520 mm (178.0 in) 2+2[2]
Width1,790 mm (70.5 in) 2+0[2]
1,800 mm (70.9 in) 2+2[2]
Height
  • 1,250 mm (49.2 in) '90-'92
  • 1,255 mm (49.4 in) '90-'92 TT T-Top
  • 1,229 mm (48.4 in) '93-'98
  • 1,222 mm (48.1 in) '93-'98 2+2
  • 1,227 mm (48.3 in) '96-'98 Hardtop
  • 1,255 mm (49.4 in) '90-'92 Convertible
  • 1,257 mm (49.5 in) '93-'95 Convertible
  • 1,237 mm (48.7 in) '96-'98 Convertible
Curb weight
  • '95 models w/manual transmission:
  • 3,290 lb (1,492 kg) 2+0 NA (USDM) Hardtop
  • 3,350 lb (1,520 kg) 2+0 NA (USDM) T-top
  • 3,320 lb (1,506 kg) 2+0 TT (JDM) Hardtop
  • 3,422 lb (1,552 kg) 2+0 TT (USDM) T-top
  • 3,445 lb (1,563 kg) 2+0 (USDM) Convertible
  • 3,414 lb (1,549 kg) 2+2 (USDM) NA T-top
  • 3,582 lb (1,625 kg) 2+2 (JDM) TT T-top
Chronology
PredecessorNissan 300ZX (Z31)
SuccessorNissan 350Z (Z33)

Design

[edit]
Body variations
Rear view
Convertible

The Z32 was designed by Isao Sono and Toshio Yamashita, approved in final form by Nissan management on October 1, 1986.[33] The body was wider with a rounder profile and fewer hard edges. It had a marginally increased coefficient of drag of 0.31 compared to the Z31's 0.30. Nissan utilized the Cray-2 supercomputer to design the new Z32 with a form of CAD software[34] making it one of the first production cars to utilize this tool.

Like previous generations, Nissan offered a 4-seater (2+2) model with the Z32. All Z32s initially featured T-tops as standard.[35] A hardtop model was available in North America, only in non-turbo models, and in Japan was available along with an extremely rare Twin Turbo model (Japan-only). All "Slicktops" were 2 seaters (2+0).

In 1992, a 2-seat convertible version (produced by ASC[36]) was introduced for the first time, in response to aftermarket conversions.

Mechanical

[edit]
Naturally aspirated VG30DE

The 2,960 cc (3.0 L) VG30DE V6 engine was carried over from the previous generation 300ZX (Z31), but fitted with a DOHC head and variable valve timing (N-VCT), producing 222 bhp (225 PS; 166 kW) at 6,400 rpm and 198 lb⋅ft (268 N⋅m) at 4,800 rpm in naturally aspirated (NA) form.[35] During instrumented testing conducted by Car and Driver in 1989, the NA car recorded a time of 6.7 seconds to accelerate from 0 to 60 mph (97 km/h), an elapsed time of 15.0 seconds over 1⁄4 mi (0.40 km) with a trap speed of 93 mph (150 km/h), and a maximum speed of 143 mph (230 km/h).[35]

The high output engine (VG30DETT) was upgraded with Garrett AiResearch parallel twin-turbochargers and dual intercoolers, producing 300 bhp (304 PS; 224 kW) at 6,400 rpm and 283 lb⋅ft (384 N⋅m) of torque at 3,600 rpm.[37] Benefiting from Project 901, the Z32 was the first car to be marketed following the introduction of the 280 PS (206 kW) power ceiling imposed by JAMA that remained until 2004.[38] Performance varied for the sprint from 0 to 60 mph (97 km/h), with recorded times of 5.0-6.0 seconds depending on the source,[citation needed] and a governed top speed of 155 mph (249 km/h).

The engine was detuned to 280 bhp (209 kW) when the optional automatic transmission was fitted, but an automatic-equipped car was slightly faster to accelerate to 100 mph (161 km/h), taking 15.8 seconds compared to 16.3 seconds for the manual.[39]

All Z32s used the same multilink rear suspension, a design shared with other Project 901 cars.[35] Turbo Z32s also featured adjustable two mode suspension and the four-wheel steering systems called "Super HICAS" (High Capacity Actively Controlled Steering), first introduced on the R31 Nissan Skyline.

Regional variations

[edit]

North America

[edit]

American Z-car sales reached one million sales during the 1990 model year, making it at that time the best selling sports car.[40] In America the 300ZX faced the same fate of many Japanese sports cars of the time. While the 1989 300ZX was priced at around $30,000, its final model year price increased to about $50,000. The mid-1990s marketplace trends toward SUVs and the rising Yen:Dollar ratio contributed to the end of North American 300ZX sales in 1996 with over 80,000 in sales. A Commemorative Edition for the final 300 units shipped to America included decals and certificates of authenticity.

Europe

[edit]
Nissan 300ZX 2+0 and 2+2
2+0 (fuel door ahead of rear axle)
2+2 (fuel door behind rear axle)
Most notable distinguishing feature is the fuel door location.

In the UK and Europe, all Z32s offered were in 2+2 TT form between 1990 and 1996 (1990–1994 for UK). They were sold through dealerships in the UK, France, Germany, Belgium and Italy.

Australia

[edit]

In Australia, all Z32s offered were in 2+2 NA form between 1990 and 1995.

Japan

[edit]

In Japan, the 300ZX continued until August 2000. The Japanese Domestic Market was offered a number of variants unavailable to the international market such as the "Version S" (Spec Model), "Version R" (Ready Model) and Slicktop Twin Turbo (the most expensive trim option only available in Version S guise).

Version S was a base grade specification that includes all necessary road trim and items as standard, such as stereo and A/C. It could be ordered with various options separately. Options were available separately by order only, and include:

  • 2+0 SWB 2-Seater T-Top trim
  • 2+0 SWB 2-Seater solid roof (slicktop) trim
  • 2+2 LWB 4-Seater T-Top trim
  • Automatic Climate Control
  • Cruise Control
  • 8-way Power Drivers Seat
  • 4-way Power Passengers Seat
  • Recaro Seats
  • BOSE Audio
  • VG30DE Naturally Aspirated Engine
  • VG30DETT Twin Turbo Engine
  • Super HICAS (only available on TT option)
  • Anti-Lock Brake System
  • Driver-side airbag
  • Suede / Tweed / Cloth / Leather Seating
  • All other available “Altia” options from order guide

Version R:

Available only on 2+2 LWB 4-Seater with the only major options being in N/A or Twin Turbo configuration, with automatic or manual transmissions, this trim came with preset options from the factory at a reduced (combined) cost, giving customers a “ready” model by which to order if they did not feel like ordering options one by one. This presented buyers with an easier choice selection and a “base model” car by which to settle for.

Standard features (for 1998) included:

  • Recaro Seats
  • Sideskirts
  • Rear Spoiler
  • Drivers Side Airbag
  • Cloth Seats
  • Anti-Lock Brakes
  • Xenon HID Headlamps
  • Cruise Control
  • Automatic Climate Control

The only options were:

  • Carbon / Marble Interior Trim
  • Audio Equipment Package with EQ.
  • Automatic or Manual Transmission
  • VG30DE or VG30DETT

The aforementioned facelift of late 1998 featured a new front fascia, tail lights, optional Xenon HID headlights, optional rear spoiler, optional BBS mesh wheels, orange rear corner lights and an instrument cluster with white dials as well as other minor changes.

All JDM Z32s used a front rebar system made out of fiberglass rather than steel (like their American Market counterparts), and also had different exhaust systems with lighter weight Catalytic Converters (with only one set on the JDM Twin Turbo model vs. two sets on the USDM Twin Turbo models). Given the lack of these regulatory items, JDM Z32s were often more than 100 lb (45 kg) lighter than their American specification counterparts.[5]

Changes by model year

[edit]

The Z32 chassis underwent some changes during its production run between 1989 and 2000 (Japan) and 1990 to 1996 (US). The Z32's extended model year sales in 1990 reached 39,290 units.[41]

300ZX (Z32) interior

1991

  • Manual climate controls discontinued (except convertible models)
  • New electronic climate controls allowed control over air flow direction, but the ambient temperature gauge was discontinued
  • Air conditioner evaporator valve changed from aluminum to steel to reduce noise
  • Driver-side airbag available as an option
  • CD player option was added for both the TT and NA (previously only available in the NA), while the Bose stereo head unit changed
  • Front brake rotors on NA models were changed to TT units (previous front rotors were 4 mm thinner)
  • Brake master cylinder was changed to a new unit (February 1991)
  • Nissan logo appears on front nose panel instead of a decal on the front fascia
  • Hardtop coupe available mid-year (NA only)
  • Floor mat logo changed from "300ZX" to "Z"
  • Keyhole on driver's door and interior light illuminates green when door handle is pulled (similar to Z31)
  • US Sales: 17,652 units[41]

1992

  • Driver-side airbag made standard
  • Dashboard and door complementary material changed from fabric to suede
  • Separate mirror heater switch eliminated (combined with rear defroster switch)
  • Power adjustable driver's seat standard on T-top models
  • Mirror heaters made standard, and are activated with front windshield defrost button
  • US Sales: 6,708 units[41]

1993

  • Turbo oil line insulation changed
  • Convertible option added
  • Brake caliper material changed from aluminum to iron
  • New style fuel injectors for the non-turbo, (except convertible)
  • Upgraded Bose stereo made standard
  • Air injection valve (AIV) system eliminated
  • Non-turbo model, (except convertible), ECUs changed from 8-bit to 16-bit by Japan Electronic Control System Co.
  • US Sales: 11,599 units[41]

1994

  • Rear spoiler design changed to a taller, pedestal-type
  • Seat belts redesigned; attachment points moved from door mounts to pillar mounts
  • Super HICAS system changed from hydraulic to electrical actuation (previously power steering actuated)
  • New style fuel injectors for the convertible
  • Passenger-side airbag introduced and made standard
  • Keyless entry added
  • Titanium keys discontinued in November 1994
  • 'Reset' button removed from clock
  • Off-white 'Pearl' color is dropped. Future 'Pearls' are more of a semi-metallic white
  • US Sales: 5,320 units[41]

1995

  • New style fuel injectors for the twin-turbo (Less prone to failure from modern ethanol blended gasoline)
  • Front fascia became body colored instead of gray strip
  • Twin-turbo model ECUs changed from 8-bit to 16-bit (in late-1994 model year)
  • Special 25th Anniversary gold paint available
  • Version S trim level made available (Japan only)
  • 16-inch BBS mesh wheels made available as an option (Japan only)
  • US Sales: 3,135 units[41]
  • Australian market received 40 only 25th Anniversary Editions with body enhancements including Front lower bar spoiler, grille fascia, High mount rear spoiler, rear bar lower lip, tailgate garnish, wheels and "25th Anniversary" decals.

1996

  • Variable cam timing (NVTC) dropped due to emission regulations
  • OBD II electronics introduced
  • Driver's seat back rest no longer included adjustable side bolsters[41]
  • Sales: 2,929 units - the last 300 of which are the "Commemorative Edition"[42]

MY1997-1998 (Japan only)

  • Twin-turbo front fascia adopted by all models, presumably to lower production costs
  • Lift-style window switches
  • Version R trim level made available
  • T-top option dropped from 2+0 models
  • Automatic transmission option dropped from 2+0 models

MY1999-2000 (Japan only)

  • Convertible chassis dropped
  • Revised manual transmission using stronger synchronizers to combat a common "soft-synchro" problem that had become apparent on earlier Z32s.
  • Instrument cluster with white dials
  • New front fascia
  • Xenon HID headlights
  • New taillights (featuring clear turn signal lenses, chrome housings and black pinstriping)
  • New taillight centre panel ("300ZX" lettering in red instead of silver)
  • New rear spoiler (standard on TT models, option for NA models)
  • New side-skirts (Version R only)
  • Door locking mechanism of convertible adopted (all models)
  • Steering member bracket and support stay of convertible added to 2+2 models
  • Thickness of floor panels and structural members increased for greater rigidity (all models)
  • Large central cross member added for greater rigidity (Version R only)

Tuned variants

[edit]
Post-1994 (note seatbelt attachments) 300ZX (Z32) with aftermarket accessories and graphics

In 1990, Motorsports International of Waco, Texas collaborated with Japanese tuning company HKS to create the SR-71 Z32, named for the Lockheed SR-71 Blackbird. The cars were upgraded with larger Garrett turbochargers, HKS electronics and a Kaminari body kit designed by Pete Brock. The SR-71 was California CARB certified and was to be sold through a select dealer network and Japanese performance tuning shops located within the United States. It was planned to build 500 cars per year through 1993. One hundred orders were already in hand, but it is claimed that just eight cars were built.[43] The SR-71 claimed the title of the third fastest production car in the world in 1990 for a fraction of the price of a Lamborghini Diablo and Ferrari F40 according to the designer Randy Ball.[citation needed] The base price was $65,000 for the Z32 and SR-71 conversion.[44]

In 1995 and 1996, Steve Millen Motorsports (Stillen), developed a SMZ model with Nissan North America that were sold throughout the U.S. and Canada through designated Nissan dealerships. The performance upgrades were covered by the factory warranty. These performance upgrades included: Skyline Group N/GT-R Brakes, which were cross drilled and axially vented rotors with larger calipers and pistons and upgraded HI-Metal front and rear brake pads; a high flow intake system, which allowed the engine to run more efficiently; an aluminized steel free flow exhaust system, which extended from the catalytic converter; and a turbocharger boost pressure increase, bringing the total output to 365 bhp (272 kW) and 332 lb⋅ft (450 N⋅m).[45] Each vehicle was numbered in the engine bay and interior. A total of 104 SMZs were produced at $14,000 more than the standard Nissan Z32 Twin Turbo.[43]

Advertising

[edit]

Nissan aired a commercial during Super Bowl XXIV in 1990 advertising the new Nissan 300ZX Twin Turbo. The 60-second commercial was directed by Ridley Scott and only aired once. Executives at Nissan pulled the commercial after the initial airing when they became concerned the commercial would promote street racing since the commercial features the 300ZX being faster than a sport bike, a Formula One car and a fighter jet.[46][47]

Another memorable 300ZX commercial is "Toys" from 1996. Inspired by the film Toy Story, the commercial is set to Van Halen's cover of "You Really Got Me" and depicts a G. I. Joe-like action figure coming to life, getting behind the wheel of a red 300ZX radio-controlled car and picking up a Barbie-like doll for a date, stealing her away from her husband, who resembles Ken. They then drive around the feet of Mr K, a caricature of former Nissan executive Yutaka Katayama acted by Dale Ishimoto, who smiles as he watches them go by.[48] Toy manufacturer Mattel filed a lawsuit against Nissan in 1997, claiming the ad's use of dolls that resemble G. I. Joe, Barbie and Ken amounted to "trademark and copyright infringement" and caused "irreparable injury to Mattel's name, business reputation and goodwill."[49] Mattel sought unspecified damages and an injunction that would pull the ad off the air.[49] Nissan defended the ad, claiming that the dolls were named "Roxanne", "Nick" and "Tad" and that they were modeled after celebrities.[50] Mattel and Nissan eventually settled the lawsuit out of court and observers noted that the lawsuit ultimately just gave Nissan and the advertisement further exposure and publicity.[51]

Motorsports

[edit]
Paul Newman's 300ZX won the 1986 Trans Am at Lime Rock for Bob Sharp Racing

The 300ZX was campaigned during 1984 and 1985 in showroom stock racing. The car scored a Trans Am win in 1986 at Lime Rock by Paul Newman for Bob Sharp Racing.[52] This would be the only Trans Am win by a 300ZX.[citation needed]

From 1985 to 1987, the Electramotive-developed GTP ZX-Turbo was raced in the IMSA GT Championship's GTP class and also the All Japan Sports Prototype Championship, badged as a Fairlady Z, using a Lola T810 chassis and a VG30ET engine. Following development through 1987, the car would become dominant in IMSA GT in 1988. Additional factory endorsement, combined with a new chassis, transmission and more reliable Goodyear tires contributed to the team's success. The SOHC VG30ET was making upwards of 1,000 hp (700 kW), with a power band that extended from 4,000 to 9,000 rpm on a single turbo.[53]

The Clayton Cunningham Racing 300ZX which won the 1994 24 Hours of Daytona

From 1990 to 1995, Steve Millen drove the twin turbo 300ZX for Clayton Cunningham Racing. The car dominated the IMSA in its GTO, then later GTS categories due to its newly designed chassis and engine. Millen would rank as the #1 Factory Driver for Nissan for 7 years and earn two IMSA GTS Driving Championships and two IMSA GTS Manufacturer's Championships. The biggest triumph for the Z32 racecar was the victory in the 1994 24 Hours of Daytona. In the 1994 24 Hours of Le Mans, the 300ZX ranked first in the GTS-1 class and 5th overall. In an attempt to level the playing field in the GTS-1 class by reducing the allowable horsepower, the IMSA declared the twin turbo VG engine ineligible for the 1995 season.[54] The 1995 GTS 300ZX car would debut with the V8 Nissan VH engine at Daytona[55] and would place first in the GTS-1 class at the 12 Hours of Sebring and Moosehead Grand Prix in Halifax.[56]

The JUN-BLITZ Bonneville Z32 holds the E/BMS class land speed record of 260.87 mph (419.83 km/h) set at the 1995 Bonneville Speed Trial.[citation needed] The vehicle was built as a partnership between JUN Auto and BLITZ. In 1990, JUN's first Z32 went 210.78 mph (339.22 km/h) at their Yatabe test course and hit 231.78 mph (373.01 km/h) after some tuning at Bonneville.[57]

Awards and recognition

[edit]
300ZX lists and recognition
Year Motor Trend Road & Track Car and Driver Automobile
1990 "Import Car of the Year"[58]
"Top Ten Performance Cars" 		"Ten Best Cars in the World" 10Best "All Stars"
1991 — 10Best "All Stars"
1992 10Best "All Stars"
1993 10Best "All Stars"
1994 10Best "All Stars"
1995 10Best —
1996 10Best

After the final year of U.S. sales (1996), the Z32 has continued to win awards:

  • 2004: Automobile lists the Z32 as one of the 100 greatest cars of all time
  • 2006: Automobile lists the Z32 on both the "20 Greatest Cars of the Past 20 years" and the "25 Most Beautiful Cars in History"
  • 2010: GQ Magazine lists the Z32 as one of the most stylish cars over the past 50 years[59]

From the year it was introduced, the Z32 has also won many comparison tests against similar sports cars, including the Mitsubishi 3000GT/Dodge Stealth,[60] Mazda RX-7,[61] Chevrolet Corvette,[62] Toyota Supra, Dodge Viper, Porsche 944 S2,[63] and Porsche 968.

Safety

[edit]

In Australia, the 1990 to 1995 Nissan 300ZX was assessed in the Used Car Safety Ratings brochure as providing "average" protection for its occupants in the event of a crash.[64]

In the US, the National Highway Traffic Safety Administration (NHTSA) gave the 1991-1993 300ZX 3 out of 5 stars in front driver collision crash test ratings.[65]

Trivia

[edit]

Between 1999 and 2001, the Nissan 300ZX (Z32)'s headlights were also used under license on the Lamborghini Diablo, replacing its original pop-up lights.[66]

Notes

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Nissan 300ZX

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The Nissan 300ZX is a two-door sports car produced by the Japanese automaker Nissan from 1983 to 2000, succeeding the Datsun 280ZX as the third (Z31) and fourth (Z32) generations of the iconic Z-car lineage, renowned for its blend of performance, advanced technology, and futuristic styling that emphasized aerodynamics and driver engagement. Introduced in 1984 for the Z31 generation, the 300ZX marked Nissan's transition from the Datsun brand and featured a 3.0-liter SOHC V6 engine in naturally aspirated form producing 160–165 horsepower or a turbocharged variant delivering 200 horsepower, paired with five-speed manual or four-speed automatic transmissions and offered in two-seat coupe or 2+2 configurations with pop-up headlights as a signature design element. The Z31 achieved notable success in motorsports, including a victory in the 1985 All Japan Rally Championship, and included luxury features like standard air conditioning and leather upholstery to appeal to a broader market beyond pure sports car enthusiasts. The Z32 generation, launched in late 1989, represented a significant evolution with a redesigned body incorporating fixed, slanted pop-up-style headlights, multilink suspension for improved handling, and the optional Super-HICAS four-wheel steering system, available in coupe, 2+2, and later convertible body styles (1993–1996 in the U.S.). It was powered by a 3.0-liter DOHC V6 engine, with the base naturally aspirated version generating 222 horsepower and 198 lb-ft of torque, while the twin-turbocharged model produced 300 horsepower for 0–60 mph acceleration in about 5.0 seconds. Production of the Z32 continued until 1996 in the U.S. market and 2000 in Japan, where it solidified the 300ZX's reputation as a benchmark for Japanese grand touring sports cars, earning multiple awards including Car and Driver's 10Best honors and excelling in comparative performance tests against rivals like the Porsche 944 and Mazda RX-7.

Overview

Development history

The Nissan 300ZX originated as the next evolution in Nissan's Z-car lineage, succeeding the Datsun 280ZX (S130 chassis), which had been produced from 1978 to 1983 and emphasized grand touring comfort over pure sports car dynamics. As part of Nissan's global rebranding effort, the 300ZX marked the transition from the Datsun nameplate—used internationally since the 1960s—to the unified Nissan branding, with the Z31 generation introduced primarily under the Nissan name starting in 1983, though some early U.S. exports carried dual Datsun/Nissan badges during the phase-out period. Development of the first-generation Z31 began in the early 1980s, with concept work starting around 1981 under the leadership of designer Kazumasu Takagi, aiming to reposition the Z-car as a premium sports coupe competitive in the global market against European rivals like Porsche. Key design goals included enhancing aerodynamics for better high-speed stability, boosting overall performance through refined engineering, and elevating luxury with features such as improved interior materials and advanced amenities, all while maintaining an affordable entry point compared to luxury imports. The Z31 achieved a low drag coefficient of 0.30, reflecting Nissan's focus on wind-tunnel-tested body shapes to reduce lift and improve handling. Major milestones for the Z31 included its public unveiling at the 1983 Tokyo Motor Show in October, where it was presented as the Fairlady Z for the Japanese market, highlighting its sleek, angular styling and technological advancements. Production commenced in Japan in late 1983, with vehicles going on sale domestically in December, followed by exports to international markets beginning in 1984. For the second-generation Z32, engineering efforts kicked off in the mid-1980s, emphasizing cutting-edge technologies such as sophisticated suspension systems and electronic aids to further elevate performance and driver engagement, with development prioritizing a more aggressive, aerodynamic profile and superior build quality. The Z32 debuted in 1989, continuing the Z-car's trajectory toward high-tech sophistication.

Production and sales

The first-generation Nissan 300ZX (Z31) achieved significant production volumes, with a total of 329,900 units manufactured between 1983 and 1989, including 294,516 units for export markets and 35,384 units for the Japanese domestic market. This output marked it as the highest-volume Z-car in Nissan's lineup at the time, reflecting strong global demand for its blend of sporty performance and practicality. Sales of the Z31 peaked in the U.S. market in 1985, with over 70,000 units sold, establishing it as a bestseller among Japanese sports cars during the mid-1980s. The model's success stemmed from its affordable base pricing, starting around $16,000 for non-turbo variants, which made it accessible to a broader audience compared to European rivals, alongside the appeal of an optional turbocharged engine that delivered 200 horsepower for enhanced acceleration. The second-generation Nissan 300ZX (Z32) saw lower overall production, totaling 164,170 units from 1989 to 2000, comprising 99,286 export units and 64,884 for the domestic Japanese market. U.S. sales for the Z32 exceeded 80,000 units cumulatively from 1990 to 1996, with initial strong performance including approximately 39,000 units in its debut year of 1990. However, Z32 sales declined sharply after the early 1990s, dropping below 10,000 units annually by 1994 due to the appreciating value of the Japanese yen, which raised pricing to over $40,000 for turbo models by the mid-1990s, and stricter U.S. emissions and safety regulations that necessitated costly redesigns. This combination eroded its competitiveness in a market increasingly favoring more affordable or versatile vehicles. Production of the Z32 concluded in Japan in 2000, as Nissan shifted focus toward the burgeoning SUV segment amid changing consumer preferences for practical, all-wheel-drive family vehicles over high-end sports coupes.

First generation (Z31; 1983–1989)

Styling and body design

The Nissan 300ZX (Z31) featured an aerodynamic wedge-shaped body design, characterized by sharp angles and a low-slung profile that marked a departure from the softer curves of previous Z-cars like the 280ZX. This styling, led by designer Kazumasu Takagi, emphasized performance-oriented aesthetics with pop-up headlights, a long hood, and a standard T-top removable roof panel that enhanced the open-air driving experience. The overall form achieved a low drag coefficient of 0.30, contributing to improved high-speed stability and efficiency. The Z31's body was constructed as a steel unibody for structural rigidity, with dimensions tailored for agile handling: a wheelbase of 91.3 inches for the two-seater variant, an overall length of 170.7 inches, and a curb weight ranging from 2,900 to 3,100 pounds depending on configuration. These proportions provided a balanced stance, with a wide track and minimal overhangs to optimize weight distribution. Pop-riveted panels and lightweight components helped maintain the model's sporty curb weight without compromising durability. Over its production run, the Z31 underwent evolutionary styling updates to refine its appearance and aerodynamics. The 1986 model year introduced a minor facelift with a more rounded nose, revised hood shape, relocated fog lamps in the front bumper, and the addition of side skirts for a lower, more aggressive look; an optional digital dashboard also became available. For 1987–1989, further changes included updated bumpers and standard rear spoilers on turbo models to improve airflow management and visual cohesion, aligning the design with Nissan's evolving sports car ethos.

Powertrain

The powertrain of the first-generation Nissan 300ZX (Z31) centered on the VG-series 3.0-liter V6 engines, designed for a balance of performance and refinement in a rear-wheel-drive layout. The naturally aspirated VG30E featured a single overhead camshaft (SOHC) per bank with 12 valves and electronic fuel injection, producing 160 horsepower at 5,200 rpm and 173 lb-ft of torque at 4,400 rpm in 1984–early 1987 models; output increased to 165 horsepower from mid-1987 to 1989 thanks to refinements like floating wrist pins and improved cooling passages in the "W-series" variant, with torque remaining consistent at 173 lb-ft. The turbocharged VG30ET, also SOHC, used a Garrett T3 turbocharger at 6.7 psi boost for 1984–1987 models and delivered 200 horsepower at 5,200 rpm and 227 lb-ft of torque at 3,600 rpm from 1984 to early 1987, rising to 205 horsepower from mid-1987 onward with ECU updates; in 1988–1989, it switched to a Garrett T25 turbocharger at 4.5 psi boost. Both engines used a 9.0:1 compression ratio for the NA version and 7.8:1 for the turbo in 1984–1987, with the latter's lower compression aiding boost tolerance; turbo compression increased to 8.3:1 in 1988–1989. Transmission choices included a standard five-speed manual (FS5R30A for turbo models, FS5W71C for NA) or optional four-speed automatic (E4N71B), both sending power to the rear wheels via a R200 differential housing; a viscous limited-slip differential was available as an option on higher-trim turbo models for improved traction. Performance varied by configuration, with the NA model accelerating from 0-60 mph in 7.5–8.5 seconds and reaching a top speed of around 130 mph, while the turbo version improved to 6.5–7.0 seconds to 60 mph (6.8 seconds in Car and Driver testing with the manual) and 137–140 mph top speed, electronically limited in some markets. Fuel economy reflected the era's standards, with EPA estimates varying by year and configuration; early turbo manual models were rated at 19 mpg city and 28 mpg highway (per 1984 Car and Driver testing), with observed figures around 18 mpg in testing, while estimates ranged 16–19 mpg city and 22–28 mpg highway for manuals overall, lower for automatics.
EngineTypeDisplacementPower (1984–early 1987)Power (mid-1987–1989)TorqueCompression Ratio
VG30ESOHC V6, NA3.0 L (2,960 cc)160 hp @ 5,200 rpm165 hp @ 5,200 rpm173 lb-ft @ 4,400 rpm9.0:1
VG30ETSOHC V6, Turbo3.0 L (2,960 cc)200 hp @ 5,200 rpm205 hp @ 5,200 rpm227 lb-ft @ 3,600 rpm7.8:1 (1984–1987)
8.3:1 (1988–1989)

Chassis and suspension

The Nissan 300ZX Z31 featured an independent suspension system designed for enhanced handling and stability, with MacPherson struts at the front incorporating high caster angles, low trail geometry, a shorter scrub radius, and increased anti-dive characteristics to improve steering response and reduce nose dive under braking. The rear suspension employed semi-trailing arms with a lower roll center, greater anti-squat properties, a wider track, and negative initial camber, supported by structurally stiffer components and a broader pivot base for better cornering composure. This setup contributed to a near 50/50 weight distribution, promoting balanced dynamics across various driving conditions. Braking was handled by ventilated front disc brakes measuring 10.8 inches in diameter, paired with solid rear drums on non-turbo models; turbo variants upgraded to 11.4-inch rear discs for improved stopping power and heat dissipation. The system delivered strong performance, with 70-mph stops recorded at 191 feet, exhibiting minimal fade and excellent stability. Standard tires were sized 195/60R15 on non-turbo models, while turbo versions used wider 225/50R16 rubber on 16-inch wheels to enhance grip, complemented by 215/60R15 options on some turbo configurations. Steering was provided by a rack-and-pinion mechanism, power-assisted and licensed from ZF, which offered precise, lash-free control with speed-sensitive assist that reduced effort at low speeds while firming up for high-speed stability. The overall chassis tuning resulted in exceptional roadholding, with the Z31 praised for its composure and lack of understeer at elevated speeds, making it a benchmark for sports car handling in its era.

Features and technology

The first-generation Nissan 300ZX (Z31) incorporated several advanced electronic and interior features that emphasized comfort and technological innovation for a 1980s sports car. Standard on 1984–1986 models, the Voice Warning System delivered computerized audio alerts via a pre-recorded female voice for issues like low fuel, open doors, lights left on, and parking brake engagement, using a compact phonograph record mechanism with parallel grooves for multiple messages. This system, patented by Nissan and primarily in English for U.S. models, provided an early form of hands-free driver notification. The optional Body Sonic audio system enhanced the entertainment experience with transducers embedded in the front seats, creating vibrations synchronized to the music for tactile feedback; it included eight units—four in the seat cushions and four in the seatbacks—powered by a dedicated amplifier integrated with the standard AM/FM stereo. Available on higher trims like the 1984 50th Anniversary Edition, this setup offered an immersive "feel" of bass and rhythm without compromising cabin space. From 1987 onward, an optional $1,200 electronics package introduced a digital instrument cluster with LCD displays for speed, tachometer, fuel level, and other metrics, paired with a trip computer that tracked mileage, fuel economy, and elapsed time. Automatic climate control, also part of this package, used digital inputs to regulate cabin temperature precisely, while an optional digital compass mounted in the rear provided directional guidance. The interior supported these technologies with optional leather upholstery on power-adjustable seats, standard power windows and mirrors, and overall ergonomic design focused on driver-centric functionality.

Regional markets and variants

In North America, the Nissan 300ZX Z31 was marketed with a strong emphasis on turbocharged models, starting with the 1984 model year introduction of the VG30ET 3.0-liter V6 turbo engine producing 200 horsepower, while the naturally aspirated VG30E version offered 160 horsepower. Non-turbo models were available in both 2-seater and 2+2 seating configurations, but turbo variants were exclusively 2-seaters to optimize weight distribution and performance. The model became Nissan's sales leader in the region, with peak U.S. sales of 73,652 units in 1984, driven by its blend of sporty handling and luxury features. In Japan, where it was sold as the Fairlady Z, the Z31 lineup included the GTS-1 trim with the VG30ET turbo engine, detuned to 195 horsepower in automatic transmission versions due to stricter emissions regulations, though manual variants reached 230 horsepower. Naturally aspirated options like the 2.0-liter VG20E were also available exclusively in the domestic market, alongside smaller turbo engines such as the VG20ET (168 horsepower) and RB20DET (178 horsepower) for compliance with local displacement taxes. Domestic sales remained relatively low at 35,384 units total, reflecting the model's export focus and competition from other Japanese sports cars. European and Australian markets received right-hand-drive versions of the Z31, with engines adapted for local fuel quality and emissions standards; the naturally aspirated VG30E was detuned to approximately 168 horsepower (170 PS) in some regions to meet regulations, while turbo availability was limited until later years. In Australia, early 1984-1985 models were naturally aspirated without catalytic converters, transitioning to turbocharged VG30ET variants from 1986 with Australia-specific suspension tuning for improved ride compliance on local roads. Turbo models in these markets often produced higher outputs closer to 225 horsepower due to less restrictive tuning compared to U.S. federal standards. The Z31 was offered in two primary body styles: a 2-seater hardtop for purist driving dynamics and a 2+2 targa-top variant providing additional rear seating at the expense of slight weight increase and cargo space. The 2+2 configuration was standard in European and Australian markets, while in North America it was reserved for non-turbo models to maintain the turbo's sportier profile. In Japan, both styles were available across turbo and non-turbo trims, allowing greater flexibility for domestic buyers.

Second generation (Z32; 1989–2000)

Exterior and interior design

The second-generation Nissan 300ZX (Z32) featured a significantly wider stance at 70.5 inches compared to its predecessor, contributing to enhanced stability and a more aggressive road presence. Its exterior design emphasized aerodynamic efficiency with rounded, flowing lines and fixed projector-beam headlights slanted at over 60 degrees, departing from the pop-up lamps of the prior Z31 model. This styling achieved a low drag coefficient of 0.31, aligning with Nissan's development goals for superior high-speed aerodynamics. The body measured 169.5 inches (two-seater) to 178.0 inches (2+2) in overall length and 96.5 inches in wheelbase, with curb weights ranging from approximately 3,300 to 3,500 pounds depending on configuration. T-tops were standard on coupe models, offering an open-air experience, while a convertible variant—exclusive to the U.S. market—was introduced for the 1993 model year as a factory-authorized conversion by American Sunroof Corporation (ASC), featuring a manual soft top that retracted in about 30 seconds. Inside, the Z32's cabin adopted a driver-focused cockpit layout, with controls for cruise, lighting, and HVAC clustered around the central gauge pod for intuitive access during spirited driving. Configurations included two-seater and 2+2 options in markets like the U.S., with the two-seater prioritizing sporty ergonomics. Analog instrumentation provided clear readouts of speed, RPM, and other vitals, supplemented by a boost gauge on turbocharged variants. Upholstery choices included optional leather seating with Alcantara-like suede accents on door panels and dashboard from 1992 onward for a premium, grippy feel. For the 1993 model year, minor exterior refinements included updated wheel designs and subtle taillight adjustments to enhance visual cohesion, alongside the addition of the convertible body style.

Engines and drivetrain

The second-generation Nissan 300ZX (Z32) featured two variants of the VG30 series 3.0-liter DOHC V6 engine, both designed for high performance and smooth power delivery. The naturally aspirated VG30DE produced 222 horsepower at 6,400 rpm and 198 lb-ft of torque at 4,800 rpm, emphasizing responsive acceleration without forced induction. In contrast, the twin-turbocharged VG30DETT, equipped with Garrett AiResearch turbochargers and dual intercoolers, delivered 300 horsepower and 283 lb-ft of torque, representing a significant power increase for enthusiasts seeking supercar-like thrust. These engines shared a 24-valve aluminum head design with variable valve timing on the intake side, contributing to their efficiency and broad torque bands. The drivetrain options prioritized driver engagement and reliability. A five-speed manual transmission (RS5R30A) with double-cone synchronizers was standard on most models, offering precise shifts and robust construction for high-torque applications. An electronically controlled four-speed automatic (RE4R01A for non-turbo, RE4R03A for turbo) was available, providing smoother cruising at the expense of some performance responsiveness. All Z32 models included a viscous limited-slip differential (VLSD) in the rear R200 unit, which used silicone fluid to distribute torque between wheels during cornering, enhancing traction without the harshness of mechanical LSDs. Twin-turbo models featured Nissan's Super-HICAS (High Capacity Actively Controlled Steering) system as standard, a hydraulic (early) or electronic (later) rear-wheel steering setup available on select naturally aspirated variants in Japan. Performance metrics underscored the Z32's sporting credentials, particularly in turbo form. The twin-turbo model accelerated from 0 to 60 mph in 5.0 seconds, completed the quarter-mile in 13.7 seconds at 102 mph, and reached a top speed of 153 mph, making it competitive with contemporaries like the Porsche 944 Turbo. The non-turbo version was slightly less brisk, with 0-60 mph in 6.7 seconds, a quarter-mile in 15.0 seconds at 93 mph, and a top speed of 143 mph. Fuel efficiency varied by configuration and driving conditions, with combined estimates ranging from 17 to 22 mpg, reflecting the engines' thirst under aggressive use despite their advanced tuning.
EngineTypeHorsepowerTorque (lb-ft)0-60 mph (sec)Quarter-Mile (sec @ mph)
VG30DE3.0L DOHC V6 NA222 @ 6,400 rpm198 @ 4,800 rpm6.715.0 @ 93
VG30DETT3.0L DOHC V6 Twin-Turbo3002835.013.7 @ 102

Handling and braking systems

The second-generation Nissan 300ZX (Z32) featured an advanced independent suspension system at all four wheels, designed to enhance roadholding and ride compliance. The front suspension employed an unequal-length double-wishbone configuration with an articulating hub carrier, coil springs, and anti-roll bars, providing precise camber control and minimal dive under braking. At the rear, a multilink setup—often described as a sophisticated double-wishbone variant—incorporated a lower A-arm, lateral link, and twin upper links, which induced toe-in during cornering and braking for improved stability. On twin-turbo (TT) models, the system included electronically adjustable dampers with dual damping positions selectable via a console switch, allowing drivers to toggle between softer comfort-oriented settings and firmer sport modes for better handling. Steering was handled by a rack-and-pinion system with variable-assist power steering, which adjusted effort based on vehicle speed for lighter low-speed maneuverability and heavier high-speed stability. Twin-turbo variants equipped with the Super HICAS (High Capacity Actively Controlled Steering) system added rear-wheel steering, limited to a maximum of one degree of movement in phase or counter-phase with the front wheels, controlled hydraulically by a computer for sharper turn-in and reduced yaw inertia during lane changes; this feature was standard on TT models worldwide, including Japan, Europe, and the US. The overall setup delivered precise on-center feel and minimal kickback, contributing to the Z32's reputation for neutral, predictable dynamics with a tendency toward progressive understeer at the limit. Braking performance relied on four-wheel ventilated disc brakes, with four-piston aluminum calipers at the front clamping 11.0-inch rotors and single-piston calipers at the rear on 11.7-inch rotors for the twin-turbo models. Anti-lock braking system (ABS) was standard from the 1990 model year onward, ensuring controlled stops without wheel lockup; independent tests recorded 70-0 mph distances of 171 feet for non-turbo models and 175 feet for turbo variants, with no observed fade during repeated hard use. The system's progressive pedal feel and robust construction supported the Z32's sporty character, aided by a near-ideal weight distribution that minimized nose dive. Tire specifications varied by model, with non-turbo versions fitted with 225/50VR-16 Michelin Sport rubber all around on 16-inch alloys, while twin-turbo cars used wider staggered setup of 225/50ZR-16 fronts and 245/45ZR-16 rears for enhanced traction. This combination delivered strong lateral grip, achieving 0.86 g on the skidpad for the base model and up to 0.89 g for the turbo, enabling confident cornering with ample reserve before the front tires broke away. The overall handling package emphasized balance and composure, making the Z32 a benchmark for grand touring sports cars of its era.

Model year updates

The Nissan 300ZX Z32 was launched as a 1990 model year vehicle in the United States, available in naturally aspirated (222 hp) and twin-turbocharged (300 hp) variants, with body styles including T-top coupes and 2+2 models. In Japan, the Fairlady Z Z32 debuted in 1989 with similar powertrain options, where the twin-turbo VG30DETT engine was rated at 280 PS (approximately 276 hp). For the 1991 model year, a slicktop coupe with a fixed roof was introduced as a lighter alternative to the T-top, and a Nissan emblem was added to the front fascia. In 1992, the driver's side airbag became standard equipment, accompanied by faux-suede door panels and power-adjustable seats on turbo models. The 1993 update added a factory-authorized convertible body style in the U.S., produced by American Sunroof Corporation with chassis reinforcements. From 1993 to 1995, incremental refinements included cast-iron brake calipers and heat insulation on turbo oil lines in 1993, a switch to electronic Super HICAS actuation, passenger-side airbag, and revised rear spoiler in 1994, plus body-colored front bumper trim and relocation of the washer fluid reservoir in 1995. The 1996 model year marked the transition to OBD-II diagnostics and the removal of variable cam timing to comply with stricter emissions standards; U.S. production concluded with a limited run of 300 Commemorative Edition cars featuring special badging. Following the end of U.S. sales in 1996, the Z32 remained in production in Japan until 2000, with 1997 models adopting the twin-turbo front fascia across all variants to streamline manufacturing. For 1998–2000, further emissions-related adjustments were implemented alongside cosmetic enhancements, including a revised front fascia, side skirts, taillights, rear spoiler, and interior options like Recaro seats; the twin-turbo engine retained its 280 PS output in the final 2000 models.

Special and performance variants

The Nissan 300ZX Z32 saw several limited-production variants that enhanced its performance and styling, often through collaborations with tuners. One notable Japan-exclusive model was the SR-71, developed in 1990 by Motorsports International in collaboration with HKS. This twin-turbo variant featured upgraded Garrett turbochargers for improved boost response, HKS engine electronics, and a distinctive Kaminari aerodynamic body kit designed by Pete Brock, including a front fascia, side skirts, and rear spoiler inspired by the Lockheed SR-71 Blackbird aircraft. It maintained the standard VG30DETT engine's output of approximately 300 horsepower while prioritizing track-oriented handling and aerodynamics, positioning it as one of the era's quickest production sports cars. In the United States, the Stillen SMZ (Steve Millen Z) represented a factory-sanctioned performance upgrade available through select Nissan dealerships from 1995 to 1996. Built on the twin-turbo 300ZX platform, the SMZ incorporated Stillen's tuning expertise, including a revised boost controller, enhanced air intake, upgraded exhaust system, stiffer suspension components, larger brakes, and an aggressive aerodynamic package with a unique grille, side skirts, rear valance, and prominent rear wing. These modifications elevated output to 365 horsepower and 332 lb-ft of torque, enabling a 0-60 mph time of 5.3 seconds and an electronically limited top speed of 155 mph. Only about 104 units were produced, preserving full Nissan warranty coverage and making it a rare collector's item today. The Z32 also offered a convertible body style in the U.S. market starting in 1993 and continuing through 1996, accounting for roughly 20 percent of annual sales in its debut year. Developed in partnership with American Sunroof Corporation (ASC), this variant retained the standard coupe's powertrains—either the naturally aspirated 222-hp VG30DE or the 300-hp twin-turbo VG30DETT—but featured a manual soft-top roof, a prominent "basket handle" roll bar for structural integrity, and chassis reinforcements to mitigate torsional flex without significantly compromising the car's handling dynamics. These changes added approximately 200 pounds to the curb weight, yet the convertible preserved much of the Z32's grand touring poise. Beyond factory-backed editions, the Z32's aftermarket tuning scene flourished with contributions from specialists like Stillen and Jim Wolf Technology (JWT). Stillen offered comprehensive upgrade packages, including supercharger kits for naturally aspirated models that boosted output to around 300 horsepower, alongside turbo enhancements for twin-turbo variants emphasizing reliability and drivability. JWT focused on engine management and forced induction, providing ECU remaps for up to 100 additional horsepower on stock turbos, as well as complete twin-turbo upgrade kits like the GTX2860R system capable of supporting 400 horsepower or more with supporting modifications such as forged internals and larger intercoolers. These aftermarket options allowed enthusiasts to tailor the Z32 for street or track use while leveraging the platform's robust VG30DETT architecture.

Motorsports

Z31 racing career

The Nissan 300ZX (Z31) made a significant impact in motorsports during the mid-1980s, particularly in American racing series where it competed against established European and domestic rivals through prepared versions by teams like Bob Sharp Racing. These efforts highlighted the model's potential as a competitive platform, leveraging its front-engine layout and turbocharged V6 for enhanced performance in GT categories. In the SCCA GT-1 class at the National Championship Runoffs, the Z31 achieved notable success in 1986 when Paul Newman, driving for Newman-Sharp Racing, secured the national title with a turbocharged Nissan 300ZX. This victory marked Newman's fourth SCCA national title and demonstrated the car's reliability in high-stakes sprint races, including strong finishes at events like Road Atlanta where the team clinched the title during the runoffs. The campaign involved multiple podiums throughout the season, underscoring the Z31's adaptability to SCCA regulations that emphasized production-based modifications. Newman also won the 1985 GT-1 title with the Z31. The Z31 also excelled in the IMSA GTO class from 1984 to 1988, securing multiple victories through teams like Bob Sharp Racing, which achieved class wins including at the 1986 12 Hours of Sebring. Drivers such as George Alderman and others piloted these cars to consistent top finishes across races at tracks like Road America and Watkins Glen, helping Nissan compete strongly in the GTO standings. Racing adaptations significantly boosted the Z31's performance beyond its stock turbocharged VG30ET V6, which produced 222 horsepower in later factory form. Teams uprated the turbo engine to over 300 horsepower—often reaching 350-400 horsepower on stock internals with improved boost, larger intercoolers, and exhaust systems—while incorporating lightweight modifications such as tube-frame chassis constructions that reduced weight by hundreds of pounds without compromising structural integrity. These changes, including reinforced suspensions and aerodynamic bodywork, allowed the Z31 to compete effectively in both sprint and endurance formats. In Japanese racing, the Z31 saw successes at Fuji Speedway in Group A events during the mid-1980s, where NISMO-prepared entries achieved class victories in the Fuji Grand Championship series, leveraging similar turbo upgrades and lightweight enhancements to outperform rivals in production-derived GT competition.

Z32 competition history

The Nissan 300ZX (Z32) achieved significant success in international GT racing during the early 1990s, particularly through its participation in the IMSA GT Championship, where it competed in the GTO and later GTS classes. From 1990 to 1994, teams like Clayton Cunningham Racing fielded highly modified twin-turbo versions of the Z32, leveraging the car's robust platform to secure multiple victories and championships. These race cars featured spaceframe chassis constructions and carbon-fiber body panels to reduce weight and improve aerodynamics, while the VG30DETT engine was tuned to produce between 650 and 800 horsepower, far exceeding the production model's output. A pinnacle of this era came in 1994, when Cunningham Racing's No. 76 Nissan 300ZX Turbo, driven by Steve Millen, Scott Pruett, Butch Leitzinger, and Paul Gentilozzi, claimed overall victory at the 24 Hours of Daytona, marking the first win for a Japanese manufacturer in the event's history. The team also triumphed at the 12 Hours of Sebring that year, securing the IMSA GTS drivers' and manufacturers' championships, with additional wins at Road Atlanta, Portland, and Phoenix. These successes highlighted the Z32's exceptional endurance and reliability under high-stress conditions, with the twin-turbo setup proving durable despite producing over 700 horsepower in race trim. The Z32 also represented IMSA interests at the 1994 24 Hours of Le Mans, where Cunningham Racing entered two cars in the IMSA GTS category. The No. 75 entry, driven by Millen, Bryan Sayle, and Hitoshi Ogawa, finished fifth overall and first in class after completing 318 laps, demonstrating the model's competitive pace against prototypes and other GT cars. Its twin-turbo reliability was crucial, allowing consistent performance over the 24-hour duration despite the challenges of the Circuit de la Sarthe. The No. 76 sister car encountered issues but underscored the Z32's potential in global endurance racing. In Japan, NISMO-supported entries of the Z32 competed in the All Japan Grand Touring Car Championship (JGTC, later Super GT) during the mid-1990s, primarily in the GT500 class with adaptations including over 500 horsepower from enhanced turbocharging and lightweight carbon-fiber components. Teams like Team LeMans fielded the car from 1996 to 1997, achieving class podiums and contributing to Nissan's presence in domestic GT racing, though the Skyline GT-R dominated the higher GT500 category. These efforts built on the Z32's international pedigree, emphasizing its versatility for high-power racing applications.

Recognition

Awards and critical acclaim

The first-generation Nissan 300ZX (Z31) achieved recognition as Nissan's highest-volume Z-car model in the United States during its production run from 1983 to 1989, underscoring its commercial success in the sports car segment. The second-generation 300ZX (Z32) garnered widespread acclaim upon its 1989 debut. It won Motor Trend's Import Car of the Year award in 1990, praised for its advanced twin-turbo V6 engine delivering 300 horsepower and supercar-level performance at a more accessible price. The model also earned Automobile Magazine's All-Star designation for five consecutive years from 1990 to 1994, highlighting its engineering excellence and driver engagement. Additionally, Car and Driver included the 300ZX on its annual 10Best list every year from 1990 to 1996, the full span of its U.S. availability, commending its balanced handling, refined interior, and technological features like four-wheel steering. Contemporary reviews lauded the Z32 for its sophisticated technology and superior handling, often comparing its grand touring poise and acceleration to European exotics while noting its reliability advantages. In long-term recognition, Motor Trend named the 300ZX one of the 100 Greatest Cars of All Time in 2004, affirming its enduring influence on sports car design.

Cultural significance

The Nissan 300ZX, particularly the Z32 generation introduced in 1990, gained prominence through innovative advertising campaigns that highlighted its futuristic design and performance. Directed by acclaimed filmmaker Ridley Scott, commercials like the Super Bowl spot "Dreamer" portrayed the twin-turbo model as a sleek, high-tech marvel, evoking a sense of aspiration and speed with visuals of the car outpacing pursuers in dreamlike sequences. These ads, part of Nissan's broader push to position the 300ZX as a premium sports car, emphasized its aerodynamic lines and advanced features, contributing to its allure in the early 1990s market. In media, the 300ZX appeared in various films and video games, cementing its pop culture presence. The Z32 model featured in movies such as Kuffs (1992), where it served as a getaway vehicle, and Reindeer Games (2000), which featured a Z31 showcasing its distinctive pop-up headlights. In the gaming world, it became a staple in the Gran Turismo series starting with the original 1997 PlayStation title, allowing players to race both Z31 and Z32 variants and experience its handling dynamics, which helped popularize the car among virtual enthusiasts. The 300ZX fostered a dedicated enthusiast community, integral to the JDM import and tuning scene of the 1990s and beyond. Organizations like the Z Club of America, founded in 1971, and specialized groups such as the 300ZX Owners Club provided forums for owners to share maintenance tips, modifications, and event participation, sustaining interest in the model's performance potential. A notable trivia point is the Z32's influence on luxury exotics: the 1999–2001 Lamborghini Diablo VT used modified versions of its pop-up headlights under license, with Lamborghini adding cosmetic covers to obscure the Nissan branding, highlighting the 300ZX's unexpectedly high-end design pedigree. As a symbol of 1990s Japanese sports cars, the 300ZX represented the era's engineering ambition, blending luxury, speed, and innovation in a way that rivaled European icons like the Porsche 911. Its twin-turbo V6 and four-wheel steering made it a benchmark for JDM excellence, influencing subsequent Nissan Z models and maintaining relevance in collector circles today.

Safety and reliability

Safety features and ratings

The first-generation Nissan 300ZX (Z31, 1984–1989) featured basic passive safety equipment typical of 1980s sports cars, including three-point seat belts for all occupants and a unibody construction that provided structural rigidity for rollover protection, particularly reinforced around the T-top roof panels to meet federal standards. No airbags were available, and active safety systems like anti-lock braking (ABS) were absent, relying instead on conventional disc brakes with noted stability in emergency stops. The second-generation 300ZX (Z32, 1990–1996) introduced several advancements in both active and passive safety. ABS became standard across all models from launch, enhancing braking control on slippery surfaces and during panic stops. A driver-side frontal airbag was added as standard equipment starting with the 1992 model year, integrated into a redesigned steering wheel to comply with evolving U.S. regulations. Passenger-side airbags became standard starting with the 1994 model year. In official crash testing, the Z32 received a 3-star rating out of 5 for frontal driver protection from the National Highway Traffic Safety Administration (NHTSA) for 1991–1993 models, based on moderate risk of head and chest injuries in 35-mph barrier impacts; no side crash ratings were issued, as testing protocols focused primarily on frontal collisions during that era. In Australia, real-world police-reported crash data from 1987–2006 analyzed by Monash University Accident Research Centre indicated average overall protection for the 1990–1995 Z32, with a serious injury rate of 3.86 per 100 involved drivers (95% confidence interval: 2.63–5.67%) but worse-than-average crashworthiness and aggressivity toward other vehicles. Compared to its predecessor, the 280ZX, the 300ZX offered notable improvements, including the addition of ABS for better wet-weather handling and optional airbags in later Z32 models, alongside a stiffer chassis that enhanced overall occupant protection. However, its side-impact protection lagged behind contemporary European rivals like the Porsche 944, lacking dedicated door beams or reinforced structures that would have met impending U.S. side-impact standards without a full redesign.

Common issues and maintenance

The first-generation Nissan 300ZX (Z31, 1984–1989) is prone to underbody rust, particularly in the spare tire well and above the rear wheel arches, which can compromise structural integrity if not addressed early. Turbocharged ET models often experience noticeable turbo lag during acceleration, and turbocharger failure can occur due to inadequate maintenance or age-related wear on components like seals and bearings. T-top equipped models frequently suffer from leaks caused by deteriorated weatherstripping and seals, leading to interior water damage and potential rust in the roof channels. The second-generation 300ZX (Z32, 1990–1996) presents more complex challenges, with twin-turbo VG30DETT engines susceptible to head gasket failures, typically resulting from overheating due to cooling system neglect such as failed hoses or water pumps. The HICAS (High Capacity Actively Controlled Steering) system, standard on many models, is prone to hydraulic fluid leaks in early units and sensor faults in later electronic versions, often triggering a dashboard warning light and requiring costly repairs or disablement. Overall maintenance for the Z32 can be expensive, with engine rebuilds exceeding $5,000 due to the intricate twin-turbo setup and specialized labor needs. Turbo seals commonly begin leaking around 60,000–80,000 miles, contributing to reduced performance and oil consumption. Routine maintenance for both generations includes annual fluid changes for engine oil, coolant, brake fluid, and transmission fluid to prevent corrosion and ensure longevity, alongside timing belt replacement every 60,000 miles or six years to avoid catastrophic engine damage. Parts availability remains strong through aftermarket suppliers and used components, supported by a dedicated enthusiast community, though Z32-specific items like HICAS components may command higher prices. In terms of reliability, the Z31 offers greater dependability as a daily driver due to its simpler mechanical design and fewer electronics, making it more forgiving for routine use with proper upkeep. The Z32, while mechanically robust when modified by enthusiasts, demands more attentive maintenance for its advanced features and twin-turbo complexity, suiting weekend or performance-oriented ownership better. Annual upkeep costs average around $471, though major repairs can escalate significantly for either model.

Legacy

Collector market status

The Nissan 300ZX has seen steadily rising values in the collector market since the early 2010s, driven by increasing enthusiast demand for well-preserved examples of both the Z31 (1984–1989) and Z32 (1990–1996) generations. According to Hagerty's valuation data as of mid-2025, clean Z31 models typically range from $10,000 to $25,000, with low-mileage or restored examples occasionally exceeding $26,000; the Classic.com market benchmark averages $12,858. For the Z32 Twin Turbo variant, market prices for low-mileage specimens start at around $30,000 and can surpass $60,000 for exceptional condition cars, with a Classic.com benchmark of $27,983 and a recent auction high of $101,325 for a 1996 model, while non-turbo Z32 coupes hold values closer to $24,000 in excellent shape. Z32 convertibles are rarer, with limited production of about 1,500 units for North America from 1994–1996, but do not command a significant premium over comparable coupes; excellent-condition values are around $20,500 per Hagerty, with recent auctions fetching about $17,500. The Z32's U.S. production ending in 1996 contributes to its scarcity, with approximately 89,000 units sold in the U.S. overall, enhancing desirability among collectors. Condition remains the primary value driver; restored examples can appreciate by 20–50% over unrestored stock cars, reflecting the model's aging infrastructure. Hagerty's market analysis notes a 100%+ value increase for top Z32 Turbos since 2019, positioning the 300ZX as a strong investment for patient buyers. Prospective buyers should prioritize inspections for rust, particularly in the spare tire well and rear wheel arches on Z31 models, though the Z32 fares better overall. Turbocharged Z32s require verification of twin-turbo system health, including compressor seals and intercooler integrity, to avoid costly repairs exceeding $5,000. Classic car insurance options, such as those from Hagerty, provide agreed-value coverage for qualifying 300ZXs, often at rates 30–50% lower than standard policies for vehicles over 25 years old.

Modern relevance and restorations

Restoration projects for the Nissan 300ZX remain popular among enthusiasts, often involving the sourcing of original equipment manufacturer (OEM) and Japanese Domestic Market (JDM) parts to return vehicles to their factory specifications or enhance authenticity. Owners frequently collaborate with specialized suppliers like Concept Z Performance, Z1 Motorsports, and JDM importers to rebuild engines, suspension systems, and exhaust components using genuine Nissan parts, as seen in documented rebuilds that emphasize durability and period-correct performance. Emerging electric vehicle (EV) conversions represent a modern adaptation for the 300ZX, with prototypes and builds gaining traction since around 2023 to blend classic styling with sustainable powertrains, including recent 2025 projects featuring dual Tesla Model 3 or Model S motors for all-wheel-drive capability. These projects typically integrate custom subframe modifications and battery pack installations, addressing the car's aging internal combustion components while preserving its grand touring dynamics; examples include AWD dual-motor swaps discussed in dedicated EV conversion communities. The 300ZX benefits from a robust enthusiast community, exemplified by the Z Car Club Association (ZCCA), which organizes national events like ZCON (held in Nashville, TN, in September 2025) and regional gatherings such as ZDayZ and East Coast Z Nationals to celebrate Z-series models including the 300ZX. Online forums like TwinTurbo.net and the 300ZX Owners Club provide technical support and event coordination, fostering knowledge sharing on maintenance and modifications. Aftermarket support is strong, with NISMO-inspired replicas and performance parts—such as polyurethane bumpers and suspension kits—available from vendors like VIS Racing and Z1 Motorsports, enabling owners to replicate rare JDM variants. The 300ZX continues to influence subsequent Z models, serving as a stylistic and engineering bridge to the 350Z and 370Z through its aerodynamic design and V6 heritage, which informed the grand tourer ethos of later iterations featuring the VQ-series engines. Despite its age, it remains a favored choice for track days, valued for balanced handling and progressive power delivery that suit amateur and experienced drivers alike at events like SCCA Track Nights. No official revival of the 300ZX is planned by Nissan as of 2025, with the company's focus on the current Z lineup amid broader electrification strategies. However, collector appreciation for the model has surged this year, driven by JDM nostalgia and recognition of its technological innovations, positioning well-maintained examples as modern classics in enthusiast circles.

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  78. https://usa.nissannews.com/en-US/releases/nissan-ready-to-party-like-it-s-1994-le-mans-winning-no-75-nissan-300zx-race-car-set-for-monterey-motorsports-reunion
  79. https://www.speedhunters.com/2022/04/from-imsa-to-japan-a-cunningham-racing-v8-300zx/
  80. https://www.instagram.com/p/B-rPK56nRIP/?hl=en
  81. https://global.nissannews.com/en/releases/19900207-e
  82. https://www.motorious.com/articles/highlights/nissan-300zx-super-bowl-ad/
  83. https://www.caranddriver.com/features/g34003839/greatest-nissan-z-commercials/
  84. https://www.imcdb.org/vehicles_make-Nissan_model-Z32.html
  85. https://www.imcdb.org/v019264.html
  86. https://www.igcd.net/marque2.php?id=Nissan&pays=JP&model=300ZX&mk=
  87. https://zclubofamerica.com/
  88. https://www.carscoops.com/2017/01/did-lamborghini-diablo-really-have/
  89. https://japanesenostalgiccar.com/25-year-club-nissan-300zx/
  90. https://collision.nissanusa.com/nissan-position-statement-unibody-repairs-2016.pdf
  91. https://www.carcomplaints.com/Nissan/300ZX/1991/safety/
  92. https://www.monash.edu/__data/assets/pdf_file/0005/216743/Vehicle-safety-ratings-estimated-from-police-reported-crash-data-2008-update.-Australian-and-New-Zealand-crashes-during-1987-2006.pdf
  93. https://driventowrite.com/2021/11/15/coming-to-america-part-three-datsun-nissan-280zx-300zx/
  94. https://www.hemmings.com/stories/1984-89-nissan-300zx-turbo/
  95. https://classicmotorsports.com/forum/grm/teach-me-about-z31s/59774/page1/
  96. https://www.300zx-owners.club/forums/topic/159002-blown-head-gasket/
  97. https://www.justanswer.com/nissan/1znn1-300zx-engine-rebuilt-vacuum-hoses-ancillary-parts.html
  98. https://repairpal.com/nissan/300zx
  99. https://www.hotcars.com/why-the-nissan-twin-turbo-300zx-is-going-up-in-value/
  100. https://www.classic.com/m/nissan/z-car/z31/300zx/
  101. https://www.classic.com/m/nissan/z-car/z32/300zx-twin-turbo/
  102. https://www.hagerty.com/valuation-tools/nissan/300zx/1996/1996-nissan-300zx-turbo
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  104. http://www.zhome.com/History/Zproduction.html
  105. https://insider.hagerty.com/trends/hot-streak-these-5-cars-have-been-appreciating-longer-than-any-other/
  106. https://grassrootsmotorsports.com/articles/nissan-300zx-buyers-guide/
  107. https://www.facebook.com/groups/902530247510360/posts/1034915210938529/
  108. https://jdm-car-parts.com/
  109. https://www.z1motorsports.com/
  110. https://www.diyelectriccar.com/threads/300zx-electric-conversion.192018/
  111. https://www.reddit.com/r/300zx/comments/1bn084y/the_dude_is_doing_a_full_electric_z32_conversion/
  112. https://www.youtube.com/watch?v=CAugN8roL0A
  113. https://zcca.org/
  114. https://zcca.org/community-events/
  115. https://www.z1motorsports.com/performance-parts/nismo-c-6_595.html?m=300ZX
  116. https://www.onallcylinders.com/2025/07/02/a-quick-history-of-the-nissan-datsun-z-sports-cars-part-2-the-v6-era/
  117. https://grassrootsmotorsports.com/articles/we-were-there-nissan-300zx/
  118. https://global.nissannews.com/en/releases/250513-02-e
  119. https://www.topspeed.com/how-nissan-z-became-collectors-dream/
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