2

The third generation

Just five years after the S130 series had made its debut, the third generation Z-car (the Z31) took its place in the Nissan line-up. Developed by a team led by Kazumasu Takagi, it featured a striking new body and a new range of V6 engines, available in both turbocharged and normally-aspirated forms. According to Nissan, the V6 engine was supposed to re-create the spirit of the original Fairlady Z. Although the L28 had served the company well, it was a very old design with origins dating back to before the Prince takeover. Introduced in the Y30 series Cedric on 22 June 1983, the new power unit was Japan’s first mass-produced V6.

One of the thousands of design drawings submitted by Styling Studio No.2. The nose section and sharply-raked windscreen needed little modification, but, at this stage, the tail bears more resemblance to the 1986.5 model year Toyota Supra than the Z31.

The team behind the Z31 series, led by Kazumasu Takagi, decided that the new model would be much more than a simple facelift of the S130. This meant totally redesigning the car around a new line of turbocharged and normally-aspirated V6 engines.

Styling always plays an important part in sports car desirability. As well as the team in Japan, Nissan Design International Inc. of San Diego had also put forward a number of design proposals. Although established in April 1979, the Californian styling studio did not open officially until 1983. At the opening ceremony, Nissan’s representative said: “We began to feel a need to bring a more international flair into the automotive design area in order to strengthen our overall product development capabilities.” The lines for the original 300ZX came from Japan, however, although NDI did become involved in a facelift of the model later in its life.

Again, two-seater and 2by2 versions were produced. Isao Sono, General Manager of Styling Studio No.2, was “... successful in keeping the familiar proportions,” but, at the same time, his team produced a far more modern interpretation of the Z-car. Based around an integral steel body/chassis, although it looked quite similar to its predecessor, the Z31 did not share any outer panels with the S130 series.

The extensive use of flush surfaces, a lower front end (the radiator was tilted forward at 45 degrees to accomplish this), clean body sides and flared sills helped to improve aerodynamic efficiency. The coefficient of drag had dropped from a reasonable Cd 0.385 on the 280ZX to 0.30 on the bespoilered Turbo - a very low figure for the period.

Front and rear track had been greatly increased, and there was less front overhang, but much more at the rear - a feature not liked by many: “The tail design is much too heavy,” said Werner Buhrer, Road & Track’s styling expert. However, it did provide more luggage space. The bonnet was shortened because the V6 engine allowed it, but the power bulge - which should have been unnecessary with the new unit - was retained as a styling feature.

Another styling feature was semi-retractable headlights. Designed to resemble the old Z/ZX, the headlights moved upwards 75mm (2.9in.) in just 0.6 seconds. Completely flush lights may have helped reduce the Cd figure even further, but, with the semi-retractable arrangement, Japanese buyers could use the headlamps in the retracted position, enabling the driver to flash oncoming traffic in the day, something conventional pop-up lights do not allow. However, cars destined for the European market had passing lights instead.

Despite moving the bottom of the windscreen forward and increasing the car’s overall width, there was actually very little change in interior dimensions. At least the 2by2 had a split rear seat to improve luggage capacity, and there was enough room in the back for two sets of golf clubs (assuming one could use a spacesaver tyre, which was still illegal in the UK).

As with the previous ZX, promising sketches were turned into scale models for inspection. The Cd figure was greatly reduced on the Z31, dropping from 0.385 to around 0.31. In part, this was due to the use of semi-retractable headlights and attention to detail, such as fairing-in the door mirrors and partially concealing the wipers. Isao Sono, General Manager of Styling Studio No.2 at the time, can be seen third from the right in this picture.

Reviewing the new model in Car Styling shortly after its launch, Yoshihiko Matsuo analysed its main features, but noted: “The design is extremely conservative and does not give the impression that it has the sparkle required to recover the ground lost by the short-lived second generation model.” It was interesting that Matsuo, Chief Designer on the original S30 series Z and, by now, President of the Product Design Sekkei Office (a design consultancy), suggested that something rather like the Toyota MR2 would have been better, several months before the model made its first appearance in SV-3 guise at the 1983 Tokyo Show.

Whatever, in line with the policy announced in 1981 to promote the Nissan name, the third generation Z was never known as a Datsun: it would be called a Nissan wherever it was sold. As Andrew Whyte once said: “For this company, the change of marque name was probably the biggest hurdle of all to get over, a development that really called for some shrewdly prepared publicity.” This was especially true in the case of the Z, which had an enthusiastic following in export markets and had bred a whole generation of Datsun fans.

Yutaka Katayama, who had done so much to raise the profile of the Datsun marque in America and, indeed, around the globe, said in his autobiography (aptly titled Mr K) that he was very saddened at the loss of the Datsun name. In fact, in a conversation with the author, he went so far as to say that it was probably the saddest moment of his life.

However, Nissan used the timing of the name change to good effect when introducing the 300ZX. The S130 had not endeared itself to enthusiasts abroad in the way that the original Z had, and the new name helped to distance the Z31 from its immediate predecessor.

The top-of-the-range VG30ET three-litre, turbocharged, V6 engine. This developed enough power to propel the 300ZX to a governed top speed of 137mph (220kph): some sources claim the car topped 150mph (240kph) during testing.

The Z31 in detail

At 670mm (26.4in.) long, the V6 engine was some 250mm (9.8in.) shorter than the old straight-six, and weighed around 20kg (44lb) less in normally-aspirated form (as found on the Cedric). Although aluminium had been tried for the cylinder block on a number of prototype units, the V6 went into production with a particularly stiff cast-iron block, the banks of cylinders set at a narrow 60 degrees. Due to the shorter length, there was less torque effect to twist both the block and crankshaft. In addition, a single main-bearing cap was an ingenious idea that provided a strong bottom end in which the cast-iron crankshaft could run: it was naturally far stiffer than four separate caps.

Aluminium heads were used, with a single overhead-camshaft per bank operating two valves per cylinder, at least for the time being. Hydraulic tappets eliminated the need to adjust valve clearances, and the use of special materials meant that the cylinder head bolts never required retightening.

There was the now-familiar ECCS and a knock sensor on the turbocharged engines, but no intercooler. During development work to keep down emissions, it was found that the turbos were running very hot, but this problem was overcome long before production began. Over 400 prototype engines were built, and subjected to more than 10,000 hours and almost a million kilometres of testing.

The transmission and suspension were also tested to destruction. Five-speed manual and four-speed automatic gearboxes were available. The manual gearbox came from Nissan on non-boosted cars, but was sourced from Borg-Warner on the turbocharged models; the Nissan-built automatic had different features, depending on which engine it was linked to. The turbocharged cars were fitted with a transmission oil cooler.

Cutaway drawing of the new Nissan 300ZX.

The range for the Japanese market continued to list a two-litre engine to make the most of local taxation laws. This is the VG20ET unit, rated at 170bhp, only 60bhp less than the equivalent three-litre powerplant.

Again, the front suspension was via MacPherson struts, with lower links and an anti-roll bar. At the rear were semi-trailing arms, coil springs, telescopic shock absorbers and an anti-roll bar. The rear suspension was still mounted on a subframe, but now with separated coil springs and shock absorbers. The suspension was designed by the same group which had worked on the recently-announced Silvia, so the layout was very similar, and was said to give less squat under acceleration, a reduced tendency to dive under braking, better stability at higher speeds, and more predictable handling.

The brakes were upgraded to handle the extra power, with ventilated discs at the front and solid discs at the rear. Turbocharged cars had larger diameter discs than the NA models, while a Bosch anti-lock braking system was said to be under development.

For the vast majority of Z31 series models, the steering gear was sourced from ZF, and featured variable power assistance. A new steering wheel design was an obvious interior feature, and the adjustable steering column had a ‘memory’ facility. Luxury was still the key word regarding the interior, with a great many items fitted as standard.

Overall, much of the old ZX was retained, but the car was re-engineered to cope with the higher level of performance. To gain first-hand experience of the Z31’s potential, Nissan sent a ‘High-Speed Concept Team’ to the German autobahns. At the same time, a team in America drove a prototype around the country for a full month, stopping only for fuel! The company was determined to be thorough.

The Z31 continued to be built at the Hiratsuka plant. With a capacity of 11,000 cars a month, at the time, it was without doubt the largest sports car production line in the world, but it usually ran at between 6500 and 7500 units per month. In the same month as the launch (September 1983), Fairlady sales totalled 1,000,000 units: cumulative production after the S130 added up to 995,332 cars, and the first few 300ZXs took the figure beyond the magic 1,000,000 mark.

A two-seater 300ZX for the home market. A visual clue to the engine size of early Z31 models was that, although their alloy wheels were of the same design, the 300ZX had five bolt holes, while the two-litre ZG had only four. Alloys were optional on the Z and ZS grades, otherwise wheel trims were fitted to steel rims. In addition, the two-litre cars didn’t have side protection mouldings.

The Z31 on the home market

The third generation Fairlady Z was announced on 6 September with the new ‘Plasma’ series of turbocharged V6 engines, available in either two- or three-litre guise. The two-litre unit, known as the VG20ET, developed 170bhp, whilst the three-litre (VG30ET) produced a healthy 230bhp. Bore and stroke measurements on the two engines were completely different, meaning that the cylinder block, crankshaft, con-rods and pistons were unique to each unit.

The 300ZX was the first car in Japan to feature a three-litre V6 turbo engine, and is said to have surprised Nissan’s competitors, who had tended to be more conservative following the spate of oil crises during the 1970s. Most likely, it was done to restore the image of the Z, the previous model having acquired a reputation for being somewhat underpowered due to all its emissions equipment. It was rather ironic - given the capabilities of the turbocharged car, which should have topped 150mph (240kph) quite easily - that it was governed to give a maximum speed of 137mph (or 220kph).

Comparing the two-seater models with the old 2.8 and new three-litre units resulted in a few raised eyebrows. The new 300ZX had a power-to-weight ratio of 5.8kg/12.8lb per horsepower, against 8.2kg/18.0lb per horsepower for the 280ZX. This helped reduce the standing-quarter time from 16.4 to just 14.7 seconds. Likewise, 0-62mph (0-100kph) was cut from 8.9 to 6.2 seconds.

As ever with the home market, a large number of grades were listed. The full range included the three-litre 300ZX and the two-litre in Z, ZS and ZG spec; available once again were 2by2 and two-seater versions of each of these models.

The 300ZX came with either a five-speed manual or four-speed automatic transmission, whatever the body option, but of the two-litre machines, only the ZS 2by2 and ZG 2by2 could be specified with the automatic gearbox. The 300ZX had a 3.545:1 final drive, and the smaller-engined vehicles had a 4.111:1 axle ratio.

The interior and dashboard of the Fairlady ZG 2by2 with automatic transmission. The emphasis was still very much on comfort in the GT fashion, rather than pure sporting style. Again, various levels of specification were available for the Japanese market: leather trim was optional on the three-litre cars.

The Fairlady ZG 2by2 model pictured at the time of the launch.

Both the 300ZX and the luxury ZG came with 6.5J x 15 alloy wheels fitted with 215/60 HR15 tyres, while the Z and ZS had 5.5J x 14 steel wheels shod with 195/70 HR14 rubber as standard, although dealers were able to offer the alloys and wider tyres as an option.

All home market cars, except the basic Z, had electric windows and a top quality sound system. All had the same seat design, with removable headrests; the Z grade had plain textile cloth and the others received tricot upholstery. Air conditioning was standard on the three-litre machines.

Manufacturer’s options included manual steering for the ZS grade (standard on the Z only - all other models had rack-and-pinion power-assisted steering), and remote control wing mirrors. The latter were offered to cater for drivers not used to door mirrors, as, in the past, only wing mirrors had been allowed by Japanese law. Eight-way, power-adjustable seats and leather trim were optional on the 300ZX.

List prices ranged from 1,950,000 yen for the basic two-seater Fairlady Z to 3,270,000 yen for the 300ZX 2by2. Electronically-controlled automatic transmission added 40,000 yen to the list price on the three-litre machines, and a hefty 120,000 yen to that of the smaller-engined cars.

In its December 1983 issue, Car Graphic analysed the 300ZX in a full road test. Trying the car in the middle of a typhoon, the stability of the new Nissan was tested to the limit. The writer declared that it was much better than he had expected, and stated in summary that the car “... has now grown up into a sophisticated Grand Tourer.” He thought the new Fairlady Z represented a big step forward in all areas, especially in 300ZX form.

February 1984 saw the launch of the T-bar roof models in Japan. This is the 300ZX T-bar roof 2by2, the top - or the most expensive, at least - Fairlady Z in a 12-car line-up.

Japanese advertising for the T-bar roof models.

February 1984 saw the introduction of the T-bar roof on both the two-seater and 2by2 versions of the Fairlady ZG and 300ZX. This was a little later than anticipated; the original plan had been to launch the T-top model alongside the rest of the range in September, but the first three months of production saw only closed cars on the line. Mechanical specifications were the same as those of the standard series, with the obvious exception of increased kerb weights.

All models, except for the two-seater Fairlady ZG T-bar roof, could be bought with the four-speed automatic gearbox option. Automatic transmission changed the chassis designation - an A suffix followed either the J or X after the Z31 type number. For example, GZ31JTBR became GZ31JATBR, and KHGZ31XTBGR became KHGZ31XATBGR.

Standard coachwork colours included just White and Silver Metallic, and optional paint schemes comprised two-tone Silver Metallic, two-tone Wine Metallic, two-tone Blue Metallic, and two-tone Blueish-Black Metallic. Red was made available late in the 1984 model year.

The new car in America

During mid-1983, a number of journalists and sports car owners were invited to Pomona Fairground in California to give their impressions of a new car. They were treated to a preview of the 300ZX 2+2, and, for comparison, there was a Porsche 944, Toyota Supra, Chevrolet Corvette, and a 280ZX 2+2, all of which were painted in silver. There was also a two-seater in gold, along with a Mitsubishi Starion, Mazda RX-7, Camaro Z28, and a 280ZX and 200SX from Datsun; again, all with similar paintwork. The body was steel, rather than clay or fibreglass, so it was obvious that the car was nearing production.

Randolph Beckman was obviously impressed with the new model, stating in Road & Track: “I like the new 300ZX. It’s an exciting car to look at, a well integrated and very clean design that’s going to take its place among the best-looking cars available today.”

A spectacular five-page advert issued by Nissan to introduce the 300ZX in America.

Making its debut for the 1984 model year, the 300ZX went on sale in America in October 1983. The following month, Car & Driver introduced the new Nissan 300ZX to its readers: “Serene is the right word for the 300ZX. As 137mph comes up on the speedometer, it hangs on the high-speed banking of Nissan’s test track in Tochigi, Japan, in a dead calm.

“Cranes fly up from the trees alongside the track and wheel overhead as the Z-car whistles past, turbocharger on the boil. There is a tradition at work in this car, and you feel it in the touch of the steering wheel and in the give of the accelerator. The 300ZX is a fast car, but it is a respectable car, too.

“Fortunately, the 300ZX is not as respectable as the 280ZX, that disappointing luxury car interpretation of the Z-car tradition. You might say the 300ZX gathers all the hardware of the 280ZX and rearranges it in a way that recalls the cold, keen edge of the original 240Z.”

Later, however, the same magazine was far more critical of the new car: “Four years ago, a year after the 280ZX was introduced, the planning for its successor began. It was a given fact that a new three-litre V6 engine would replace the 2.8 litre in-line six, which was both long of tooth and long of length. The usual upgrades here and there would be built around the more compact engine, but no tampering with the basic formula would be permitted.

“Americans were buying 72,000 units per year (90% of the car’s production), making the Z-car far and away the most successful two-seater in history, and no-one was willing to rock the boat with a radical departure from tradition. If it’s any consolation, the American-based engineers and product planners asked for a far bolder ZX than they got: according to our sources, they petitioned Japan to knock-off the Ferrari 308. What came back is more like an RX-7 with a headache.”

As in Japan, two body styles were available in America - a two-seater and a 2+2 - but only the two-seater came with the turbocharged engine option. Turbo models had a front spoiler, a small rear wing (in black) and a bonnet scoop, as well as an identifying badge on the tail.

The standard normally-aspirated 2960cc V6 unit, known as the VG30E, delivered 160bhp at 5200rpm, and gave a reasonable 174lbft of torque at 4000rpm; the compression ratio on this unit was 9.0:1. The boosted version, equipped with a Garrett AiResearch T03 turbocharger, ran with a 7.8:1 compression ratio and gave 200bhp at 5200rpm, along with 227lbft of torque at 3600rpm, although it was happy to rev to its 6000rpm red-line. Both engines used the Bosch L-Jetronic fuel-injection system made under licence in Japan. As with the cars built for the home market, three-way catalytic converters were fitted to reduce emissions.

The American 300ZX range for 1984, with the two-seater Turbo in the foreground (identified by the air intake on the bonnet and five-bolt wheels, compared to the four-bolt fitted to the normally-aspirated US-spec cars). The 2+2 is in the middle, and the NA two-seater in the background. All have the optional T-bar roof.

The optional Leather/Digital Package for the US market transformed the fascia, although many buyers were happier with the traditional analogue instruments.

A five-speed manual gearbox came as standard (Nissan’s own with the normally-aspirated engine, and a Borg-Warner unit with the Turbo), although the four-speed automatic was an option. Notable features included computer control for the overdrive on the automatic transmission with the non-boosted engine, and the facility to change the gearbox mode on the turbocharged automatic. Final drive ratios were 3.70:1 on the NA car, and 3.545:1 on the Turbo version.

The Turbo, which was governed to give a top speed of 137mph (220kph), had adjustable DeCarbon shock absorbers (with firm, medium and soft settings), but many testers said there was no noticeable change in practice. US-spec cars had a 22mm (0.87in.) diameter anti-roll bar front and rear. The 6.5J x 15 alloy wheels were fitted with 215/60 HR15 tyres (made by Goodyear on the Turbo, and Bridgestone or Toyo on the non-turbos).

Originally, it had been intended to offer two levels of specification in the States - GL and GLL - but these were scrapped in favour of one luxury GS grade. With the decision not to sell a basic model in America, all cars had rack-and-pinion power steering, electric windows and mirrors, air conditioning, eight-way adjustable seats, rear wiper and screen heater, adjustable steering, alloys, cruise control (on the automatic), and a four-speaker stereo radio/cassette.

The 300ZX GS two-seater was introduced at $15,799, and its turbocharged stablemate was listed at $18,199. The 300ZX GS 2+2 came in at $16,999 but, in reality, all Z31 models were sold at a premium, initially. Once again, the Z was America’s best-selling sports car.

At this stage, options included the $1900 Leather/Digital Package, which provided leather trim, a digital dashboard, electric seat control, trip computer, an upgraded stereo, automatic temperature control, a rear luggage cover, driver’s vanity mirror, woodgrain accent panels, and bronze-tinted glass. Automatic transmission was listed at $420, and shortly after launch the T-bar roof became available for $800.

Standard paintwork options in the States included White, Red, Wine Metallic, Light Grey Metallic, Silver Brown Metallic, Dark Grey Brown Metallic, Greyish-Purple Metallic, Black, and Silver Brown Metallic over Black.

Press reaction in the States

A number of important people were present at the press preview held at Tochigi in July 1983, two months before the launch. These included Yasuharu Nanba (General Manager of the Vehicle Experimental Department and later President of Nismo, Nissan’s motorsport organization); Isao Sono (Styling Studio Manager); Kenichi Sasaki (Deputy General Manager of the Engine Design Department); Iwao Takeuchi (Manager of the Durability Experimental Section), and Miki Nakayasu (Manager of the Chassis Experimental Section).

In its November 1983 issue, Road & Track noted: “In addition to the name, many other major aspects of the 300ZX are new, from the body through the V6 engine to a revised automatic transmission and all-new suspension components. The image and character, however, are very much the same. If you liked the 280ZX, you’ll love the 300 ...”

The tail of an early American specification 300ZX Turbo. Note the extra reflector on the rearmost side moulding, and the different location for the front repeater lens, compared to models for other markets.

The suspension changes were said to “... produce a noticeable improvement in steering effort and feedback,” although the settings were still biased towards comfort rather than a sporty feel. In general, handling was praised. As racing legend Phil Hill once said: “You’d have to be going insanely fast to put this thing off the road. There’s really no finesse or skill required to drive fast: there are no handling problems to overcome. The tyres, brakes, balance: they’re all so much better than even all-out racing cars used to be.”

Performance was a key marketing point; indeed, the 300ZX became the fastest (and most expensive) Japanese sports car available at the time. Road & Track went some way towards justifying the claims (and the price) when it tested a group of cars eligible for the new SCCA Showroom Stock GT Class at Willow Springs, California. The ZX Turbo performed well against the Chevrolet Corvette, Ford Mustang GT, the Camaro Z28, Porsche 944, Firebird TransAm, Mazda RX-7 and Dodge Daytona Turbo Z. In the summary, the report stated: “Now this was a surprise. The 300ZX is big, soft and over-equipped. But it turned the second best laps [the Corvette was quickest]. What did it were horsepower and brakes. The ZX won the braking test, nearly matched the Corvette in acceleration, and stayed with the other contenders in top speed.”

The same magazine also ran a comparison test between the Corvette (at $23,360) and 300ZX Turbo in January 1984. The Corvette had a 5.7 litre V8 that gave 205bhp and 290lbft of torque, linked to an interesting four-speed plus three-speed overdrive manual gearbox. The turbocharged ZX power unit gave 200bhp and 227lbft of torque at 3600rpm, and, for the test, came with four-speed automatic transmission.

Performance was surprisingly similar, the Corvette just having the edge, but paying for it in fuel. The American machine was deemed to have better handling, too, producing 0.88 of lateral g against 0.795 for the Nissan. In the end, though, the 300ZX came out a fairly clear winner, being awarded 630 points compared to the Corvette’s 538 in a 20-item list.

Road & Track recorded a 0-60 time of 7.4 seconds (Car & Driver managed 7.3 seconds), while the standing-quarter was covered in 15.7 seconds with a terminal speed of 86mph (138kph). The maximum speed was 133mph (213kph), which was just 1mph (1.6kph) shy of the Car & Driver figure; average fuel consumption was 17mpg.

A shot of the 30th Anniversary 300ZX Turbo. Sadly, this was only built in limited numbers for the United States.

It wasn’t all plain sailing for the new model, however, as the February 1984 issue of Car & Driver made clear: “If it weren’t for the engine, the new Z-car would be a total disappointment to me. For one thing, it’s a snore to look at. If the Nissan design staff can’t work up enough enthusiasm for the sports car of the fleet, where will it find the inspiration to design its family cars? Nor am I impressed with the three-way shocks: ‘F’ is too firm, and ‘S’ is too floppy. And the car’s directional stability is worse than that of the new Corvette, and only slightly better than that of a bumper car.

“But once again, Nissan’s engine engineers strut their stuff with the most sophisticated turbo engine for sale in America. Unfortunately, Nissan needs more than just an engine to sell the 300ZX. For a couple of thousand dollars more, the Porsche 944 is a better car. For a couple of thousand dollars less, so is the Toyota Supra.”

Road & Track compared the normally-aspirated two-seater with the Mazda RX-7 the following month. Although the 300ZX was the better car technically, the cheaper Mazda won hands-down on emotional grounds. Despite what Nissan’s publicity material said, the conclusion was that the sports car element had been well and truly lost ...

Interior features were also considered a little over-the-top in some respects. The expensive Leather/Digital option had new dashboard graphics, but most testers found it difficult to absorb the information quickly and preferred standard gauges. The so-called Bodysonic stereo was not very popular with the critics, either.

Reaction from enthusiasts was also mixed, going on the letters printed in various publications. However, on a brighter note, the new 200SX was launched in February 1984. Based on the fourth generation Silvia, it bore a distinct family resemblance to the ZX, and, with prices starting from $8500, this stylish coupé was an excellent stablemate for the 300ZX.

Car & Driver carried an article on the 50th Anniversary 300ZX Turbo in October 1984, a limited edition model of 5000 vehicles announced in spring that year. It had silver-over-black paintwork, a mirror-glaze, T-bar roof, flared wheelarches with side skirts to match, and body-coloured bumpers; the side rubbing strip had been deleted at the same time. The finishing touch was the new, 16-inch alloy wheels wearing Pirelli P7s instead of the standard Goodyear Eagle covers. The springs were uprated, and the diameter of the front anti-roll bar was increased to 23mm (0.91in.). Inside, leather seats, special carpets, a Bodysonic stereo and unique steering wheel all came as standard.

Road & Track also reviewed the $25,999 model, and stated: “This car means to establish Nissan as an industry trailblazer, a peerless innovator busily setting up new standards for the rest of the world to mimic. And the 50th Anniversary ZX goes a long way toward making this point ...”

The 300ZX Roadster

Better known, perhaps, for converting Ferrari coupés into soft-tops, Richard Straman of Costa Mesa, California, was quick to offer a convertible 300ZX, known as the 300ZX Roadster and a very handsome car. Straman strengthened the chassis, and added a new rear deck and bootlid to give the machine a completely different look; the high-quality hood was said to be easy to erect and fold away. Straman charged $6500 for the conversion in 1984.

Dating from late 1984, this advert is for the 300ZX Roadster by Richard Straman.

Cover of the British brochure for the 1984 300ZX Turbo.

The new car in Britain

In its December 1983 issue, Alternative Cars noted: “In the States, Datsun launched a 280ZX Turbo two years ago which showed what could be done to regain lost performance, but the chassis badly needed sorting and the body shape was rather long in the tooth. Now, the tide has turned, and the Japanese are back on course.”

The 300ZX arrived on the British market in March 1984, but only as the 2+2 Targa models, although both the turbocharged and normally-aspirated three-litre engines could be specified.

In European trim, the VG30E, which had a compression ratio of 9.5:1, produced 170bhp at 5600rpm and 175lbft at 4400rpm; the VG30ET developed 228bhp at 5400rpm and 242lbft of torque at 4400rpm. The latter had a 7.8:1 c/r, achieved through the use of concave, rather than virtually flat, piston crowns. Essentially, the turbocharger and electronic fuel-injection were carried over from the 280ZX, although the injection system was set up to improve low- and mid-range torque, which, of course, improved flexibility. In fact, one magazine said that the turbocharged car would pull away cleanly in fourth gear from just 10mph (16kph)!

In the UK, both transmissions were available on the NA car, but the turbocharged vehicle was supplied with a five-speed manual gearbox only. The hypoid-bevel back axle came with a 3.7:1 final drive ratio on the manual 300ZX, and 3.545:1 on the Turbo and 300ZX with automatic transmission.

The British specification 300ZX Turbo. Only two models of the new Z-car were sold in the UK: turbocharged and normally-aspirated versions of the 2+2 Targa.

A page from the catalogue produced by Nissan UK for the 1984 Birmingham Motor Show, showing the exterior and dashboard of the normally-aspirated 300ZX. However, sales were slow in Britain due to its high price; only 519 ZX models were sold in the British Isles that year.

The official fuel consumption figure for both manual cars was 37.2mpg at a steady 56mph (90kph), whilst the automatic normally-aspirated model recorded 35.3mpg. The town work figure reflected the fact that it was a three-litre, dropping to below 20mpg across the board.

All models came with the variable-assistance power steering, requiring 2.8 turns lock-to-lock. The Turbo was equipped with 7J x 16 alloy wheels and either Dunlop or Bridgestone Potenza tyres (205/55 VR16 at the front, 225/50 VR16 to the rear); the normally-aspirated car had Dunlop or Michelin rubber mounted on 6.5J x 15 alloys. However, as Dunlop had stopped producing the Denovo tyre, the old problem of having to carry a full-sized spare raised its ugly head again. If the Targa (T-bar) roof panels were also put in the boot, there was no room for luggage unless the rear seats were folded down!

Seats with eight-way adjustment, electric windows, electrically-adjustable door mirrors and a top, four-speaker stereo came as standard, and cruise control was also provided for the automatic. In addition, the turbocharged model had the three-way adjustable shock absorbers mentioned earlier in the chapter.

British-spec cars could only be had with conventional instruments. Air conditioning for the turbocharged model, automatic transmission (not available on the Turbo) and metallic or two-tone paint were optional extras. A press release, dated May 1984, stated that “... an electronic anti-lock braking system is to be available on Turbo models shortly.” Indeed, it was even in the price list at £895, but it was some time before ABS braking appeared on production models.

In a road test dated July 1984, Motor described the interior as being “... in the style of a seedy up-market saloon,” but went on to say: “Accommodation in the front is ample, and complemented by supportive seats.” Space in the rear, however, was considered “minimal.”

The following month Autocar tested a similar model and said: “In the dry it is good fun. The Nissan 300ZX can be thrown confidently through corners at speed - there is nothing twitchy or quirky about its behaviour. Pick your cornering line carefully, power through gently all the way and the predominant characteristic is slight and completely manageable understeer. Throw it vigorously into a corner and the tail will slide out, but thoroughly predictably, and you can throttle-steer all the way round.”

The 300ZX 2+2 Targa for mainland Europe.

As Nissan had promised, the turbocharged car proved to be fast enough, with Autocar recording 137mph (220kph), and Motor a fraction over 140mph (224kph). As for 0-60 times, the staff at Motor again managed to get the best out of the car, dismissing the yardstick measurement in 6.8 seconds, some 0.4 seconds quicker than its rival magazine.

The Motor article continued: “Turbo muscles tend not to pack quite the same punch at low revs, and the Nissan’s are no exception. In top, the 30-50 and 40-60mph increments take a leisurely 11.3 and 10.2 seconds apiece ... Drop down a cog, and the 300ZX disposes of all the 20mph increments between 30 and 90mph in seven seconds or less, while the 60-80mph benchmark takes just 5.7 seconds. Whichever way you look at them, these are impressive figures by the standards of the class - as is the Nissan’s top speed of 140.8mph.”

They were, indeed, impressive figures, but the £16,995 price of the Turbo was about the same as that of a Porsche 944. The 3.6 litre Jaguar XJ-S was only £19,248 at the time, and the Lotus Excel could be purchased for almost £2000 less than the Nissan. Alfa Romeo’s exotic GTV6 was just £11,300, the 2.8 litre Toyota Celica Supra was about the same, and the Ford Capri 2.8i even cheaper at less than £9000.

The verdict of the Autocar article was that the new car “... may be the fastest Z-car yet; it may be well-equipped, it may be comfortable and chuckable, and it does build on a legendary tradition. Perhaps its only failing - apart from the price - is that in pandering to the Americans it has developed that tradition away from the British taste.”

Aside from the initial purchase price - even the normally-aspirated car was £14,349 - the 300ZX’s Group 9 insurance category (which was the highest at the time) also deterred many prospective buyers. As a result, 300ZX sales were slow in 1984, with only 302 normally-aspirated cars and 217 turbocharged models finding new homes in the UK; a grand total of 519 vehicles for the year.

The cover of the American brochure (dated September 1984) introducing the 1985 model year 300ZX. The T-bar roof had become a standard fitment across the range in the States.

American advertising for the 1985 300ZX Turbo, clearly showing the main air intake beneath the bumper. The entire front apron was made from flexible polyurethane.

Within a year of its launch, a number of firms were offering aftermarket parts for the 300ZX. This Bob Sharp Racing advert shows headlight covers, a rear reflector panel, a bra to protect the nose of the vehicle, and a locking device for the Targa panels.

The Z31 in Australia

Cars started to filter through to the Australian market in mid-1984. In September that year, Wheels magazine took the only version of the 300ZX available in the country - the 167bhp, normally-aspirated 2+2 Targa - and put it up against the Mazda RX-7, Mitsubishi Starion, Toyota Celica Supra and Alfa Romeo GTV6. Having the largest engine capacity, it was hardly surprising that the new ZX was only a couple of horsepower down on the most powerful car in the test (the Mitsubishi). However, only the Italian car was more expensive, at around $3000 above the $26,500 asked for the 300ZX. Performance and the feel of the car on the road would be the deciding factors.

In the 0-62mph (0-100kph) tests, the Nissan did fairly well, coming in third behind the turbocharged Starion and GTV6; the same results were obtained over the standing-quarter. A major disappointment was that only the Mazda - which had something of a reputation for guzzling petrol - returned worse fuel consumption figures.

The article summarized the 300ZX with these words: “The new Z-car is more cruiser than performer, although overall ride is best of the group. Grip is good, body roll well contained, steering quick, but it lacks definitive precision.” It was also felt that the car needed a few more horsepower. In the end, the team of seven judges came out in favour of the slightly more powerful Mitsubishi Starion.

In the latter half of the decade, in a bid to silence the critics, Nissan replaced the NA car in Australia with a 210bhp turbocharged model ...

Two pieces of Japanese advertising for the new ZR series.

News from America

Sales in America had been steadily declining during the early 1980s, so Nissan needed the 300ZX to be a success. Just 57,260 280ZX models were sold in 1982 but the figure rose to 71,144 units the following year when sales of the first 300ZXs augmented those of the old series. During 1984, a total of 73,101 300ZXs were sold in the United States, matching the annual sales levels of the late-1970s.

The 1985 model year cars, introduced in September 1984, were virtually the same as those of the previous year, as would be expected with such a new model. The T-bar roof had become standard across the range and featured locking panels. Vehicles with two-tone paint schemes had colour-coded bumpers (instead of black) and coachline stripes. In addition, the leather trim option had been separated from the Electronic Equipment Package.

New coachwork colours for the Turbo included Black over Gold, and Dark Blue Metallic over Pewter. All Turbos, regardless of the exterior paint colour, had blacked-out mouldings and smoked tail lights; a useful distinguishing feature. As for the NA range, the purple paint shade was dropped, but Gold Metallic, Dark Brown Metallic and Black Metallic augmented the existing colours.

The ZX line-up still included turbocharged and normally-aspirated two-seaters, together with a normally-aspirated 2+2. Compared to the previous year, prices had increased by $1500 for the turbocharged model, and $1400 on the NA cars. However, considering the T-bar roof had been $800 in the past, this was hardly extortionate. Sales still faltered, though, with a total of 67,409 cars sold in the USA during 1985.

The Japanese ZR series made its debut at the 1985 Tokyo Show. It was powered by the RB20DET engine - a straight-six featuring a twin-cam 24v head as well as a turbocharger. This is the two-seater 200ZR-II.

The ZR range

It’s interesting to note that the R30 Skylines, contemporary at the time of the Z31 series launch, were distinctly lighter (despite a longer wheelbase), although the R31 models, introduced in August 1985, were basically similar in weight. Most of the R31s were powered by the RB20DE and RB20DET six-cylinder engines, the latter a turbocharged version that was also used in the 1986 season Fairlady 200ZR.

October 1985 saw the ZR series debut at the the Tokyo Show, held at Harumi between 31 October and 11 November. The heart of the ZR was its turbocharged, two-litre, dohc, 24v engine - a straight-six unit rather than a vee. Developing 180bhp, the RB20DET offered a 10bhp advantage over the VG20ET; it also produced maximum torque lower down the rev range, aiding drivability. During 1986, the Japan Gas Turbine Academic Society awarded Nissan a prize for the design of the engine’s ceramic turbo.

Four models were available: two-seater and 2by2 versions of the 200ZR-I (closed coupé) and 200ZR-II (T-bar roof body). All came with 6.5J x 15 alloy wheels fitted with 215/60 HR15 tyres, and all had five-speed manual transmission (the final drive ratio was changed to 4.375:1 on the ZR series).

Four new coachwork colours were added purely for the ZR (Crystal White, Super Red, Blue Metallic and two-tone Black), although these later joined the standard line-up). Prices ranged from 2,443,000 yen for the two-seater 200ZR-I to 3,001,000 yen for the 200ZR-II 2by2.

The Japanese Motor Magazine compared a two-seater 200ZR-II with the Mazda RX-7 in the December 1985 issue. The report said that neither car was perfect, but a lot depended on what the buyer wanted. In summary, it was thought that the Mazda was trying to present a modern sports car image, whilst the Nissan successfully recreated a more nostalgic feel. In other words, each was good in its own way.

The RB20DET engine.

A rear three-quarter view of the 200ZR-I 2by2. The ZR-I designation meant that it had a closed coupé body rather than a Targa roof (the latter was given the ZR-II code). Note the different wheel design for ZR models.

The ZR was the first sign that Nissan was attempting to alter the market position of the Fairlady by giving it a more sporting nature. Until the introduction of the ZR range - which was only ever sold in Japan, incidentally - greater emphasis had been placed on prestige and luxury.

Domestic sales to date had been much the same as those recorded in the final years of the S130 series. In 1984, the first full year of Z31 sales, 9966 units were sold in Japan, followed by 6603 in 1985. Even with the new ZR range, sales still fell, though, with only 5455 Z-cars finding new homes in 1986.

Fairlady ZX Standard body colours (home market)

1984 & 1985

002 White

210 Silver Metallic

267 Two-tone Silver Metallic

264 Two-tone Wine Metallic

266 Two-tone Blue Metallic

257 Two-tone Blueish-Black Metallic

013 Red (available late in 1984 MY)

1986

002 White

013 Red

210 Silver Metallic

266 Two-tone Blue Metallic

267 Two-tone Silver Metallic

257 Two-tone Blueish-Black Metallic

326 Crystal White (ZR only)

526 Super Red (ZR only)

553 Blue Metallic (ZR only)

500 Two-tone Black (ZR only)

Interior and dashboard of the 200ZR-I 2by2. Note the new, rounder markings on the gauges and trendy materials used for the seating.

The new President of Nissan, Yutaka Kume, who was previously in charge of research and development, introduced a different style of management. Under him, a series of new and interesting models appeared. At the same time, the Nissan Technical Centre initiated Programme 901, the aim of which was to make the company the leader in automotive technology by the year 1990. There was no doubt that Nissan was looking towards the future. Exports of the Fairlady series had reached 1,000,000 units during the year, but the fall of the yen against the dollar had also begun in earnest.

At the end of 1985, the Nissan Motor Co. Ltd had a workforce of over 60,500, producing around 1,865,000 cars annually, 55 per cent of which was for export. America still provided the best market, while the United Kingdom came a distant second, followed by Saudi Arabia and what was then West Germany. By now, of course, production in Nissan’s American factory was well under way.

Another car worthy of note at the Tokyo Show was the first Nissan MID-4 prototype. The company had displayed a small, mid-engined car ten years before, at the 1975 Tokyo Show (known as the AD-1, it had a 1.2 litre engine and handsome straight-edge styling). Thus, the mid-engine layout was nothing new to Nissan, but this latest offering was far more advanced than its predecessor.

Under the MID-4’s body (with styling reminiscent of European supercars) was a stunning array of advanced features. These included a 230bhp, three-litre V6 with four valves per cylinder, four-wheel drive and four-wheel steering. Obviously, performance had been a key factor in its design, but it was also surprisingly practical, according to those lucky enough to test it.

Having made its debut at the Frankfurt Show in September 1985, a number of contemporary reports suggested that the MID-4 was ready for production, with most giving the end of 1986 or beginning of 1987 as possible launch dates. Unfortunately, it was destined to remain a concept car. However, many of the hi-tech features were developed further, eventually finding their way on to production models.

A British base

Nissan established a manufacturing company in the UK in April 1984, with production starting in July 1986. The Nissan European Technology Centre was opened in Britain two years later. Ironically, with sales from older British companies on the decline, the Sunderland concern became a consistent winner of the Queen’s Award for Export.

In August 1985, the 300ZX Targa was priced at £14,700 (automatic transmission added £497 to the invoice), and the turbocharged model was listed at £17,396.

A 200ZR-II 2by2 with the panels removed from the T-bar roof. This car, finished in Crystal White (one of four new coachwork colours added for the ZR range), was priced at just over 3,000,000 yen on introduction.

The original MID-4 prototype, first displayed at the 1985 Frankfurt Show. For a while, it looked as if the car would definitely go into production, but, sadly, the project quietly faded away. A second version of the MID-4 was shown at the 1987 Tokyo Show, but this also failed to make it into the showrooms.

Minor changes

“Facelifted, heavier and not as lively as before” was the way the Sports & GT Cars 1986 yearbook described the latest version of the Z31 series. Flared wheelarches, side skirts and colour-coded bumpers with chin spoilers were features on all models; the distinctive bonnet scoop found on the turbocharged models was deleted at the same time.

In America, a closed coupé became available once again after the T-bar roof returned to the options list. Turbocharged cars came fitted with 7J x 16 wheels and Bridgestone 225/50 VR16 tyres, and a rear, high-mounted brake light was now mandatory for all US-spec machines. Inside, there was a new, four-spoke steering wheel, and the seats were lowered by 25mm (one inch). Mechanically, the four-speed automatic gearbox had been modified slightly, and the turbocharger now used a ceramic impeller to prolong service life. As for colours, Light Grey Metallic was replaced by Blue Metallic, but otherwise the range of paintwork options was carried over from the previous season.

The normally-aspirated engine produced 160bhp at 5200rpm, and 174lbft of torque at 4000rpm. This was enough to propel the 300ZX two-seater to 128mph (205kph), with 0-60 coming up in 9.1 seconds (the 0-100 dash was covered in 35.0 seconds). The turbocharged unit gave 200bhp at the same engine speed, and 227lbft at 3600rpm. This extra power and different gearing enabled the 300ZX Turbo to reach 133mph (213kph) and dismiss the 0-60 yardstick in 7.2 seconds (0-100 in 21.4), whilst still returning an average of 17mpg - only 1mpg less than the NA car.

In its summary, Sports & GT Cars said that it liked the smooth V6 engine, high-performance capabilities, extensive luxury features and good workmanship. However, it was less than impressed by the mediocre handling, busy interior and exterior design, turbo lag on the VG30ET engine, and lack of ABS.

Prices hardly moved, initially increasing by only $400 on each model; the Turbo was eventually listed at $20,599. Despite the commendably small price increases and comments like “... it’s very pleasant, very smooth, quite nice,” from such respected drivers as Phil Hill, 300ZX sales were a disappointing 52,936 units.

An advert for the American 300ZX Turbo, following the changes for the 1986 season, which were flared wheelarches, side skirts and colour-coded bumpers with chin spoilers across the board. Note the lack of an air intake on the bonnet of this turbocharged model, another update for the 1986 model year.