3

The Z31 facelift

The Z31 series received a comprehensive facelift for the 1987 season. MotorSport said: “Now comes a facelift giving the car a very different look. Gone are the angular bumpers and deep rear lights, to be replaced by a soft nose moulded in body colour and a slimmer lamp cluster set above a new smooth rear valance and bumper, while flared wheelarches sweep into a deeper sill moulding.”

Aerodynamics were said to be improved, even though the coefficient of drag was still quoted at Cd 0.30. It’s interesting to note that several magazines thought that the figures released at the time of the Z31 launch were surprisingly low. Whatever, there was a new integrated bumper, bonnet and front spoiler, the latter housing halogen auxiliary driving lights. The sills merged more subtly into the body, and there was a new rear bumper, while the taillights were far slimmer and now spanned the full width of the rear panel. To complete the facelift, there were new, 15-inch brushed alloy wheels, or charcoal-coloured 16-inch alloys for the Turbos.

The 300ZX (this is a German specification car) after a major facelift for the 1987 model year. The styling work, which made the car look far more modern, was carried out by Nissan Design International in the States.

This styling work was carried out by the small, but enthusiastic, staff at Nissan Design International in America, so the fact that a number of European magazines noted a further move towards American tastes was not too surprising. NDI also designed the 1987 Pulsar NX.

In addition, the Z31 was upgraded mechanically. A new turbocharger was fitted, but output was unchanged from that of the previous year; modified injectors on the fuel-injection system gave a smoother idle. The suspension was reworked, and the front springs, shock absorbers and bushes uprated, along with the anti-roll bar. The power steering pump was also modified to enhance feel and response, and there were larger brake calipers.

In the UK, the old-style 300ZX ranged from £16,200 to £18,995. In America, the updated two-seater was priced at $18,499, while the 300ZX Turbo (still available only as a two-seater and distinguished by its special wheels, rear spoiler, charcoal window mouldings and ‘Turbo’ graphics) was $2900 more at $21,399; the 300ZX 2+2 was listed at $20,649.

Options included automatic transmission ($650), the Electronic Equipment Package, which contained cruise control, power adjustment on the driver’s seat, an upgraded stereo, automatic climate control, and steering wheel-mounted controls for the cruise and stereo ($1400), and the Leather Package ($1150).

Surprisingly, there had been a weight loss - American-spec models were 45kg (99lb) lighter in normally-aspirated form, and 27kg (59lb) lighter in turbocharged guise. Nissan built a total of 1,803,924 vehicles during 1987, but sales of the ZX dropped to just 33,649 units in the States.

Incidentally, if the Leather and Electronics Packages were purchased together there was a saving of $150, but the leather trim caused problems for the company. Although over 80 per cent of each seat was finished in leather, one customer took Nissan to court, questioning whether leather-faced seats constituted full leather trim. The court ruling that they did not cost Nissan a small fortune in rebates for Californian 300ZX owners who had chosen this option.

American advertising from the 1987 season.

The 1987 model year in Japan

Jack Yamaguchi reported from Japan for Road & Track magazine: “There are two stages to the 300ZX’s stepped up development programme. One, body panels revised by San Diego-based Nissan Design International are part of the 300ZX’s 1987 model change. It’s nice work, but nothing really new.

“On the home market, though, there’s ... a new engine, a dohc four-valve version of the 3.0 litre V6. Further, this engine has variable induction and variable valve timing. Thus powered, the car is re-tagged the 300ZR and is supposed to be more of a sports car than the 300ZX; the latter Nissan purports to classify as GT here.”

Nissan described the October 1986 modifications as minor, but the 1987 model year cars were effectively new models. Their styling was smoother, featuring new bumpers at the front and rear, and although the 200ZR-I, 200ZR-II and 300ZX continued, the Z, ZS and ZG grades were dropped.

The VG30DE engine.

In Japan, the range was rationalized somewhat for 1987, although a new 300ZR model joined the line-up at the same time. The modified taillights and rear bumpers are clearly visible on this 300ZX two-seater.

The 200ZR model retained its large air intake on the bonnet (different to that of the old turbocharged three-litre cars), but otherwise received the same styling changes as the rest of the range. This is the two-seater version of the 200ZR-II.

A Japanese-spec 300ZX 2by2 for the 1987 model year. All markets received the new alloy wheel design shown here.

There was, however, a 300ZR powered by the normally-aspirated, twin-cam, 24v VG30DE engine. This latest V6 power unit developed 190bhp, which was only 5bhp down on the new rating for the turbocharged engine, but it couldn’t match the latter in maximum torque output. In fact, the VG30ET was still 47lbft up on the new unit, despite the recent drop in power, and was also nearly 30kg (66lb) lighter. However, as Yamaguchi noted: “The twin-cam engine delivers a rare combination of a fat torque curve low in the rev-range and a willingness to wind instantly to the 7000rpm limit.” The RB20DET continued unchanged in the two-litre Fairlady variants.

There were now eight models for the Japanese market, namely two-seater and 2by2 versions of the 200ZR-I, 200ZR-II, 300ZR and 300ZX (all except the 200ZR-I had T-bar roof bodies). Basic prices ranged from 2,511,000 yen for the two-seater 200ZR-I to 3,746,000 yen for the 300ZX 2by2, although automatic transmission on the 300ZR took the sticker price for that model as high as 3,821,000 yen.

The Road & Track article continued: “Definitely welcome is a new transmission, a robust 5-speed made by Nissan replacing the old Borg-Warner unit. [The] synchromesh action was stronger, shifting generally smoother. The American turbo 300ZX will have this five-speed gearbox, but not the Japanese turbo ZX.”

The Japanese catalogue from October 1986.

A five-speed manual gearbox came as standard on all but the 300ZX, which was available with automatic transmission only. The automatic was an option for the 300ZR and 2by2 version of the 200ZR-II. Final drive ratios varied depending on the model: cars powered by the VG30ET engine had a 3.545:1 ratio, while 4.111:1 was specified with the VG30DE unit. Manual two-litre cars had a 4.375:1 back axle, but the automatic 200ZR-II 2by2 had a unique 4.625:1 ratio. All models featured power-assisted, rack-and-pinion steering and 215/60 HR15 tyres. Pearl-type paint was listed for the first time.

All cars on the home market became heavier and slightly longer after the styling update. Weight had increased by between 10kg/22lb and 95kg/209lb, depending on the model, the 300ZX suffering most. The latter also had the option of leather-trimmed seats with power adjustment, which not only raised the price, but also added a hefty 10kg (22lb) to the kerb weight of the vehicle. With power dropping at the same time, this was not an ideal situation.

The interior of a UK-spec 300ZX. The leather trim was an expensive - but very worthwhile - option, transforming the ambience of the cabin.

The facelifted car went on sale in the UK in July 1987. The normally-aspirated model is on the left (European specification rear light clusters included foglights), while the 300ZX Turbo is on the right. The latter was equipped with a rear spoiler and charcoal-coloured alloy wheels (instead of bright silver items). ABS brakes were an option on the Turbo.

Fascia of the British 300ZX, the insets showing the standard five-speed manual transmission and cruise control. The automatic gearbox was available on the normally-aspirated car only in the UK.

Views in the UK

The updated ZX went on sale in the UK on 1 July 1987. Autocar tested the facelifted model in 300ZX Turbo Targa form two months later. Apart from the obvious styling changes, the British magazine found that “... the newcomer shows a slight advantage over its predecessor all the way through the gears on a standing start run, and achieved a 143mph mean maximum speed compared with the previous car’s 137mph.”

However, the report did highlight a number of faults: “Apart from driveline shunt, mechanical refinement is also hampered by excessive transmission whine which is especially noticeable at low speeds, and more so if the windows are open ... There is a fair amount of tyre rumble, but conversation in normal tones is always possible - that is unless the Targa roof panels are removed, and then the situation worsens dramatically with severe wind noise and buffeting at over 55mph. These panels really are a waste of time since you can only endure the whistling around your ears for a short period before giving up and refitting them.”

Despite claims that suspension work had improved the ride, the testers found this to be one of the car’s weakest points, although they did praise performance and handling. The Nissan press release claimed that the steering had also been modified “... to provide greater feel and response,” but the magazine described the steering as “feel-less.”

Notwithstanding, in its summary, the article stated: “Perhaps now the 300ZX Targa Turbo is re-emerging as a more convincing and desirable sports coupé compromise - it’s the best attempt to date.”

The 5-speed car covered 0-60 in 7.0 seconds and 0-100 in 19.3. However, pricing reared its ugly head again as the list price was £20,875. Metallic paint added a further £117, whilst ABS braking (solely for the Turbo) was a hefty £926 extra. Automatic transmission (priced at £525) was available on the normally-aspirated car only, which, at this time cost £17,799.

American models for 1988

Cosmetically, the Turbo was now equipped with bright silver wheels instead of the charcoal-coloured ones used previously. However, the most interesting news was a gain of 5bhp for both the turbocharged and normally-aspirated engines (peak torque remained unchanged). The compression ratio had been raised to 8.3:1 on the Turbo, and a new ‘High Flow’ turbocharger fitted to give better mid-range performance.

Press picture of the revised 300ZX Turbo for the UK market.

American advertising from late 1988, showing the 300ZX Turbo and its racing counterpart from the Electramotive stable. Despite the undoubted success of the GTP ZX Turbo on the tracks, sales of the road car continued to fall.

But power isn’t everything. Sports & GT Cars 1988 said of the handling: “All the right chassis pieces are in place, yet they perform better on paper than in the real world. Despite the independent suspension - struts in front, semi-trailing arms in the rear - and the 225/50 VR16 Goodyear tyres, the ZX is happier when kept away from challenging roads. Under pressure, the chassis is indecisive and slow to respond, taking too much of the driver’s attention away from the road ahead.”

In a bid to silence the critics, Nissan released a special model called the 300ZX Limited Edition (or 300ZX Turbo LE). The governor was disconnected, and it was equipped with shorter road springs and a ‘European’ front air dam. Motor Trend clocked one at 153mph (245kph), declaring it to be the fastest Japanese car in America. It was priced at just $1000 more than the standard two-seater Turbo, with digital instruments available as a $675 option.

Sadly, this attempt at raising the profile of the ZX did little to boost sales, which fell to a worrying 19,357 cars for the year (around 20 per cent of which were turbocharged models). The constant devaluation of the yen (the exchange rate was now around 120 yen to the dollar) did not help, and pushed prices to unprecedented levels. The 300ZX two-seater was listed at $21,699 ($1150 less than the 2+2), and the 300ZX Turbo was a mighty $24,099.

The range of colours available in the States was carried over from the previous season, and comprised Super White, Champagne Pearl, Cabernet Pearl, Aztec Red, Flare Red Pearl and Thunder Black. In addition to these five ‘solid’ paint options, there were four metallic shades: Platinum Mist, Bright Blue, Dark Grey and Solar Blue.

News from the Land of the Rising Sun

At the 1987 Tokyo Show, Nissan displayed a superb range of concept cars, including the elegant ARC-X and the second version of the MID-4, the latter powered by a mid-mounted, twin-turbo, three-litre V6, again featuring four-wheel drive and four-wheel steering. With hand-shaped aluminium panels over a steel monocoque, the lines were exotic, but obviously contemporary rather than futuristic.

In fact, Nissan built three cars, all slightly larger than the original MID-4, and all powered by the 330bhp VG30DETT engine. Many of the features found on these models, including the ingenious multi-link suspension, eventually went into production, and gave a good indication of Nissan’s future plans.

The British magazine, Car, carried an article on the 1400kg (3080lb) MID-4. Its writer declared that the car was “improved but flawed,” although it had “the potential to be a great sports car.” Top speed was quoted as 168mph (269kph), with 0-60 coming up in just 5.0 seconds.

A two-seater 300ZR with the optional low-profile Bridgestone Potenza tyres and a limited-slip differential. This package was offered on the home market for the three-litre cars from June 1988.

Sadly, despite all the hard work by Nissan and its Autech subsidiary, just as with the original MID-4, the new version would never reach production status. However, Nissan did announce that the ATTESA four-wheel drive, four-wheel steer system (complete with ABS and traction control) would be used on production cars in the near future.

As for the ZX, in June 1988, a viscous limited-slip differential (LSD) and 7J x 16 alloys shod with 225/50 VR16 Potenza tyres could be specified on the three-litre cars as an optional package. Other options for the entire Fairlady Z range included colourful seat covers, cut-pile floor overmats, a rear blind, a ski rack (for T-bar roof models only), various logos and coachlines for the car sides, door edge protectors, rear spoilers, and mudguards.

Inside, ZX cloth seat trim was of a higher quality than that of the ZR grades, albeit of a similar design; the cheaper 200ZR-I models had vinyl-trimmed door panels, whereas the remaining cars in the range employed the same material as that used on the seats. The list prices in mid-1988 were as the accompanying table, right. Home sales had been declining steadily ever since 1984. 1987 was the worst season to date, with just over 4000 units sold on the home market. With just 3077 domestic sales recorded in 1988, it was obvious that the Z31 had gone out of fashion; Japanese buyers wanted something new.

1988 list prices

Grade: 200ZR-I

Body: 2-str

Transmission: manual

Price: 2,511,000 yen

Grade: 200ZR-II

Body: 2-str

Transmission: manual

Price: 2,992,000 yen

Grade: 200ZR-I

Body: 2by2

Transmission: manual

Price: 2,602,000 yen

Grade: 200ZR-II

Body: 2by2

Transmission: manual

Price: 3,073,000 yen

Grade: 200ZR-II

Body: 2by2

Transmission: automatic

Price: 3,198,000 yen

Grade: 300ZR

Body: 2-str

Transmission: manual

Price: 3,651,000 yen

Grade: 300ZR

Body: 2-str

Transmission: automatic

Price: 3,785,000 yen

Grade: 300ZX

Body: 2-str

Transmission: automatic

Price: 3,760,000 yen

Grade: 300ZR

Body: 2by2

Transmission: manual

Price: 3,722,000 yen

Grade: 300ZR

Body: 2by2

Transmission: automatic

Price: 3,856,000 yen

Grade: 300ZX

Body: 2by2

Transmission: automatic

Price: 3,831,000 yen

Fairlady Z

Standard body colours (home market)

1987

326: Crystal White

673: Silver Metallic

505: Black

526: Super Red

726: Red Pearl

656: Light Gold Pearl

426: Light Blue Metallic

1988 & 1989

326: Crystal White

673: Silver Metallic

732: Black Pearl Metallic

AG2: Super Red

AH3: Red Pearl

656: Light Gold Pearl

426: Light Blue Metallic

The 2by2 version of the 300ZR from the summer of 1988. When compared to the two-seater, it’s clear the stylists did an excellent job in making the two-seater and 2+2 variants as similar as possible. Yoshihiko Matsuo thought it odd that chrome trim was used on the 2by2, but perhaps it was to add a touch of luxury? The 2by2 model also had door mirrors in body colour instead of black.

The final years of the British ZX

In its January 1988 issue, MotorSport subjected the turbocharged 300ZX to a full road test. Despite the boost coming in at around 3500rpm, it was noted that there was still plenty of useful power between 2000 and 4000rpm, thanks to the relatively large engine capacity: “Engine output remains the same at 228bhp, a huge jump of nearly 60 horsepower over the 2960cc V6 in unboosted form, but its character lies in the lazy, irresistible way the thrust gathers force. Satin smooth in response, the big V6 is fairly hushed in action; it sounds powerful but muted from within, although there is a lovely throb from the exhaust when the car is idling.”

The tester, Gordon Cruikshank, wasn’t as happy with the gearchange, however, describing it as “heavy, notchy and slow.” He also thought the five-speed car was somewhat overgeared, although, in all fairness, others have stated that the ratios were “well-chosen.” It was also noted that the lighting was not up to the performance of the vehicle.

British weather added its fair share of problems, too. Although the Targa arrangement maintained the rigidity of the body, and the roof seals themselves were good, Cruikshank found that if the roof was wet and he opened the window, water poured from the screen rail seal onto his leg! The rear side windows also had a tendency to mist badly in wet weather.

The magazine recorded a top speed of 140mph (224kph) and a 0-60 time of 7.1 seconds; average fuel consumption was put at 17.8mpg. In early 1988, the price of the 300ZX Targa Turbo was £21,095, but this rose to £21,945 by the time the new registration number prefix was issued in August. The 170bhp normally-aspirated car was listed at £18,349 that summer.

A couple of months later, Nissan occupied stand 315 at the Birmingham Motor Show. About the turbocharged model, the company’s brochure stated: “Stunning good looks and 145mph plus performance come as standard with the ultimate Nissan sports car.”

Standard colours in the UK included White, Black, Red, Grey Metallic, Dark Red Metallic and Dark Blue Metallic. Despite the fact that half the colour schemes were metallic, they were still classed as cost options. All except the black and blue shades came with black upholstery; black cars were trimmed with brown moquette fabric, while blue models came with contrasting blue trim.

A 300ZX Turbo featured in some of Britain’s publicity material issued for the 1988 season.

The new Silvia

In May 1988, the fifth generation Silvia made its debut in Japan, available in both coupé and convertible guise and with a choice of NA or turbocharged 1.8 litre engines. It was introduced to the American market in September that year as a coupé and an attractive fastback. Powered by a four-cylinder 2389cc unit producing 140bhp, the 240SX was an immediate hit, and probably the true spiritual successor to the 240Z.

The 180SX was launched in March 1989 and was the fastback version for the Japanese market. In the meantime, Europe had been allocated the 200SX 2+2 fastback, which made its debut at the Paris Show in October 1988.

The British-spec car had the turbocharged engine rated at 173bhp, enough to propel the vehicle to around 140mph (224kph), whilst the 0-60 time of the five-speed manual version was just over seven seconds. The 200SX was more than 200kg (440lb) lighter than the 300ZX and, according to the catalogue for the 1988 Motor Show held at the NEC, offered “... an incomparable blend of power and beauty …”

However, apart from the 200SX and 300ZX, the remainder of the range offered in Europe was, to say the least, not very inspiring. The Silvia and its variants were highly-respected, though, and few were surprised when it received the Japanese ‘Car of the Year’ award.

End of the Z31

As Road & Track noted in its buyer’s guide, there was little change to the 1989 ZX, as the model was nearing the end of its useful life. Two new, pearlescent colours became available, and there were some minor trim changes, but, essentially, the American-spec car remained the same. For 1989, prices started at $22,299.

In October 1988, Automobile said the turbocharged engine’s power was “seamless” and “free from turbo lag.” However, the testers were far from impressed with the car’s handling - the 300ZX was quickly being left behind by the competition in certain departments.

After noting that the second generation model had been sold for only five years, in 1983, Road & Track had pondered: “We wonder how long this conservatively updated third generation ZX car will last in an ever more competitive market?” As 1989 rolled around, the magazine soon had its answer. In April that year, sales - which had been in the region of 1300 units a month - leapt to 3500 a month when the new car became available.

The third generation Z probably had as many supporters as critics, although the critics’ comments tended to be venomous, especially after the car had been discontinued. The problem is that the 300ZX is invariably compared to the 240Z, a car usually viewed through rose-tinted glasses by the majority of journalists. The Z-car did need a revamp, however: times had changed again and, under President Kume, so had Nissan. The fourth generation Fairlady Z was to be symbolic of that change.

The fifth generation Silvia, seen here in UK specification 200SX form and dating from early 1992. By this time, a new 300ZX had hit the showrooms.