4

The fourth generation

The designers of the fourth generation Z-car, the Z32, started with a clean sheet of paper and one guiding word - performance. Work began in autumn 1984 on what was known within Nissan as Project UZ. Yasuharu Nanba was involved in the car’s development at an early stage, taking the role of Project Leader in 1984, before returning to the motorsport side of the Nissan business. Nanba’s place at the helm was then taken by Katsuo Yamada of the Product Planning & Marketing Group No.4 at the Nissan Technical Centre.

In 1985, the Nissan Technical Centre design team was finalized and included Yoshio Maezawa (Design Producer), Isao Sono (Chief Designer, who had worked on the Z31 and also penned the Bluebird 910), Toshio Yamashita (exterior), Takashi Nakajima (exterior), Hideo Iijima (interior), Kazuo Sugishima (interior), and Tomoko Kitada (interior). Sono, Yamashita and Nakajima did a lot of their early work in America, travelling around the country in search of inspiration. Unlike the work carried out on the previous Z-cars, it was interesting that most of the early design effort took the form of sketches, in the traditional fashion, and very few proposals were taken as far as quarter-scale models; in fact, only 11 were produced.

A convertible was not considered at this stage, but one two-seater depicted a mid-engined vehicle. This was later rejected, mainly on the grounds of additional development cost; a 2+2 was still important and, therefore, the cars had to be similar (a mid-mounted engine would have created many problems with seating arrangements; an MR layout would have limited the vehicle to two seats). The mid-engined car’s styling was remarkably similar to that of the JZA80 Toyota Supra, incidentally.

An interesting early design sketch by Toshio Yamashita for the fourth generation Z-car, showing a distinct Chevrolet Corvette influence. Note the flying buttresses at the rear, and the small amount of overhang at both ends.

Another design sketch with a number of features worthy of note: the side window lines, the front-end styling that was adopted more or less unchanged, and the tail that harks back to the first MID-4 prototype.

Only 11 quarter-scale clays were produced and, of these, just three were made into full-size models. This is the Type E, credited to Takashi Nakajima, giving a clue to the front-end styling of the R32 Skyline.

The Type C, submitted by Nissan Design International in the States.

Another interesting quarter-scale clay had an R32 Skyline-style front end, a T-bar roof and a very modern high tail, with full-width rear lights that were almost two-thirds the height of the vehicle. Eventually, this was built as a full-size model and christened the Type E; its design was credited to Nakajima.

Also made as a full-size model was the Type C, put forward by Tom Semple’s team at NDI in America. It was reminiscent of a cross between a Ford Probe and the Renault-Alpine A310.

The early Type F prototype (the third and final proposal to be built full-size) was designed by Sono and Yamashita. A major styling feature was a smoked panel between the steeply angled headlights. However, the designers were ready with a retractable headlight arrangement in case the originals failed to meet American regulations. The Type F was virtually the same as the model that went into production, although the rear quarters and lighting arrangements were changed slightly.

Sono said that the design needed to be bold, but added: “We wanted to keep the body sides simple, by emphasizing the surface, and be able to show the horizontal reflection of the car in the best possible way.”

It’s interesting to note that, in terms of importance, styling came before aerodynamic efficiency, though a few final details were refined using the initial results of wind tunnel testing. The low bonnet and front bumper shape combined to give a low Cd figure, reducing lift at the same time. The rake of the front screen was optimized to reduce drag, as was the profile of the door-mounted mirrors. The shape of the rear tailgate and spoiler also reduced both the coefficient of drag and lift: the final Cd figure was 0.32, which once again called into question the quoted Cd of the previous generation.

In addition to the work carried out by the main design team at NTC, several proposals were submitted by Nissan Design International and Nissan Shatai. As ever with these projects, they were compared with potential rivals: the Chevrolet Corvette, Porsche 944 and Mazda RX-7 were among those gathered.

A British press release for the new car noted: “Although bearing the same name as its predecessor, the fourth generation Z-car has completely new styling. It retains a traditional sports car silhouette with a long bonnet, low nose and a high rear deck, but the 300ZX has an ultra-modern forward-cabin design, which creates a more purposeful stance. Aggressively curved C-pillars add to this bold styling statement.”

The styling may have been advanced, but so, too, was the mechanical specification. Roger Bell, writing for Supercar Classics in April 1990, said that, under Nissan’s new engineering-first regime, the team “... was given free rein to evolve the machine [they] wanted, not what the bean counters or top-floor management dictated. It is a brilliant creation.”

Of the three full-size models, the striking Type F (by Sono and Yamashita) was chosen as the design to pursue. In fact, only very subtle changes were made before it went into production.

The team at Nissan Shatai working on the Z32 clay.

The Z32 in detail

The man given the job of putting the car into production was Yasuhiro Michimura of the Design Division at Nissan Shatai, where all the previous Z-cars had been built. Based in Hiratsuka City near Yokohama, Nissan Shatai is actually a powerful company in its own right, only partly owned by Nissan.

Most of the bodyshell was made from zinc-coated galvanized steel. Aluminium was used for the bonnet, bumper armatures and catalytic converter shields, while various plastics were employed for the cowl panel (between the windscreen and bonnet), the finishing panel between the headlights, the bumpers themselves, wheelarch liners, fuel filler lid, and spoiler.

Nissan Shatai produced all the pressings, including the aluminium bonnet, and moulded all of the main plastic items, too. The roof, floor, bulkheads and side panels were welded automatically in a single jig, but seam welding in the key stress areas was still done by hand. There’s no test track at Hiratsuka, so cars were tested on a rolling road; those destined for European markets were given an extra 50-minute cycle on the dynamometer, including a spell at full throttle.

Main body assembly line at Nissan Shatai’s Shonan plant. With the frame in a jig, robotics ensured accurate spot welding. However, in key areas of the bodyshell, some of the seam welding was still done by hand.

After being painted, the body was trimmed inside and out. The unique headlights caused problems for Nissan’s suppliers, pushing current technology to the limits.

Once the vehicle had been trimmed, the engine, transmission, wheels, and so on, were mounted to the body from below.

After passing through the vehicle assembly line, the completed cars were thoroughly inspected for water leaks, exhaust emission levels, performance, braking, etc. Once all the tests had been carried out and any faults rectified, the cars were ready for delivery.

Designed with the aid of a Cray supercomputer, the integral body/chassis assembly was made more rigid than before to ensure the efficient operation of the sophisticated suspension system. Compared to the old 300ZX, there was a 35 per cent improvement in bending rigidity, and 20 per cent better torsional rigidity. The car with the T-bar roof was actually stronger than the previous closed coupé, all for a mere 25kg (55lb) gain in weight.

During development, it had been hoped that the VQ30 engine could be used, but this was found to be too tight a fit. The VH45 V8 from the Infiniti was also considered and rejected. Instead, the existing VG unit was developed further. Since that engine was the most admired feature of the Z31 series, no-one seemed to think that this was a bad move; to most it was the natural solution.

At the time of the launch, journalist Jack Yamaguchi commented: “The 300ZX blows away the troubles [business direction goals] Nissan has had since the introduction of the 240Z. This time they are using the capacity of the V6 to the fullest extent.”

Based on the old cast-iron block, which had been stiffened and made lighter by around 2kg (4.5lb), the 2960cc VG unit (87 x 83mm bore and stroke) featured state-of-the-art engineering - the latest normally-aspirated version actually produced more power than the old turbocharged lump used in the Z31! It had a redesigned forged crankshaft, and new pistons and con-rods (the latter’s bearings made of Kelmet, a material usually reserved for racing engines). In addition, a new sump was designed to stop oil surge.

Each alloy cylinder head had two camshafts, operating four valves per cylinder in a pentroof arrangement; the single sparkplug was situated in the centre for more efficient combustion. Variable valve timing (NVCS - Nissan Valve Timing Control System), previously used on the Cedric and Leopard saloons, operated on the inlet camshaft at low engine speed to aid drivability whilst reducing fuel consumption and exhaust emissions. Self-adjusting hydraulic tappets were retained.

Each cylinder bank had its own intake and exhaust system, including its own turbocharger and intercooler on the boosted engine. Cross-ram inlet manifolds fed the opposite bank of cylinders, and there was a miniature coil for each sparkplug, controlled by the ECCS (Electronic Concentrated Control System); this removed the need for a distributor (Nissan called this arrangement NDIS - Nissan Direct Ignition System).

The VG30DETT engine, first seen on the second MID-4 prototype, was the turbocharged version of the three-litre V6 power unit used in the Z32 series. A change in Japanese tax laws removed any real advantage in offering a two-litre engine.

The turbocharged engine (designated VG30DETT) had additional small catalytic converters in the exhaust downpipes to speed up the catalytic action from a cold start, and cast-iron exhaust manifolds were used instead of the stainless steel items found on the normally-aspirated VG30DE engine. It also featured an oil cooler and Inconel exhaust valves to cope with the additional heat, whilst two small Garrett turbochargers, in place of one large one, improved throttle response.

A thinner radiator and cooling fan had to be designed because of the compact engine bay and, for the first time, a three-way regulated catalytic converter was fitted as standard for all markets in a bid to reduce exhaust emissions. Therefore, premium unleaded fuel had to be used. The fuel tank held 72 litres (15.8 Imperial gallons), and was located behind the rear axle line on the 2+2 model, instead of ahead of it (as on the two-seater), explaining the different fuel filler lid location on the two cars.

Power was transmitted to the rear wheels through either a five-speed manual or four-speed, electronically-controlled automatic gearbox. On the manual version (type R30A), the gearlever was no longer connected directly to the bellhousing, but attached by a support rod instead. This ensured that the lever was vertical and also shortened its throw; double-cone synchros on second and third helped reduce shifting effort. Turbocharged models had an uprated gearbox and a stronger clutch, prompting Nissan to provide vacuum assistance on the clutch pedal. These cars also came with larger universal joints on the driveshafts.

The RE4R automatic gearbox employed an electronic programme, known as DUET, which told the ECCS when a gearchange was about to happen. In response, the ECCS retarded the ignition in order to reduce torque and give a smoother change.

With both types of transmission came a viscous-coupled, limited-slip differential for all cars to ensure good traction in all conditions. Four-wheel drive had been considered, but was quickly rejected because of added weight and styling considerations.

A cutaway drawing of the 300ZX (in turbocharged 2+2 form), showing all the main components and their location.

Multi-link independent suspension was employed all-round, together with a very advanced four-wheel steering system known as Super HICAS. The advantage of the multi-link arrangement was that it kept the tyres at the correct angle to the road at all times, regardless of whether the car was cornering, accelerating or braking.

The suspension design work was executed on the Cray computers at the Nissan Technical Centre under the direction of Yuichi Sanada. A Suspension Test Bed (STB) vehicle was used to appraise the various designs in real-life situations. Development of the multi-link set-up - first seen on the original MID-4 in 1985 before it was further enhanced for the 1987 MID-4 and ARC-X concept cars - involved no fewer than 600 engineers, 500 prototypes and 6,000,000 miles (10,000,000km) of testing. Its production debut came with the fifth generation Silvia.

The Super HICAS steering system calculated the rear steering angles and phases not only mechanically from the angles of the front wheels, but also by using sensors and a micro-computer to analyse driver input and vehicle speed. This produced a far more sophisticated response. On entering a corner it turned the rear wheels in the opposite direction to those at the front, and then in the same direction to ensure precise handling and roadholding. The rack-and-pinion steering had variable assistance, depending on road speed.

The braking system had been developed using racing car principles. Large, ventilated discs were fitted on all four corners, with four-piston calipers up front (the stylized calipers were originally made of aluminium to reduce weight, but were later changed to steel for added strength). The alloy wheels were designed to aid brake cooling, and an electronic anti-lock braking system (ABS) was fitted as standard for all markets.

From the very start, the cockpit had been designed to give the driver a feeling of oneness with the car. It featured a sweeping fascia that contained all the necessary instruments. A satellite pod on each side of the analogue dashboard held all the major controls except the indicators and electric window switches.

When the seating was being developed, the designer was actually strapped into an old seat and taken out onto a race track; consequently, the front seats were substantially better than those in the previous generation ZX, and most testers agreed that they were well-shaped and supportive.

In the 2+2, the two rear seats were deeply sculpted to give more headroom, and also folded to increase luggage space. The T-bar roof panels could be stored in the vinyl cover provided in the boot, which was attributed with 0.33 cubic metres (11.5 cubic feet) of luggage space in the 2+2 with the rear seats in place. Storage for small items was provided by a lockable glovebox, the centre console and a fascia cubby.

The new ZX was subjected to an extensive overseas test programme to ensure that it was suitable for all intended markets. A group of testers had been sent to the Nürburgring to gain experience of other machines on the tough circuit in order to be able to make accurate comparisons. They also used Laguna Seca and Willow Springs in California, as well as covering a huge number of road miles in Europe and the USA.

Much of the component and chassis testing was carried out on prototypes fitted with the old Z31 bodywork. The UZ test programme, headed by Moto Yanagawa, took three years, 190 prototypes, and no fewer than 1,250,000 miles (2,000,000km) to complete.

Summing up the project, Katsuo Yamada said: “The 300ZX is the materialization of excitement. The excitement of sight, the excitement of touch, the excitement of driving.” Yamada actually bought a 300ZX of his own ...

America was the first market to receive the Z32 300ZX, and the two-seater, normally-aspirated model (pictured here in San Francisco) was the first to arrive. Two months later, the 2+2 went on sale, followed by the turbocharged two-seater. 11 coachwork colours were offered, including Pearl White, Pearl Blue and Pearl Yellow (options at $350 each).

An American launch

As early as January 1988, Road & Track was predicting that a replacement for the Z31 would arrive in 1989. Under the Nissan/Infiniti Z-842 code number, the magazine expected it to feature a four-litre V8 and four-wheel steering. Well, the V8 didn’t appear, but apart from that the prediction was pretty accurate.

The Americans were the first to see the new Z, which was displayed at the Chicago Auto Show in February 1989. Some of the initial drama surrounding the stunning car was negated by Honda launching the NSX at the same time, and Mazda introducing the MX-5 Miata.

Covering the Chicago event Road & Track noted: “Nissan officials project that the compact new Z ... will sell at 2000-2500 cars per month, until production meets capacity. From there on, sales will be kept at about 3000 per month, purposely just below demand.” Time would tell ...

The normally-aspirated two-seater went on sale on April 24 1989 (as an early 1990 MY vehicle), priced at $27,300. In June, the 2+2 arrived at $28,500, and in September, for the 1990 model year proper, the Turbo made its debut at $33,000. By this time, the other two cars in the 300ZX line-up had both risen in price by $600.

The NA three-litre V6 gave 222bhp at 6400rpm, and 198lbft of torque at 4800rpm (the compression ratio was 10.5:1 on this unit). The turbocharged engine had an 8.5:1 compression ratio, and delivered 300bhp at 6400rpm (or 280bhp if automatic transmission was specified, due to different camshafts and fuel-injection mapping) and 283lbft of torque at 3600rpm.

The turbocharged power unit was available in the two-seater body only, and had Touring or Sport settings on the shock absorbers and “... notably sharper response, thanks to quicker steering [the US Turbo’s steering required 2.5 turns lock-to-lock, whereas all other models needed 2.7 turns] and Super HICAS” four-wheel steering. Turbos had intercooler inlets on a significantly lower front spoiler, and a ducktail rear spoiler, both of which made useful identifying features. Also, a different fabric was used on the Turbo interior, and a boost gauge was inset in the 160mph speedo, although this arrangement was discontinued after 1994.

The glass T-top came as standard for 1990, as did alloy wheels. 225/50 VR16 tyres mounted on 7.5J x 16 alloys were the norm, but the Turbo had ZR-rated tyres of a similar size at the front, and 245/45 ZR16 rubber on 8.5J rims at the rear.

Automatic transmission was an $800 option, while the Electronics Package (with Bose stereo, automatic temperature control, power driver’s seat, heated door mirrors and illuminated entry with delay) came at $900. The Leather Package (which required the purchase of the Electronics Package) included leather trim, bronze-tinted glass and a luggage cover for $1000. The Bose sound system for the 300ZX GS was listed at $700. The only extras available on the Turbo were automatic climate control, power adjustment for the driver’s seat, leather trim and automatic transmission.

In a mid-1989 issue, Road & Track opened an article on the new Nissan with the following statement: “Prediction: the all-new Nissan 300ZX will set standards for sports cars in the $25,000 to $30,000 price range that will have every other maker of sporting equipment scrambling triple time to catch up. In every conceivable area of importance to an enthusiast - handling, ride, steering, braking, styling, structure, ergonomics, engine, transmission, you name it - it is better than or, at worst, the equal of, every other sports car on the road today.”

Against the clock, the normally-aspirated, five-speed, two-seater (with a 4.083:1 final drive) gave a 0-60 time of 7.1 seconds, and covered the standing-quarter in 15.5 seconds (at 90.5mph/144.8kph). Carried out by Road & Track in May 1989, the test recorded a top speed of 148mph (237kph). Car & Driver achieved a slightly lower top speed, but managed to cut the 0-60 and standing-quarter times to 6.7 and 15.0 seconds respectively. In its roadholding test, the latter magazine’s staff managed to pull 0.86g on the skidpan; overall the car returned an average of 20.4mpg.

In February 1990, Car & Driver tested a two-seater Turbo with 3.692:1 final drive, and quoted a top speed of 155mph (248kph) - the car was governed not to exceed this speed. An earlier test by the same magazine gave a maximum of 153mph (245kph), but a 0-60 time of only 5.5 seconds, with 0-100 coming up in 14.6. The standing-quarter was covered in 14.1 seconds, whilst 0.88g was recorded in the roadholding test. An average of 18.0mpg was returned.

Journalists soon ran out of superlatives to describe the car: the aim of Nissan executives to build the world’s number one sports car was close to being realised. Writing for Motor Trend, Jim Miller stated: “This latest iteration puts Nissan back into the fore in world-class sports cars.” Road & Track noted: “Five years ago, if you said the 300ZX was among the world’s best-handling cars, you’d have been met with polite laughter. Say it now and you’re simply stating a fact.”

Despite opposition from the Mazda Miata (MX-5), the new Mercedes SL, the Lexus LS400 and Infiniti Q45, the 300ZX was voted ‘1990 Import Car of the Year’ by Motor Trend. In addition, Automobile bestowed its ‘1990 Design of the Year’ award on the car, and immediately added the new Nissan to its ‘All Stars’ listing.

One of the few things to be criticized was the seatbelt arrangement. Road & Track said: “We don’t like the passive safety belts. Worse, they add an awkward design element. When the doors are open and the window is down, an ugly B-post protrudes from the rear of each door. It’s there for structural considerations - those darn passive belts ...”

Sales for 1990 totalled 22,183 units, around a quarter of which were turbocharged. At the time, the exchange rate was roughly 160 yen to the dollar, but the Japanese currency was beginning to strengthen, which would affect future pricing policy.

The turbocharged two-seater for the US market. Note the air intake on the deeper chin spoiler and the rear deck spoiler. Also notice the front indicator arrangement on the American cars, and the mandatory reflector on the rear flank. Cars for Japan had a ‘Z’ badge on the panel between the headlights, whilst European models had a ‘Nissan’ badge. US cars had neither initially (only Nissan script on the bumper), due to pressure from the press. However, for the 1991 season, they did adopt the same badge as the European models.

A more conventional view of the 300ZX Turbo, the most advanced Z-car to date. Weight distribution for the complete car was found to be 55 per cent front/45 per cent rear for the two-seater, and 53 per cent front/47 per cent rear on the 2+2 model.

A new Fairlady Z

The fourth generation Fairlady Z was launched in Japan on 10 July 1989. Later that year, the Z32 series went on display at the 28th Tokyo Show (held between 26 October and 6 November, and the first to be staged at its current location of Makuhari Messe). It had already received a ‘Good Design Award’ in its native land for the two-seater 300ZX Twin-Turbo T-bar roof model.

The new range boasted six basic 300ZX grades: a normally-aspirated two-seater with coupé or T-bar roof bodywork, Twin-Turbo two-seaters with the same body options, and a pair of 2by2s (both with a T-bar roof, but powered by either the VG30DE or turbocharged VG30DETT engine). There was no longer a significant tax advantage for cars of two-litres or less, so only three-litre models were offered to standardize the range with export models.

The VG30DE had first appeared in the old 300ZR in October 1986, but now it produced a healthy 230bhp instead of the original 190. The VG30DETT was the twin-turbo version of the same V6 engine. It developed no less than 280bhp, along with 286lbft of torque. Equipped with two intercoolers, the turbocharged power unit was more than enough to give the new 300ZX supercar the performance to match its aggressive styling.

Suspension was via the standard multi-link arrangement at both ends, and the newly-developed Super HICAS four-wheel steering aided fast cornering. NA cars could be specified without this 4WS system (saving around 20kg/44lb), but it was standard on the turbocharged models.

Five-speed manual or electronically-controlled four-speed automatic transmission could be specified on all six models. A final drive ratio of 4.083:1 was listed for the normally-aspirated cars, and 3.692:1 for the turbocharged variants. Automatic transmission altered the chassis designation in the same manner as before: an A suffix followed the J after the Z32 type number. Thus, RZ32JH became RZ32JAH, and so on.

In Japan, there were six basic models - normally-aspirated and turbocharged two-seaters with or without the T-bar roof, and 2by2 T-bar roof models with the two engine options. This car is a turbocharged two-seater with closed coupé bodywork.

Dashboard and interior of the two-seater 300ZX Twin-Turbo, this one with manual transmission.

All of the Z32 range came fitted with 225/50 VR16 tyres (at both front and rear in Japan), mounted on attractive, five-spoke alloy wheels. An electrically-adjustable driver’s seat was also standard.

Reviewing the new car for Car Styling at a gathering in Hakone, Yoshihiko Matsuo declared himself happy with the interior overall, but questioned the wisdom of using the door and centre console trim material on the seats as well. He would also have liked better quality instruments, and felt that the steering wheel was not in keeping with the car’s image, as the spokes were too heavy.

Standard coachwork colours included Super Red, Red Pearl, Silver Metallic, Gun Grey Pearl Metallic, Black Pearl Metallic and Dark Blue Pearl. White Pearl and Yellow Pearl were listed as optional paint schemes.

Nissan had five sales channels in Japan - the Nissan, Nissan Motor, Sunny, Cherry and Prince; the Fairlady Z was sold only through Nissan and Prince dealerships. Prices ranged from 3,300,000 yen to 3,600,000 yen for the normally-aspirated range, whilst Twin-Turbos started at 3,950,000 yen and went up to 4,250,000 yen. Automatic transmission added a further 150,000 yen to the invoice for all models. This represented quite a jump in pricing compared to the previous 300ZX, but, in all fairness, the latest version represented an enormous leap forward in performance and technology.

In Japan, the July 1989 issue of Motor Fan declared the 300ZX was “just about perfect!” It went on to compare the new model (actually in North American, normally-aspirated spec) with the old two-seater 300ZR, and summed up the test by saying: “Poor 300ZR! The new Z is in a different world compared to the old car. The same impression is gained with the new Skyline, proving the change within Nissan.”

These were great times for the Japanese car industry; the eighth generation (R32) Skyline had recently been launched, and, in 1990, both the Honda NSX and Mitsubishi GTO made their world debuts, prompting Toyota to delay and improve its new Supra. In addition, the luxury car market had reached new heights with Nissan’s Infiniti Q45 and Toyota’s Lexus. Nissan’s cumulative production figure reached the historic 50 million mark in January 1990, incidentally.

Rear of the turbocharged 300ZX two-seater coupé.

The Japanese 300ZX Twin-Turbo 2by2 T-bar roof model. Home market cars had different lighting to those in America, with all-white wraparound lenses instead of half-white/half-orange (the latter nearest the wheel). Instead, like the 300ZXs destined for Europe, Japanese models had the repeater indicator halfway up the front wing, situated between the wheel and the trailing edge of the panel. The rear side reflector was the same for both markets.

The tail of the Twin-Turbo 2by2. All models had the purposeful-looking exhaust system with four tailpipes beneath the bumper, but the spoiler gives a clue to what’s under the bonnet. European models had foglights built into the rear bumper.

A side view of the same model. Note that the fuel filler is behind the rear axle line on the 2+2 body, rather than in front of it, as on the two-seater.

Japanese advertising from 1990 showing Nissan’s sports car heritage.

The 300ZX, as presented to British buyers in a Nissan range catalogue dating from the early part of 1990.

The ZX in the Antipodes

Australia received the 300ZX in November 1989, by which time there was already a waiting list for the new model in the States and Japan. Wheels magazine was quick to cover the new Nissan in its issue of the following month. Launched at $62,950 (automatic transmission added a hefty $4150), only the normally-aspirated 2+2 would reach Australian shores; there would not be two-seater or turbocharged engine options. At first, this was disappointing news, but, after driving the cars at Tochigi, Phil Scott thought that Australia was being offered “the sweeter package” anyway, and said: “If the Z’s tightly sculptured sheet metal is not the prettiest car ever made in Japan, then it must sit close to the top of a very short list.”

Shortly after, in January 1990, the same magazine managed to bring together the 300ZX and Porsche 944 S2 for what was billed as the ultimate showdown. With a price of $108,000, it’s reasonable to expect the German car to be better, but even the tester - a self-confessed Porsche enthusiast - was surprised by how narrow the gap was between the two cars.

With 222bhp on tap and a final drive ratio of 4.083:1, the manual version of the Nissan covered 0-62mph (0-100kph) in just 8.0 seconds, despite poor test conditions (8.7 seconds was expected for the automatic). The tester also noted “impressive stability” all the way up to the recorded maximum speed of 153mph (245kph).

In summary, the journal said: “The 300ZX is probably nearer in its philosophy to the Porsche 928 S4; but a price differential of $39,500 may have been too much of a handful. As it stands, the fact that the 300ZX can carry its concessions to practicality, and still get within grasp of the 944 S2 on the road, should speak for itself.”

A 300ZX for the Italian market.

The Z32 in Britain

A European-spec 300ZX Turbo 2+2 was shown at Frankfurt, then Earls Court and Geneva, before the model finally went on sale in spring 1990. In Autocar & Motor’s preview of London’s 1989 Motor Show, the magazine said: “The 300ZX could be in British showrooms as early as next March. A turbo version will be on show, but expect a normally-aspirated 300ZX to go on sale as well.” There were 18 Nissans on display that year, including the UV-X concept car.

In fact, the NA car never made it to British shores; the 300ZX was made available in Europe in turbocharged 2+2 guise only. With sales starting on 1 April, a maximum of 375 cars were allocated for the UK market in 1990, with no more than 450 due for the following year. Thus, it would always be a rare sight on Britain’s roads.

As standard, the 300ZX was equipped with a T-bar roof, air conditioning, electric windows and mirrors, central locking, cruise control, alloy wheels (7.5J x 16 at the front, 8.5J x 16 to the rear), a CD player, and a catalytic converter. Accordingly, the car weighed in at 1582kg (3480lb). Options included automatic transmission at £950, power driver’s seat adjustment and leather upholstery at £1150, and metallic paint at £170. Only five coachwork colours were listed in the UK, but it’s interesting to note that. initially. buyers were offered free high-performance driving lessons.

A five-speed manual version of the turbocharged 300ZX was tested by Autocar & Motor in May 1990. In the opening statement, it said: “Japan’s first supercar has both the style and the speed to hit the established European hierarchy where it hurts.”

The elegant lines of the latest 300ZX for mainland Europe, and the interior of the same car.

After blasting around the Millbrook test track at an average of 155mph/248kph (the best top speed recorded was 158mph/253kph), the testers were rightfully impressed by the new machine: “Dropping the clutch at just under 5000rpm creates prodigious wheelspin and fearsome forward thrust.”

Clocking a 0-60 time of just 5.6 seconds and a 14.4 second standing-quarter (at a terminal speed of 100mph/160kph), the lower three gears provided some real excitement, while in fourth and fifth gears “... the Nissan is still fast but less impressive.”

Of the most competitors selected by the magazine, only the Porsche 928 S4 could beat it performance-wise, but that cost around £26,000 more than the £34,600 2+2 Nissan.

The use of two smaller turbos, instead of one large unit, reduced turbo lag and gave smoother power delivery, too. An article in Supercar Classics in April 1990 noted: “Acceleration is fierce, majestic in its effortlessness …”

Delivering 280bhp at 6400rpm and 274lbft of torque at 3600rpm in European specification, the engine was happy to pull strongly from 2000rpm, thanks to the three-litre capacity and high (for a turbocharged unit) compression ratio. This flexibility meant that it was possible to pull away in third gear and continue accelerating to 110mph (176kph); the turbos kicked in at 2600rpm, giving the enthusiast a satisfying bark from the exhausts.

Returning to the Autocar & Motor article, it was noted that “... the clutch and gearbox are a delight,” but throttle response was said to be less pleasing than the rest of the package. Incidentally, the final drive ratio was 3.692:1 on both manual and automatic cars.

Regarding the steering and suspension, the magazine observed: “Forsaking the sports car’s traditional unequal length wishbones at each corner, Nissan has employed multi-link systems at both ends and complemented them with the most advanced four-wheel steer system currently available. Instead of deriving the degree of rear steer required from the attitude of the front wheels, Nissan HICAS (High Capacity Actively Controlled Suspension) uses a computer to analyse driving style and adjusts the rear wheels to suit.”

The report continued: “In most fast driving situations [in the dry] you will not unstick it. Enter a bend too fast, and there is nothing to fear from lifting off to quell the ensuing understeer. If anything, the Nissan’s chassis feels a shade too inert, refusing to push its tail out or tuck its nose in with any attempts to adjust the cornering line.” Too much throttle, however, kicked the rear end out, although this was easy to correct. In the wet, the story was quite different: “Even without provocation, wet grip is poor and rain can seriously impede cross-country progress.”

In summary, the magazine liked the “... brawny performance, presence, the good dry road grip and price ...” of the car, but was less than pleased with the excessive tyre roar (it used massive Michelin 225/50 ZR16s up front and 245/45 ZR16s at the rear), wet road grip and fuel economy (an average of 17.0mpg was recorded during the test, and the best that staff members could manage while touring was 23.4mpg). The testers also thought the back seats were very cramped, and considered the car better classed as a two-seater.

Overall, though, the folk at Autocar & Motor were suitably impressed by the new Nissan, the fastest and most expensive Japanese car offered in the UK at that time: “Porsche and Ferrari might make more charismatic supercars, but it’s doubtful they are more cost-effective. Beyond that, there’s a real sense of occasion about driving the 300ZX. It’s a true supercar, a car all keen drivers will delight in.”

The summary in Supercar Classics concluded: “As the 300ZX undercuts the £42,300 [Porsche] 944 Turbo by perhaps £8000, and the £60,792 928 S4 by more than £25,000, its future as a serious supercar, as a modern classic that SCC may well return to in a decade’s time, seems assured.” Sadly, the magazine didn’t last that long, but already a number of journals are looking again at the fourth generation car.

A Belgian brochure for the 300ZX Turbo 2+2. All European markets received this one model only, with either left- or right-hand drive as appropriate. The lighting arrangements were different again on European cars (including those for the UK), the wraparound part of each front lens being purely cosmetic. The repeater indicator on the front wing was the same as that found on home market cars, whilst European-spec vehicles didn’t have a rear side reflector. The rear lights were also different.

The 1991 models for America

A pure coupé (without the T-top) was made available for 1991, but only as a normally-aspirated two-seater, and with a five-speed manual gearbox. Across the range, the Bose sound system and heated door mirrors had become standard, as had automatic temperature control, illuminated entry, a luggage area cover, and pockets in the backs of the front seats. Unlike the previous US models, which had no nose badge (except for a few early cars in the press fleet), the latest cars in the 300ZX range sported a Nissan badge.

The basic two-seater was priced at $28,175, and the T-bar roof added $2125. The 300ZX 2+2 was listed at $31,270, and the turbocharged two-seater came in at $34,570. Options included automatic transmission ($935), a driver’s-side airbag at $500, and leather trim (including power adjustment on the driver’s seat).

A five-speed manual version of the turbocharged car had been tested by Road & Track in December 1989. With a kerb weight of 1591kg (3500lb), the magazine recorded a 0-60 time of 6.5 seconds before dismissing the standing-quarter in 15.0 seconds (at a terminal speed of 96mph/154kph).

In November 1990, the same journal carried out a comparison test of the entry level, normally-aspirated Nissan 300ZX and the Mazda Miata (MX-5), Mazda RX-7, Porsche 944 and Toyota MR2. All the testers were impressed at the ease with which the miles could be left behind, noting the accurate steering and lack of body roll: “The 300ZX was one of the most reassuring cars to drive quickly down an unfamiliar stretch of road. Cornering is flat, grip is impressive and V6 power is delivered without a hitch.” They liked the driving position and instruments, and found that, with the five-speed gearbox, they could cover the standing-quarter in 15.5 seconds; 0-60 came up in a highly-respectable 7.1 seconds, and the car returned an average of 19mpg. But compared to the magazine’s long-term test car, a 300ZX Turbo, the reduction in horsepower was noticeable.

Regarding the styling, the report noted: “Nearly everyone thought the ZX was handsome, its rounded, flowing lines suggesting the actual mechanical essence of the car - solid, strong, low, unflappable and highly refined.”

Sales for 1991 totalled 16,833 units in the States. Around a third of these were turbocharged examples, but the ratio would gradually fall as the added expense of the top model began to affect sales.

Japanese advertising from spring 1992.

Accessories from Navan

The 29th Tokyo Show opened on 25 October 1991. At this time, fashion designer, Navan, was featured in Nissan Fairlady Z catalogues, having designed a range of optional accessories such as alloy wheels, steering wheels and sculpted gearknobs. The wheels came in silver or gunmetal grey metallic, and were priced at 340,000 yen a set. There were four types of steering wheel, and two gearknobs (one each for the manual and automatic transmissions). Navan was also responsible for a two-tone rear spoiler, listed at 70,000 yen.

The Styling concern of Osaka, a company better known for its luxury interior upgrades, was quick to offer an estate conversion for the Z32.

Minor changes in the States

For 1992, a driver’s-side airbag became standard across the board, along with a power driver’s seat on the cars fitted with a T-bar roof. New cloth trim was employed for the seating, and Turbos were equipped with Goodyear tyres.

Options included an automatic transmission and leather trim package, priced at $1075 for the T-top cars (a leather-covered gearlever came on all automatic T-bar models, incidentally). All cars had the option of a CD player, while the base model could be fitted with the Bose stereo system for $700 (it remained standard on the other cars in the line-up).

Prices ranged from $29,705 for the basic 300ZX two-seater, without the T-bar roof, to $36,610 for the turbocharged two-seater. Sales for 1992 totalled 11,320 units (around 40 per cent of the cars sold in the States had an automatic gearbox).

American advertising from mid-1992.

Nissan was rightfully proud of the many awards gained by the 300ZX in the States. This advertisement from mid-1992 centres on the annual Car & Driver ‘Ten Best’ listing, and the fact that Nissan’s top sports car had appeared in the list every year since introduction.

British update

In a press release dated January 1992, Nissan GB announced that the automatic transmission was now standard, with the five-speed manual gearbox becoming a no-cost option. The basic 300ZX Targa Twin-Turbo was priced at £32,200 at that time, the turbocharged 2+2 body style still being the only model available. A special Luxury Pack (costing £1375) added full leather trim and a CD audio system to the already high specification.

Standard features included tinted glass, electrically-adjustable door mirrors, front foglights, body-coloured front and rear spoilers, a leather-covered steering wheel, tailgate wash/wipe, tilt adjustable steering column, electric front windows, and a coded stereo radio/cassette with four-speakers and an electric aerial.

With an 8.5:1 compression ratio, official engine output was quoted as 278bhp at 6400rpm (although this dropped to 263bhp at the same engine speed with the automatic gearbox). Peak torque was 272lbft at 3600rpm (or 269lbft at 3200rpm with the automatic transmission). This was enough to power the 300ZX to a governed top speed of 155mph (248kph) with either gearbox, although, naturally, the 0-60 time was different: 5.9 seconds for the manual, and 7.5 seconds for the automatic. According to government figures, both versions of the 300ZX returned more than 33mpg at a steady 56mph (90kph).

A British press photograph showing the 300ZX Targa Twin-Turbo in January 1992, when the automatic transmission became standard in the UK (the manual gearbox was listed as a no-cost option). Exterior changes were few during the life of the Z32, although there were lots of unseen improvements.

Rinspeed displayed this striking 300ZX at the 1992 Geneva Show. The 420bhp car was painted all over with white horses.

The Convertible

Yoshihiko Matsuo had designed a drophead coupé version of the original Z, but, due to proposed forthcoming regulations for convertibles, the project was abandoned. Although the threatened ban on open cars was never approved, Z-car fans had to wait over 20 years before a factory convertible became available.

The 300ZX Convertible made its debut in Japan on 20 August 1992. Based on the two-seater body, a Targa-type roll-bar was used to retain bodyshell strength but the manually-operated top folded away completely, concealed beneath a lid mounted flush with the luggage compartment: another neat touch was a flip-up air deflector that reduced buffeting when the top was down. Parts for the conversion were shipped from the American Sunroof Company Inc. (aka ASC) of California, and included no fewer than 37 reinforcement panels.

The Convertible was powered by the VG30DE engine, and priced at 4,765,000 yen for a car with manual transmission, or 4,880,000 yen for one with the automatic gearbox (at the time, the other grades in the 300ZX range started at 3,480,000 yen and went up to 4,590,000 yen). There was a unique exterior colour for the drophead model, by the way - Brown Graphite Pearl.

Japan’s Motor Fan magazine featured the new 300ZX Convertible on the cover of its October 1992 issue.

The 300ZX Convertible pictured in August 1992. The conversion was carried out by the American Sunroof Company Inc. of California (better known as ASC), which also produced the factory conversion of Toyota’s Celica model.

Car Graphic tried the Convertible in December 1992 and was very complementary about the heating and ventilation system, particularly the air conditioning. The magazine’s tests revealed a 0-62mph (0-100kph) time of 7.7 seconds, while the standing-quarter was covered in 15.7. There was also a substantial improvement in fuel consumption.

In the States, Richard Straman of California had offered an $8500 drophead conversion of the 300ZX (a service he had provided for the previous generation ZX), whilst Nissan racer Steve Millen - the man behind the highly-developed GTZ of 1991 - had come up with the Stillen Roadster in the early part of 1992. ASC had also built a one-off soft-top, powered by a 400bhp turbocharged engine, for use as a PPG Pace Car for the 1989 CART Indycar races. Later, the same company made a folding hardtop for both the 300ZX and Mitsubishi’s 3000GT.

The official Convertible, again based on the normally-aspirated two-seater, debuted in the States for the 1993 model year. A five-speed manual gearbox was standard, with the four-speed automatic listed as an option. Leather trim and a top quality Bose stereo were included in the $37,145 price tag. (A Sony CD player was optional.)

The remaining models in the US included the basic two-seater at $30,555, which increased to $32,730 when the T-bar roof was added. The 2+2 was listed at $34,040, and the most expensive car in the line-up, the turbocharged two-seater, was priced at $37,655. Poor exchange rates (roughly 100 yen to the dollar) continued to push up prices and, as a result, sales suffered again: 9801 Z-cars were sold in America, with fewer than 1500 being turbocharged, although 2068 were Convertibles. One wonders what the figures would have been without the benefit of the soft-top model?

Although listed at $950, the optional automatic transmission remained popular; in fact, almost half of the cars in the Z32 series were built with an automatic gearbox. Despite its greater weight and slightly less power, tests in America showed the automatic car to be faster from standstill to 100mph (160kph). Car & Driver recorded 15.8 seconds for the yardstick, against 16.3 for the ZX with a manual gearbox. It was noted: “The torque converter launches the car strongly, and the non-stop power delivery keeps the turbo boosting without disruption. The rush barely tapers as the automatic rips up through the gears.”

Two views of the 300ZX Convertible with the top down. No fewer than 37 reinforcement panels were needed to maintain the rigidity of the bodyshell. The car found its way onto the American market for the 1993 season, but, sadly, was never sold in Europe.

The fascia of the Japanese 300ZX 2by2, dating from August 1992. A few minor changes were made shortly after.

The Fairlady 300ZX Twin-Turbo T-bar roof model in two-seater form.

A 1993 MY 300ZX 2by2 T-bar roof model for Japan. Apart from a few details (such as lighting), the Z32 range looked much the same for all markets. Note the lack of a rear spoiler and shallower front spoiler (minus extra air intakes) on this normally-aspirated car.

Japanese advertising from the summer of 1993.

News from Europe

The 1992 Birmingham Show catalogue stated: “Now more than two decades on, the ‘Z-car’ honour is being upheld by the Nissan 300ZX, a spiritual successor to the 240Z, but one which takes the sports car to new heights. With elegant but dramatic styling, and dynamic performance to match, the 155mph 300ZX is a true supercar. This level of performance, combined with advanced technology and high equipment levels, has secured Nissan’s flagship sports car worldwide critical acclaim.”

As one would expect, the Nissan brochure for the model released in October 1992 was equally glowing in its choice of words: “This unique sports car just begs to be driven. Each individual component in the 300ZX was designed to set new standards ... With a unique blend of power and handling, speed and style, the 300ZX reaches levels of performance which make it the definitive sports car of its time.”

The Daily Mail Motor Review 1992 described the flagship Nissan as: “A vast improvement over its namesake predecessor. The 300ZX both handles and performs like a big multi-valve, twin-overhead cam, six-cylinder-engined sports car should ...” On the same page, though, was an outline of the four-cylinder 200SX, which offered 140mph (224kph) and a 0-60 time of 6.9 seconds for around half the price.

Fairlady Z

Standard body colours (home market)

1990, 1991 & 1992

KH6: White Pearl*

EH7: Yellow Pearl*

AG2: Super Red

AH3: Red Pearl

673: Silver Metallic

KH2: Gun Grey Pearl Metallic

732: Black Pearl Metallic

TH1: Dark Blue Pearl

1993

KH6: White Pearl*

TK3: Dark Blue Graphite Pearl

GL1: Black

CK2: Brown Graphite Pearl (Convertible only)

AJ4: Red

KL1: Gun Grey Graphite Pearl (not available on Convertible)

KL0: Silver Metallic

*optional

1994 MY list

Grade: 300ZX

Body style: 2-str Coupé

Transmission: Manual

Price: 3,548,000 yen

Transmission: Automatic

Price: 3,698,000 yen

Grade: 300ZX

Body style: 2-str T-Bar

Transmission: Manual

Price: 3,698,000 yen

Transmission: Automatic

Price: 3,848,000 yen

Grade: 300ZX

Body style: 2by2 T-Bar

Transmission: Manual

Price: 3,848,000 yen

Transmission: Automatic

Price: 3,998,000 yen

Grade: 300ZX

Body style: 2by2 T-Bar

Transmission: Manual

Price: 3,978,000 yen (with G1 Package)

Transmission: Automatic

Price: 4,128,000 yen (with G1 Package)

Grade: 300ZX Twin-Turbo

Body style: 2-str Coupé

Transmission: Manual

Price: 4,230,000 yen

Transmission: Automatic

Price: 4,380,000 yen

Grade: 300ZX Twin-Turbo

Body style: 2-str T-Bar

Transmission: Manual

Price: 4,380,000 yen

Transmission: Automatic

Price: 4,530,000 yen

Grade: 300ZX Twin-Turbo

Body style: 2by2 T-Bar

Transmission: Manual

Price: 4,530,000 yen

Transmission: Automatic

Price: 4,680,000 yen

Grade: 300ZX Twin-Turbo

Body style: 2by2 T-Bar

Transmission: Manual

Price: 4,620,000 yen (with G2 Package)

Transmission: Automatic

Price: 4,770,000 yen (with G2 Package)

Grade: 300ZX Convertible

Body style: 2-str Convertible

Transmission: Manual

Price: 4,840,000 yen

Transmission: Automatic

Price: 4,980,000 yen

Part of the Nissan line-up for the UK market in late 1992; the Primera (nearest the camera) was actually built in Britain at Sunderland. The other cars in the front row are the 300ZX and the Sunny hatchback; at the rear, we have the 100NX and Patrol 4x4.

The home market in 1993

In Japan, a ‘minor change’ took effect from 8 October 1993, when the Super HICAS four-wheel steering system was switched to electric motors instead of hydraulics to operate it. A lateral accelerometer was added to the complicated set-up to further enhance handling and high-speed stability. For the same reason, turbocharged models were fitted with a new, taller, wing-shaped rear spoiler (made of resin rather urethane).

At the same time, the surfaces of the steering gear were micro-finished to provide smoother and more responsive steering. The stereo system was upgraded, too, and a CD player listed as an optional extra. Keyless remote control entry (standard on the Convertible) also became an option, while the so-called G1 Package became available on normally-aspirated cars, and the Twin-Turbo models were given the option of the G2 Package. List prices were as in the table on page 85.

Nissan Design Europe GmbH was established in Germany in November 1992. These pictures show a pre-1994 version of the German-spec 300ZX.

Italian advertising from May 1993.

A two-seater version of the 300ZX Twin-Turbo T-bar roof model, showing the new rear spoiler fitted to the 1994 MY turbocharged cars.

Nissan paperwork issued at the time suggested a domestic sales target of 500 units per month, but sales were steadily falling. Home sales, which had started off so promisingly (20,767 units for 1990 was the best year for domestic sales in the history of the Z-car), rapidly tailed off. Fashion trends, a series of strong, new competitors, and the end of ‘Bubble Time’ combined to eat away at sales figures year-on-year. For 1991, 11,638 sales were recorded, but, in 1992, this figure dropped to 6572 units, and then fell again sharply the following year to just 3299.

Looking at the bigger picture, in 1990, more than 40,000 Z32 series models were sold worldwide, but this fell to a fraction over 26,000 the following year. By 1992, total sales shrank to a fraction over 19,000 and, at the end of 1993, just 8750 sales were recorded worldwide.

It’s interesting to note that the ninth generation Skyline (type R33) had been launched on the home market in August 1993. Updating this incredible machine after just four years helped fuel the rumours that a new Fairlady was due soon, but this did not happen.

In Japan, changes for the 1994 model year included a new steering wheel with an airbag, and an upgraded stereo system. This car, a 300ZX 2by2 T-bar roof with automatic transmission, has the optional CD player.

Another view of the 1994 2by2 interior, showing the plush optional leather trim.

The Nissan 300ZX found a tough competitor in the new Toyota Supra, originally delayed because of the excellence of the Z32. In a Car & Driver article, the Supra was voted the winner in a comparison test that brought together some of the world’s top sports cars. As some consolation, the 300ZX was declared “runner-up, but still a winner.”

News from the States

For the 1994 model year, a passenger-side airbag was fitted, and passive seatbelts were replaced by manual three-point items mounted on the B-post. As with all other versions of the car sold around the world, a different air conditioning refrigerant was used in order to reduce CFCs. Keyless remote control entry was made standard across the range and, on the turbocharged model with automatic transmission, leather trim became part of the package. Like the faster cars in Japan, the Turbo received a new rear spoiler, of a taller, freestanding design.

Prices continued to rise dramatically, ranging from $33,699 for the basic 300ZX two-seater to a hefty $40,879 for the Convertible; the Turbo was only a few hundred dollars cheaper. Sales were limited to 4836 units according to official figures. Of these, just over 1000 were turbocharged models, but less than 600 had the soft-top.

In February 1994, Road & Track compared the ZX Turbo to Chevrolet’s Corvette LT1, the Mitsubishi 3000GT VR-4 and Toyota’s turbocharged Supra. It said: “The reborn Z-car wowed us when introduced in 1990; four years later, it still keeps pushing most of the right buttons, like the High School prom queen who still makes hearts flutter at the reunion.”

American advertising from the 1994 model year. Sadly, despite excellent coverage in virtually all of the quality motoring magazines, sales continued to decline.

On the other hand, the car’s rear view was strongly criticized, a situation not helped by the higher stance of the new rear spoiler. The ride was described as “jiggly” and “almost unbearable” if the shock absorbers were switched to the Sport setting. “Last, the engine deserves a much less agricultural sound to be consistent with its superb power delivery.”

The ZX also came in for a hard time during the test on the mile-long Streets of Willow road circuit. After turning in the slowest lap of the pack (with a time of 1’07.1, it was almost two seconds down on the Supra), it was declared the “trickiest car to drive on The Streets.”

However, the brakes showed “no discernable fade,” and, when it came to choosing favourites, two of the four testers came down in favour of the Nissan. As Douglas Knott said: “No-one’s pretending the 300ZX Turbo isn’t a handful on the race track. But where it really counts - bipping along at a seven-tenths pace on the secondary road of your dreams - the ZX shines with its knife-edge steering, slingshot acceleration and ability to change direction with great nimbleness.”

These thoughts mirrored those expressed in an Australian test carried out by Wheels magazine a couple of years earlier. Comparing some of the finest sports cars available, the testers thought there was too much understeer on the track, but stated that, on the road, the 300ZX was “easily the most composed of all.”

In addition, in January 1994, the 300ZX gained the ‘All Stars’ award from Automobile magazine for the fifth year in a row. In the same month Car & Driver also classed it as one of the ‘Ten Best’ cars in the world. The latter magazine had conducted an interesting test comparing six of the world’s top sports cars in its September 1993 issue. Having only recently been launched, the Toyota Supra pipped the 300ZX Turbo to first place by just one point. The big Nissan was described as “aging gracefully” and having a “near-flawless mix of form, function and class.”

One tester criticized the spongy brake pedal, but another said: “It feels more co-ordinated than I remember. The brakes in particular feel more effective.” The lack of a tilt facility on the steering wheel was the main gripe, although poor visibility out of the rear window was mentioned once again. The verdict was “runner-up, but still a winner.”

This three-page advert appeared in the 1993 Earls Court Show catalogue. Although it shows the early rear spoiler, this extravagant piece of publicity represented an awful lot of investment in the UK by Nissan, especially for a car that was about to be axed.

A shock for the UK

During September 1993, Autocar & Motor had given the 300ZX a four out of five star rating, and said: “The years have done nothing to blunt its beautiful styling, punchy performance or handling balance. It is cramped, thirsty and its ergonomics are a joke, but it has the character the other Japanese rivals lack ...”

In a press release titled ‘Improved for 1994,’ the micro-finished steering gear components were mentioned, as was the fact that the manual transmission was again classed as standard (with optional automatic); the restyled spoiler was listed as an option, too.

The revamped Super HICAS steering was described as follows: “The latest version of Super HICAS has been developed not only to provide further improvements in handling and stability but also in compactness and efficiency. The earlier HICAS system used hydraulic pressure, supplied by an engine-driven pump, to drive the power cylinder, which operated rear wheel steering. In the new system, the rear wheels are steered by an actuator, which is in turn driven by an electric motor. The new layout is lighter and more compact than the original. The electric-powered Super HICAS is more sophisticated in the way it is programmed.”

Safety features had been enhanced, with a driver’s-side airbag now standard, and an adjustable locking retractor (ALR) mechanism for the front passenger and rear seatbelts permitted secure fixing of child seats. Side door guard bars were another improvement.

Additional comfort came in the form of leather trim with heated power seats for driver and front passenger. Standard paintwork options included Arctic White, Panther Black, Flame Red, Tempest Grey Graphite Pearl and Marine Blue Graphite Pearl. Trim was black, regardless of the material.

The aforementioned Autocar & Motor article stated that the next generation of Z-car was expected at “next month’s Tokyo Show,” but there was still no sign of a replacement. This was, perhaps, not such a surprise, as a number of other ‘expected’ new cars (such as the new Toyota MR2) also failed to materialize.

The news that came shortly after, however, must have surprised even the most ardent enthusiast. In May 1994, Complete Car announced: “Nissan is dropping its biggest sports car, the £35,000 300ZX, in the UK because it will be too expensive to re-engineer the few hundred right-hand drive cars sold each year to meet new emissions regulations. Sales of all sports cars have fallen 60 per cent in the past three years.” The following month the magazine continued the story with the news that another two catalytic converters would be needed to meet the new European regulations, and, with only 582 cars sold in the whole of Europe the previous year, the decision had been taken to discontinue the model.

A European-spec 300ZX pictured just before the 1994 Geneva Show. The new rear spoiler is clearly visible from this angle, but sales were slow, and the top Nissan was soon discontinued in Europe. Most journalists mourned its passing.

Given the strict emission laws in Japan, however, the author cannot believe that home market components - or even those fitted to American models - could not have been used instead. The most likely reason for dropping the 300ZX is that it was no longer worth the hassle for such a small sales return. Toyota discontinued sales of the Supra and Celica GT-Four in the UK for much the same reason.

In the September 1994 issue of Top Gear, Jeremy Clarkson wrote: “This time they’ve gone too far. Normally I’d happily sign petitions and march about if it would help the grass stay green and the sky stay blue, but not on this occasion. Environmental pressures have signed the death warrant on the 300ZX and frankly it’s just not on.” The article quoted a total of 1390 300ZXs on British roads.

Ironically, Autocar stopped listing the 300ZX Targa Twin-Turbo, then at £35,115, in its issue dated 28 September 1994. The magazine noted: “The next generation 300ZX, on sale in the UK in 1996, could well outgun Toyota’s storming Supra.” Power was expected to be more than the 326bhp of the Supra, and would come from an all-new, twin-turbo engine based on the Maxima unit. Sadly, this proved little more than idle speculation. However, the Europeans did receive the new generation 200SX, launched in autumn 1994, but this was of little consolation to Z fans.

Andrew Frankel, having moved from the offices of Autosport, looked back at the 300ZX in the May 1997 issue of MotorSport. He said: “Under the bonnet, at last, was an engine that meant business. A three-litre quad-cam twin-turbo V6 with punching performance that would shoot the slippery Nissan to 160mph in about the same time required by a Porsche 911 but for rather less money ... Most scary of all for the traditional hierarchy was that it was damn near as much fun to drive as a 911 too.”

Whilst pointing out that its few faults were not responsible for the car’s downfall, Frankel said that he didn’t like the interior design or the materials used: fuel consumption was also poor. Hitting the nail right on the head, as far as the author is concerned, Frankel says it was the name that killed the 300ZX in Britain: “The 300ZX is not the first car to be killed by the snobbish preconceptions of the UK marketplace and it will surely not be the last. To the British market, it didn’t matter that it advanced the art of the supercar more than any other since the 911, nor that, in its engine and chassis, lay the stuff of genius. All the talent in the world is a puny weapon in the face of such blind prejudice.”

Ultimately, British buyers want a badge and often pass judgment on a car before they’ve even seen it, let alone driven it. They also have an image of pricing relative to the marque. If it has the right badge, it’s brilliant and excellent value for money - the wrong badge, and it’s an over-priced heap of junk! In that respect, it’s sad to reflect on how little things have changed since the early 1970s ...

Japanese advertising from September 1994, this piece featuring Fairlady models past and present.

The Version S

October 1994 saw not only the introduction of the Version S series in Japan, but also deletion of the four two-seater 300ZX models: in one fell swoop the range had changed completely. The two-seaters comprised the Fairlady Z Version S, Version S T-bar roof, Version S Twin-Turbo and Version S Twin-Turbo T-bar roof, and the 2by2 range included turbocharged and normally-aspirated editions of the 300ZX, Version S and Version S Recaro (all with T-bar roof bodies). The Convertible came in 300ZX or Version S guise.

Engines remained unchanged with the VG30DE and VG30DETT. The two-seaters had manual transmission only, and the convertibles automatic only. The 2by2 range could be purchased with either transmission, with final drive ratios carried over from the previous season.

As for coachwork colours, Brown Graphite Pearl (Convertible only) was replaced by Green Pearl, a colour that was offered across the range. Other paint schemes included Red, Black, Dark Blue Graphite Pearl and Silver Metallic; White Pearl could be specified at extra cost.

Other coupés built by Nissan included the Skyline, Silvia, and Lucino. Of the engines, the VG30DETT was unique to the Z32 series, while the VG30DE was used in the Leopard (Infiniti J30), Cedric and Gloria.

The Fairlady Z Version S Recaro 2by2 with T-bar roof of October 1994, equipped with Recaro seats and attractive BBS alloy wheels. The wheels were a distinguishing feature of the Version S Recaro series, as the other models retained the now familiar five-spoke design that had been with the car since introduction, although the BBS wheels could be bought as options. As a matter of interest, the Navan alloys continued to be listed also.

The 1995 300ZX Convertible for the home market.

America’s 1995 model year

US models experienced few changes for 1995, although one difference was the replacement of the black strip between the parking lights on the front bumper for one in body colour. Incidentally, four new coachwork colours were introduced at this time, including the striking Deep Purple Metallic.

The normally-aspirated 300ZX two-seater was priced at $35,419, while the same model with the T-bar roof cost $1070 more; the 300ZX Turbo with T-bar roof, still in two-seater form only, was listed at $41,959. For the Convertible, now priced at $42,659, the four-speaker Bose stereo was dropped in favour of a two-speaker AM/FM stereo. The line-up was completed by the 300ZX 2+2 with T-bar roof, priced at $38,169.

In July 1995, Motor Trend road tested a selection of Japanese and American sports cars, including a Volvo 850 T-5R estate as a wild card. After mastering the speed limiter on the turbocharged engine, the tester noted: “Since it’ll run 154mph at what seems like half throttle, disable the limiter and we’d bet 165mph wouldn’t be out of the question for the hard-charging Nissan.”

Producing 300bhp at 6400rpm, and developing 283lbft of torque at only 3600rpm, the five-speed 300ZX Turbo could turn in some impressive performance figures: 0-60 was timed in 5.5 seconds, and the standing-quarter was covered in 13.9 seconds with a 102mph (163kph) terminal speed. As already noted, the top speed of the $42,000 car was 154mph (246kph). As a matter of interest, the Toyota Supra Turbo secured top slot in the test with 157mph (251kph).

For those who consider this a little pedestrian, about 18 months previously the same magazine had tested the Stillen GTZ, a modified 300ZX Turbo developed by Steve Millen. Every aspect of the vehicle had been refined, bringing acceleration times down (0-60 took just 4.7 seconds, and the standing-quarter came up in 13.1 seconds) and improving handling: the standard car produced 0.85g in the slalom test, while the Stillen GTZ could pull a full 1g.

With no less than 465bhp on tap, modified brakes, wider wheels and tyres, and an uprated suspension, it was noted that the car was still docile enough for city traffic. Everything comes at a price, however, and, in 1994, the modifications would have cost a fraction under $20,000.

Millen was also responsible for the limited edition 300ZX SMZ, sold to commemorate the 25th anniversary of the Z. This was available through Nissan dealers with a full factory warranty for $55,000. It was powered by a modified turbocharged engine that developed 365bhp, helping to push the car through the standing-quarter in 13.9 seconds. 255/40 ZR17 Yokohama tyres were fitted at the front, with 265/35 ZR18s at the rear. Brakes came from the Skyline GT-R, and the suspension was suitably uprated. Carbonfibre trim was used inside, and outside there was a massive rear wing to complement the SMZ logos. A limited run of 300 examples was planned.

A 1996 model year advert (dating from October 1995) for the American market. Other sports cars may have been chanting “we’re not worthy,” but time was running out for the Z-car. Federal regulations for 1997 killed off the car in the States, and it was discontinued in Australia shortly after.

Home market update

The 31st Tokyo Show was held between 27 October and 8 November 1995. At this time, the list prices in Japan were as per the accompanying table.

After a disappointing 1994 (when only 1827 cars found new homes in Japan), there was a brief glimmer of hope in 1995, when domestic sales increased slightly to 2157 units. However, the revival was brief, and there was no mistaking the overall downward trend. In 1991 11,638 Fairlady models were sold in Japan, and 1992 saw domestic sales drop to 6572 units; the official 1993 figure was almost exactly half this total.

In April 1996, a number of corporate changes were made in Tokyo. Vice-President Yoshikazu Hanawa was officially appointed Nissan’s new President, former President Yoshifumi Tsuji was given the post of Chairman, and Yutaka Kume, previously the President, and more recently Chairman, was employed as a consultant.

In the background, with environmental concerns making world headlines, the Musashi Institute of Technology had been working with Nissan on hydrogen-powered vehicles, including a conversion on the Fairlady Z. A large power bulge in the centre of the bonnet distinguished this model, but it was never destined for production. However, many of the taxis in Japan’s cities already run on gas, so the idea may not be as far-fetched as it seems.

1996 MY list

Grade: Version S

Body style: 2-str Coupé

Transmission: Manual

Price: 3,050,000 yen

Body style: 2-str T-Bar

Transmission: Manual

Price: 3,200,000 yen

Body style: 2by2 T-Bar

Transmission: Manual

Price: 3,250,000 yen

Transmission: Automatic

Price: 3,370,000 yen

Grade: 300ZX

Body style: 2by2 T-Bar

Transmission: Manual

Price: 3,650,000 yen

Transmission: Automatic

Price: 3,770,000 yen

Grade: Version S Recaro

Body style: 2by2 T-Bar

Transmission: Manual

Price: 3,870,000 yen

Transmission: Automatic

Price: 3,990,000 yen

Grade: Version S Twin-Turbo

Body style: 2-str Coupé

Transmission: Manual

Price: 3,930,000 yen

Body style: 2-str T-Bar

Transmission: Manual

Price: 4,080,000 yen

Body style: 2by2 T-Bar

Transmission: Manual

Price: 4,130,000 yen

Transmission: Automatic

Price: 4,250,000 yen

Grade: 300ZX Twin-Turbo

Body style: 2by2 T-Bar

Transmission: Manual

Price: 4,560,000 yen

Transmission: Automatic

Price: 4,680,000 yen

Grade: Version S Recaro T-Turbo

Body style: 2by2 T-Bar

Transmission: Manual

Price: 4,750,000 yen

Transmission: Automatic

Price: 4,870,000 yen

Grade: Version S Convertible

Body style: 2-str Convertible

Transmission: Automatic

Price: 4,290,000 yen

Grade: 300ZX Convertible

Body style: 2-str Convertible

Transmission: Automatic

Price: 4,720,000 yen

Steve Millen wasn’t the only tuner to modify the 300ZX. Porsche specialist, Vittorio Strosek of Utting, Germany, produced a limited run of Strosek 300ZXs.

America’s last Z-Cars

The future of the latest 300ZX had looked doubtful for a number of years. It was becoming too expensive in export markets, particularly America, the most important one. With the Z no longer the affordable sports car it once was, there were thoughts of placing the 300ZX in the Infiniti line-up, to distance it from the cheaper vehicles in the Nissan range. At the end of the day, however, that wouldn’t have made any difference to the price.

Having to comply with 1997 Federal side impact regulations would have meant a substantial redesign and, with sales down again, Nissan announced that 1996 would be the final year for the Z-car in the USA. Prices were about $2000 up on the previous year, ranging from $37,439 for the basic two-seater coupé to $44,679 for the Convertible.

The last 300ZX was sold in the States in January 1997; it was a sad day for the many American Z-car enthusiasts. However, considering that the idea to market the Fairlady Z in America was once thought “reckless” by Nissan management (probably not without good reason, given the status of the Japanese industry at the time) and would never have happened had it not been for Yutaka Katayama pushing so hard, the Z story has to be considered one of immense success against the odds.

Update from ‘Down Under’

Australians continued to buy the normally-aspirated 2+2 in small numbers - very small numbers, despite a strong advertising campaign during the early 1990s. Power had been increased to 225bhp for the 1993 model year, but otherwise changes had been pretty much in line with the rest of the world.

In its September 1995 issue, Wheels reviewed the limited edition, 25th Anniversary 300ZX. As with the SMZ in America, Steve Millen was behind the changes for this special model. Although the non-boosted engine was retained, the car had larger front and rear spoilers, a new rear valance, and a vented panel between the headlights. The suspension was uprated, and 9J x 17 alloy wheels completed the package.

Peter McKay and Rod Horsley actually drove the model in the Targa Tasmania, and declared that “... stirred along at 75 to 80% the car handles absolutely neutrally, with precise turn-in and bags of grip.” At $88,300 for the five-speed manual, it was very expensive, but one gets the impression that the pair (who came tenth overall) would have happily paid the price.

Australian magazines stopped listing the standard 300ZX in April 1997, leaving Japan as the only market selling Nissan’s top sports car.

In Japan, there’s no shortage of companies willing to transform the 300ZX. This is a typical example of Japanese tuning from the highly-respected VeilSide concern of Ibaraki.

The Japanese market

At the end of 1996, the two-seater models lost the T-bar roof option, and the 300ZX Convertible was dropped from the range. However, a Version R 2by2 was soon to join the line-up in both normally-aspirated and turbocharged guises. All seats were trimmed in black, although the optional leather trim could be specified in black or beige.

Judging from the busy roads of Tokyo and Chiba, it was obvious that there had been a distinct move towards SUVs and recreational vehicles (RVs), so development time and advertising budgets were being allocated to these models. As a result, sales of all homegrown sports cars were down. In 1996, just 1220 Fairlady Z models were sold in Japan, and only 998 Mitsubishi GTOs. On the other hand, sales of imported sports cars, such as the BMW Z3, were growing.

In January 1997, dealerships were advertising the Fairlady Z range at between 3,050,000 and 4,680,000 yen. From 16 January, the new Version R 2by2 T-bar roof model (in stunning Midnight Purple, a new colour which replaced the previous blue and green shades) was available at 3,360,000 yen in NA form, although there was a turbocharged Version R as well.

A driver’s-side airbag, ABS braking (usually only fitted to the turbocharged models as standard), air conditioning, Recaro seats, a simulated carbonfibre centre console, unique leather-covered steering wheel, high-mounted rear brake light, and electrically-operated, coloured-coded door mirrors (with parking facility) all came as part of the Version R package. Automatic transmission added 120,000 yen to the price.

When driving the Version R, the author found visibility to be fine, once accustomed to the narrow rear view. The T-bar roof aided entry and exit, but the Recaro seats, whilst offering fine back support, seemed tight for a typical Western frame. An overwhelming impression was that the clutch was very light for such a high-performance vehicle.

The list of optional equipment was quite impressive, though mainly cosmetic. Perhaps the most useful items were a tonneau cover for the Convertible at 63,400 yen, a full car cover (70,000 yen), a keyless, remote control entry system (49,200 yen), parking sensors (around 58,000 yen), and a roof rack. The cosmetic parts covered everything from decals to replacement centre consoles, and gearknobs to special seats and carpets.

In October 1997, the 32nd Tokyo Show came and went without so much as a hint that there might be a new generation in the pipeline. The catalogues produced beforehand by the Japan Motor Industry Federation continued to show the Z32 series for the 1998 season.

Japanese sales figures released for December 1997 confirmed the growing trend towards utility vehicles and MPVs, and away from sports cars and coupés. The best-seller in the sporting line-up was the Toyota Corolla Levin at 722 units for the month. The Celica managed 464 sales, and the Supra clocked up just 145; the MR2 recorded a disappointing 91 sales. Mazda was also struggling with sales of 206 Eunos Roadsters (MX-5) and 202 RX-7s. The 300ZX and the rest of the Fairlady Z range found a mere 40 customers, although this was still quite a lot compared to Honda’s 13 NSX supercar sales.

By comparison, Honda sold 4230 of its CR-V, and no fewer than 11,123 of the StepWgn people mover. In the smaller MPV class, Suzuki moved over 16,000 Wagon R models. Even executive cars were outselling sporting machines at a rate of almost ten to one!

Although in 1996 there were just 1220 Fairlady Z home sales, 1997 was even worse, with an annual total of less than half that of 1995. As the most dedicated followers of fashion, the Japanese were clearly telling the manufacturers that the sports car era was over.

Fairlady Z

Standard body colours (home market)

1994

KH6: White Pearl *

AJ4: Red

KH3: Black

TK3: Dark Blue Graphite Pearl

KL0: Silver Metallic

CK2: Brown Graphite Pearl (Convertible only)

1995 & 1996

QN0: White Pearl *

AJ4: Red

KH3: Black

TK3: Dark Blue Graphite Pearl

KL0: Silver Metallic

DN1: Green Pearl

1997 & 1998

LP2: Midnight Purple Pearl

QN0: White Pearl *

AJ4: Red

KH3: Black

KL0: Silver Metallic

*optional

The Version R grade, with its various unique features, was introduced for the Japanese market in January 1997, but was made available with the 2by2 T-bar roof body only. However, both the VG30DE and VG30DETT engines were listed, with prices starting at 3,360,000 yen. Oddly, both Version R models had the deep front spoiler with extra air intakes, usually found only on turbocharged cars. The rear spoiler remained an option for the NA car, though.

The 1999 MY Fairlady Z

On 7 October 1998, Nissan announced that the 1999 Fairlady Z range would undergo a number of minor modifications. The idea behind these “improvements” was to give the car a ‘sharper’ look, whilst also upgrading its crashworthiness and braking capabilities. Exterior styling changes included a more aggressive, cleaner front bumper and airdam, together with a different rear spoiler (standard on Version R and 300ZX Twin-Turbo models). The press release stated that the rear wing had been revised to make it more integrated with the overall design of the vehicle, but it was no coincidence that the new, taller spoiler improved rearward vision. The Version R also gained some tasteful sill extensions to aid high-speed stability.

Front indicator lenses featured a smoked finish, and the rear light clusters got a more modern look, although, from a distance, it must be said that they looked much the same. The front and rear badging was now in red, and the rear side markers changed from red to orange.

The thickness of floor panels and structural members increased on all models, and the Version R received a large central crossmember; the door locking mechanism from the convertible was adopted on all cars in a bid to further strengthen the body. 2by2s also had a steering member bracket and support stay added, again, sourced from the now-defunct soft-top model.

New, high-powered headlights became standard on turbocharged models, and were added to the option list for normally-aspirated cars. All vehicles in the range were equipped with ABS braking as standard. In addition, the brake master cylinder, servo, and brake pad material were modified to reduce the effort required to make the car stop. At the same time, the suspension was tuned to give a slightly sportier ride.

Inside, the seating and trim materials were changed, with two-tone interiors becoming the norm; tan leather was listed as an option for the 300ZX. All models received cream instrument faces (although the colour was officially described as gold), and the boost gauge returned on turbocharged vehicles. For the Version R, the carbonfibre-style centre console trim was continued, but, new for the 300ZX, was a black wood finish, which became an increasingly common sight in high-quality automobiles as the 1990s drew to a close.

New coachwork colours for 1999 included Lightning Yellow and Sonic Silver, augmented by Midnight Purple Pearl, Red, White Pearl and Black. A highly-polished version of the traditional Fairlady Z five-spoke alloy wheel became an option across the range, whilst the same wheel with a natural finish continued as standard. The BBS rims were moved to the option list whatever the grade; with monthly sales figures occasionally dropping to single figures, it’s hardly surprising that Nissan wanted to keep production costs to a minimum.

Two-seater models included the Version S and Version S Twin-Turbo. The 2by2 range boasted the 300ZX T-bar roof, Version R T-bar roof, and Version S T-bar roof, each available in normally-aspirated and Twin-Turbo guise. With the convertible dropped for 1999, prices ranged from 3,070,000 to 4,820,000 yen.

No further changes were made to the Fairlady range after this, and it was allowed to simply fizzle out. Nothing special was done to commemorate the end of production - no press release, or even an official photograph of the last one coming off the line. The Z32 was allowed to pass quietly into the annals of history after the final car was built in August 2000.

In 1998, 696 Z-cars were sold in Japan, around a hundred more than in 1999. By 2000, the figure had dropped to a measly 322 units; the final six vehicles were delivered to their new owners in 2001. The last vehicle built was not retained by the factory, incidentally, but simply sold as regular stock.

Fairlady Z

Standard body colours (home market)

1999 & 2000

EV1: Lightning Yellow

KR4: Sonic Silver

LP2: Midnight Purple Pearl

AJ4: Red

KH3: Black

QN0: White Pearl *

*optional

The 1999 model year Fairlady Z catalogue. The new yellow shade was particularly striking, and perfectly suited to this sporting machine. Note that the Convertible has disappeared from the line-up. The new gauge faces were cream with black markings during the day, turning to orange on dark grey once the lights were switched on at night. This was to be the last Z32 brochure.