6

A brief intermission

“Nissan are to withdraw from the US sports car market; none of the company’s well-known and once widely-bought 300ZX will be sold in the US during 1996, ending the Z-series’ 30-year run in that country. The move highlights the pressures facing Japanese car makers in a prestigious but difficult sector,” commented the UK’s Financial Times.

Fairlady Z can, in Japanese, be taken to mean possibility and dreams of the unknown, and, in 1997, that just about summed up the fifth generation of the car. With the 300ZX axed in America and Europe, and vehicle sales down almost 25 per cent throughout Japan, one can hardly blame Nissan for keeping the project on hold.

Advertising for the so-called Vintage Z, rebuilt and sold by Nissan in America. This was an extraordinary move, sending a clear message to the management in Tokyo that enthusiasm for the Z-car was still high, despite falling sales in recent years.

While the Z32 soldiered on at home, it’s interesting to note that there wasn’t a sign of a single Fairlady model at the 1997 Tokyo Show; in fact, there was nothing in the range of concept cars to suggest a sports car revival. The future of the pure sports car in fashion-conscious Japan was in the balance; sales of RV models were booming, and sports cars sold in minute quantities by comparison.

One had to wonder if the Z would continue at all? Sadly, the car business of today is completely different to that of the heady days of the 1960s. Manufacturers have to contend with the financial realities of development and the need to meet stringent regulations, and Nissan already had another top-line sports car - the Skyline.

Writing in Autosport in August 1996, Andrew Frankel said of the Skyline GT-R: “The Skyline is a car which has grown in stature to a beast with a reputation of mythical proportion.” No other road car had lapped the Nürburgring in under nine minutes and, as Frankel said, “... the Nissan Skyline GT-R leaves you breathless.” He continued: “Nissan says it would cost £1 million to homologate the Skyline for sale here. But after the death of the 300ZX, in light of Nissan’s stated policy that it wishes to be known as a manufacturer of sporting cars, and bearing in mind that, unlike the ZX, the Skyline would arrive with a reputation most cars would kill for, I’d say it was money well spent.”

The Skyline GT-R did eventually make it to British shores, but in top-of-the-range, V-spec trim only, and with a hefty £50,000 price tag. It did, however, prove to be an excellent ambassador for the company, and could often be seen competing at that great place of British pilgrimage, Le Mans, further boosting its image.

Whilst Japan and parts of Europe had the Skyline, America needed the Z. After the Z32 ceased to be available in the States, the company’s head office in Tokyo was inundated with letters from American enthusiasts. One club chairman actually travelled to Japan to ask Nissan to continue selling the Z in the US! However, it was a hopeless case, and when the news broke regarding the proposed home market-only replacement, the disappointment was even harder to bear. One cannot blame Nissan for its decision: in 1995 around 4000 cars were sold in America, and sales were half that figure in 1996.

Nissan USA was desperate not to lose the image that the Z gave the business. After all, perhaps more than any other vehicle, it was the 240Z that provided the company with a solid foundation on which to build in the States. The California concern was so determined not to let the legend die that it even commissioned the rebuilding of old Z-cars in mid-1997.

One of the beautifully-restored Vintage Zs. Ever since the 240Z was announced at the Pierre Hotel in New York in October 1969, Americans have carried on a love affair with the Japanese sports car.

The R390 GT1 in race trim, pictured here in 1998. An R390 GT1 was placed third at the 1998 Le Mans 24-hour race.

Yutaka Katayama

My first book on the Fairlady story, published by Veloce in 1998, carried the dedication: ‘To Mr K - a man ahead of his time.’ At the end of that year, the man who had pushed so hard for the Z-car in the late 1960s was finally awarded the recognition he deserved. On 13 October 1998, Yutaka Katayama, fondly known as Mr K, was inducted into the Automotive Hall of Fame in Detroit. The author and his wife were lucky enough to be in America for the presentation; the standing ovation Mr K received when his name was announced seemed to go on forever.

Wherever he goes, Katayama is greeted like a God; not only because he is ‘The Father of the Z-car’ and an excellent businessman, but also because he is an incredible person, a very warm, sincere and kind man. His motto, ‘Love Cars, Love People, Love Life’ perfectly reflects his personality.

Yutaka Katayama, universally known as Mr K, just before his 90th birthday.

With the news breaking that the new generation of Z-car would be available for the home market only, Nissan North America took the extraordinary decision to remanufacture a limited number of 240Zs. The marketing men put their heads together and concluded that the best way to keep alive the spirit of the Z was not to kill it off in the first place!

Tom Orbe, Nissan’s Vice-President of Marketing in the States, said: “The Z-car is legendary, and selling the restored Zs allows Nissan to continue the proud heritage of these beloved and respected vehicles. We are really excited about this programme because it allows us to answer consumer demand in a way no other automotive manufacturer has ever done.”

Specialists hand-picked a batch of good examples, then the bodyshells were stripped and the complete car built back up to a standard that was probably even better than the original. Reaction to the first few finished examples ensured a continuing programme, with as many as 200 cars being restored. David Ilchert, in charge of the project, said: “It was a landmark car for Nissan and a whole generation of sports car enthusiasts. For us, it’s a way of keeping the Z heritage alive.” Prices were in the region of $25,000, and the cars were sold through selected Nissan dealerships, complete with a full, one-year warranty.

California-based Pierre Perrot, a recognized Z expert, supervised the restorations, replacing or rebuilding each part, whilst keeping the cars perfectly correct for the year (with the exception of modern paint techniques, better rust-proofing, an uprated radiator, Bridgestone Potenza tyres, and asbestos-free clutch and brake components). It has been said that each car took an average of 300 hours to complete, with around 800 new parts added to each vehicle.

Since this project, Mazdaspeed has started to rebuild the Mazda MX-5 Miata in the same way, selling fully restored examples in Japan at a very reasonable price. At the time, however, this was an unprecedented move, and showed the depth of enthusiasm that the Z-car generated. Perhaps this sign of faith in the model would influence future decisions?

The official artwork presented at Mr K’s induction into the Automotive Hall of Fame. A prototype was duly displayed at the 1999 Detroit Show.

Another supercar?

Towards the end of 1990, a number of magazines featured ‘spy’ pictures of what was claimed to be the third version of the MID-4. Powered by the 4.5 litre V8 from the Infiniti Q45, it was obviously designed to compete head-on with the world’s top supercars, and had styling to match. Four-wheel drive and four-wheel steering were features carried over from the previous MID-4 models, but, despite rumours that it would be on sale in America and Japan at any time, the vehicle never reached production status.

In May 1997, Complete Car carried brief details of the R390 GT1: “... the fastest and most expensive Nissan road car ever.” Designed and built by TWR in England, the street versions were produced in order to satisfy GT regulations so that the vehicle could compete at Le Mans. Sadly, only one of the three 3.5 litre, twin-turbo machines managed to finish the gruelling 24-hour classic, although in qualifying they set some exceptional lap times, putting them at the head of the field.

However, the third MID-4 prototype and R390 GT1 merely fuelled speculation. In reality, the economic climate and rising insurance bills would almost certainly rule out the chances of these supercars bearing any resemblance whatsoever to the proposed fifth generation car. Whilst there will always be a small market for such exotica, the Z had to remain a mass-produced machine in order to be viable for Nissan.

My prediction was for a more compact model, simpler both in interior appointments and mechanical features. This would place the new Z at the lower/mid-range end of the market, giving it a selling price in the region of 2,500,000 yen. Of course, that implied less prestige and less power, but if the car was to be a success, it needed to sell in volume, going against the trend for estate cars (wagons) and SUVs.

Just as the original supercar age had come to an end in the early 1970s, to be revived briefly during the early 1980s with a variety of special machines, the author was convinced he had seen the end of the ‘sophisticated supercar’ era.

What seemed like a possible fifth generation Z at the Detroit Show. With sales declining in the States, Nissan USA was looking to Tokyo for approval - the Z-car would have been the kingpin in a Stateside revival plan.

A rear view of the Z’s proposed replacement.

The Z concept vehicle on the road - a sight that made the hearts of Z enthusiasts beat faster. However, there was a long delay before any new Z-car developments took place.

Although exterior styling deliberately harked back to the 1960s and early 1970s, the prototype’s interior was very futuristic, and perhaps even a little too avant garde.

A new Z?

During July 1998, Nissan had undertaken a four-State Road Show, presenting various concepts to the media, dealers and employees. One idea - to revive the Z in a more modern form - was very popularly received, and rumours quickly spread. However, whilst Mr K was receiving his award at the Ritz-Carlton, the new coupé was officially announced. The artwork showed a smaller, lighter car, with more traditional styling than that of its immediate predecessor. It was due to be unveiled at the Detroit Show in January 1999.

Jerry Hirshberg, President of Nissan Design International, said his studio “... was dedicated to keeping the same shape as the original Z, but with some distinctive styling features that will capture attention.

“We went with the same front-end look, because that was the car’s signature, but we tinkered with some new ideas for the rear of the car and the doors. We feel the curving character line which wraps around the back of the car and up towards the door handles creates a strong sense of motion.”

Nissan USA’s concept car was indeed on display in Detroit and, as anticipated, attracted a great deal of attention. Finished in an orangey-gold colour, a very popular shade amongst Japanese car manufacturers back then, it had definite touches of Zagato styling. It didn’t please everyone, though. In his report on the 1999 Detroit Show, Yoshihiko Matsuo said: “Nissan displayed a new lighter Z prototype, similar to the 240Z and developed by NDI in America. In my opinion, it lacks crispness at the front and rear, and should not be regarded as a suitable replacement for the current model - it reflects the same dull lines as their Bluebird sedan and Leopard J designs.”

The engine and transmission had still to be confirmed, but the new car would almost certainly be powered by a V6. There was also the possibility of a convertible version in the future, although officials stated that little was likely to happen before the 1999 Tokyo Show. When the time came, however, nothing appeared.

A press photograph of the new Z concept. Although a 200bhp, 2.4 litre, dohc engine was specified for the prototype, it was always very doubtful that this unit would be used in the production version, if, indeed, the car made it to the showroom.

Two views of the new Fairlady Z at the 2001 Tokyo Show, seen here alongside the Skyline GT-R concept.

Corporate politics

Despite three years of profit beforehand, poor financial results in 1998 led to the company selling off a number of its assets, and an announcement that Nissan was cutting domestic production by as much as 15 per cent. In the first few weeks of 1999, rumours spread of a possible capital tie-up with either the newly-formed DaimlerChrysler concern, or Renault. Talks with the massive US-German combine broke down and, on 17 March, it was announced that Nissan had joined forces with the French firm; the two companies formally concluded a tie-up agreement ten days later.

Carlos Ghosn was elected to the Nissan board in June 1999, and, straight away, became a minor celebrity in Japan. His face seemed to appear in virtually every newspaper and on every TV channel for several months, but his announcements, carefully scripted in Japanese, were not always what people wanted to hear: a ten-point resurrection plan (largely common sense, and points that, in reality, everybody knew had to be dealt with anyway), and a series of massive job cuts followed.

Having been a profitable company for several decades - without government help, I might add - Nissan, led by the amiable and highly-respected Yoshikazu Hanawa, didn’t need to be publicly told the obvious; it was simply rubbing salt into the wound.

Perhaps Ghosn felt he would be supported if he was seen to be taking a hard line to aid Nissan’s recovery. Certainly Z-car enthusiasts were delighted when he announced at a press conference in February 2000 that a fifth generation model was definitely on the cards, and a new Z could be expected in early 2002, so possible debuts would include Tokyo in 2001 or Geneva in March 2002, reading between the lines, or possibly Detroit 2002 to draw US interest. Whatever, insiders hinted that the production model would be less bulky than the prototype.

The months passed, and the 2001 Tokyo Show, which opened to the public on 26 October, saw the world debut of the fifth generation Fairlady Z: Carlos Ghosn had kept his promise, and made a lot of people happy in the process ...

Yutaka Katayama with the prototype Z-car at the 2001 Tokyo Show. As always, the author spent the first press day with Mr K, and, it’s fair to say, was so impressed with the new model that he promptly ordered chassis number 13 ...