1984-1989 Nissan 300ZX/Fairlady Z (Z31)

When Car and Driver started labeling the S13 Nissan 180SX/240SX as the spiritual successor of the original Nissan Fairlady Z/Datsun 240Z, somebody screwed up. Why? Because the descendant of the Z existed. Why couldn’t the descendant of the Z be the spiritual successor of the Z? Somebody screwed up at Nissan.

Or did they?

We have to go back in history to get the bigger picture, an exercise worth applying to most things in life. In this case, the life and times of the Z31 Nissan 300ZX/Fairlady Z.

The Z-cars of yore held a special place in the hearts of Japanese car enthusiasts, not to mention the sports car community, given its game-changing nature. This meant that the Z31 was a household name, sports car-wise, not to mention the brand’s halo car (Skyline coupe enthusiasts, remember that your darling limited-global market sports coupe is akin to a Buick Regal -from personal luxury variants to legendary sporty versions- while the Z31 is akin to the Chevrolet Corvette, a sports car from the get-go). The Z31 helped its parent company to continue reinventing itself in Western markets, as the 300ZX became the image car of Nissan.

The naturally-aspirated 300ZX has a certain degree of purity to it. If one made it to my front door, I wouldn’t turn it away.

Rather than going toe-to-toe wheel-to-wheel with European exotica like its grandfather did, the Z31 continued with the formula put forth by its father, the S130 Datsun 280ZX/Fairlady Z: comfort, luxury, engine choices with a wide gap in power between them and straight-line horsepower (on turbocharged applications) over handling finesse. This formula worked in Datsun/Nissan’s favor, compelling them to build well over 331K+ S130s worldwide. But it wasn’t the only formula for success. Mazda’s RX-7 was the superior driving machine, and it sold 373K+ units by the time the S130 bowed out  in ’83 (first-gen RX-7 bowed out in ’85 with 471K+ units produced). You’d think that the bloody nose Mazda gave to Nissan would’ve prompted the Z31 to bear its fangs; instead it retreated to lick its wounds, convinced that its way was best. Technically, they were not wrong, and for Nissan, being technically correct was the best kind of correct.

Z-cars were Nissan’s halo cars in foreign markets, crucially the (North) American one. To pander to the predominant market is a wise business move. Such a strategy has been integral to the Z from the beginning; the S30 wouldn’t have been a resounding sales success in the West if Nissan designers didn’t take taller drivers usually associated with foreign-to-Japan markets into consideration. Unfortunately, Nissan decided that for future generations, cruising comfort was prioritized over sportier pretenses, generally speaking. Brit mag Autocar pretty much pointed out that as the ZX got closer to North American boulevard-cruising tastes, the further away it drove from British motoring tastes, meaning the type of sports cars that the original Z emulated and sometimes bettered. During the S130s heyday, the economics of the time compelled Nissan to load the car with luxurious touches to make up for its inflating price tag. It became the best-selling generation of Z. The Z31 was forced to continue the “formula of success”. Inflation was secondary. A back-to-basics Z wasn’t going to happen. Well, not yet, as it would not be until the chassis-code Z33 Nissan 350Z/Fairlady Z came to be that the Z would return to something similar to basics, after the beloved, but relatively complicated Z32 was cancelled. The Z31 would have 329,000 units produced.

In an era where cars were embracing technology to leave the 1970s woes behind -what with sports cars trying to carry on in a recession-battered, post-fuel crisis world- the Z31 was going to have its work cut out for it, as it had more competitors than before vying for that sweet, sweet Western market share. Think about it: during the Z31’s production run, Ford had its Mustang line-up (GT, SVO), the Thunderbird Turbo Coupe, and the Ford Probe, (with the Escort GT and EXP way down the sporty-car totem pole). That’s one company. Others were keen in throwing their hats into the ring: both rivals Isuzu and Mitsubishi officially entered the North-American market and were ready with the Impulse and Starion, respectively. Already on North-American shores were the Toyota with the A60 Celica/Supra and Mazda was getting the FC3S RX-7 ready, proper blood rivals. Nissan also had to prove that the Z31 was just a fine a car as the European ware as well. So, no pressure then.

Z31 advertisement lauded its technology, its computer chips, its microprocessors. Yes, period “gimmicks” are inevitable, like the digital dash and voice-recorded warnings that appeared on the 280ZX. Nissan gave the Z31 with 3-way adjustable suspension, which honestly, I thought it was neat when I first heard of it. Tech like this must’ve appealed to the gadget heads and the have-your-cake-and-eat-it-too crowd, but it must’ve furrowed many a purist’s brow. A multi-million-dollar space pen for the job of a pencil (or so the urban legend goes). The Brits didn’t bother with them after 1986. Obviously, these dampers were available in 300ZX Turbos, but in Japan you could get them mounted on the second-lowest Z31 model available, the Fairlady Z 200ZS. Aging enthusiast forums mention their exorbitant prices when they were available. Do what modern classic sportsbike enthusiasts do and go aftermarket on your cruiser; leave the stock suspension for time capsules and museum pieces.

The legendary L-series engine was retired and in came the VG-series engines, Japan’s first mass-produced V6, first seen in the Japanese market Y30 Nissan Cedric and Gloria twins. From this engine family, the Z31 came with the naturally aspirated VG30E and the turbocharged VG30ET, respectively. These single-overhead cam engines had 160HP/174TQ and 200HP/224TQ, respectively. The Australian market had about the same power figures, with a skosh more. But it’s the European market that got the uncorked turbo versions, with the VG30ET churning 225-230HP! Lenient emissions and aggressive camshaft profiles, an unbeatable combination. Some didn’t even come with catalytic converters! The revised “W” engine blocks (higher compression ratio) for 1987- onwards had +5 horsepower. From what I could find, VGs are iron block, aluminum head, have timing belts, and are interference engines. So change the damn belt.

Japan had the VG30ET as well, 195PS (around 192HP) on slushbox-equipped cars, 230PS (around 227HP) on manuals. Instead of the VG30E, Japan had the VG20ET, a smaller turbocharged 2 liter for their particular price/tax brackets (even their S30s could be had with 2-liters back then). Surprisingly, these made about 170PS. Not bad. As of late-1986, they also had the next evolution of the 3 liter, the VG30DE with dual overhead cams and 195PS, with no need for turbos and were far more performance-oriented than VG30E/ET cars.  

It must be said that there was a black sheep: The RB20DET inline-6 borrowed from the R31 Nissan Skyline made it into the J-spec Z31 as well. This turbocharged, twin-cam, intercooled, net 180PS (178HP) engine would be the last inline-6 fitted to a Z.

The bodacious one-year 1986 Nissan 300ZX Turbo.

The body design was spearheaded by Kazumasu Takagi, with some collaboration with Isao Sono. The shape, while wonderfully straight edged and wedgy with a wind-slicing 0.30Cd (for perspective, GM’s best was 0.31Cd with the 1982 Pontiac Firebird), still had styling cues of Z-cars past, like the pop-up headlight design emulating the “sugar scoops” headlight buckets (a couple of sources say that “parallel rising headlamp” design aided flash-to-pass maneuvers… if it was set up for it in your country).  My only pet-peeve with the design was that on earlier cars with black bumpers, the body moldings were thinner in width. This design faux pas didn’t last long. Z31s do look bigger and heavier. Compared to the outgoing 280ZX, they are a bit wider, but they actually sit lower and are shorter nose to tail. Fully loaded US-spec samples are less than 80lbs heavier than a comparable 280ZX Turbo. But given that the 300ZX was heavier than its rivals, it didn’t stop automotive pundits to label it as “fat” or being compared to Elvis. Some took issue with the longer-looking rear overhang, but it warms my heart to think that there are Japanese that are into huge rear ends.

As before, Bob Sharp Racing and Paul Newman campaigned ZXs, only this time they were running for peanuts (*badum tss*). Meanwhile, Electramotive Engineering and Geoff Brabham showed what the VG30ET engine was capable of in the GTP ZX-Turbo. While these two were the Nissan racing image leaders, there’s evidence of 300ZXs doing very well in SCCA racing, rally and track. Some were even converted to drag racers, not unlike some S30 Zs.

With the help of San Diego–based Nissan Design International (and some inspiration of the Nissan MID-4 II concept car), the Z31 was redesigned for the 1987 model year, following an industry-wide trend of shedding its original straight and crisp lines in favor of softer, more organic look. I was not a fan, thinking that it looked soft and effeminate. In recent years, I’ve come to admire them as well, even more so as Z31s of all years have become rarer sights on the road. I still prefer the earlier look.

This took no more than 3 minutes to make in MSPaint. The image sizes were identical; this meme was meant to be.

Carrying on a tragic Z-car tradition, there were two body styles available: the 2-seater and the 2+2. I’m convinced that the Z’s sporting nature became compromised right at the moment when Nissan decided to add two more seats to their sports car; it’s the root of all evil. The Z31 2+2’s rear seats are only adequate for kids. As a bit of a sidenote, there was one thing that didn’t do the Z31 any favors: depending on the year and market, the Z31 was the most expensive Japanese car you could buy, when it finally arrived to their dealerships. This is probably the reason why some of those aforementioned markets were compelled to sell the ungainly looking 2+2 variant; more car for your buck, even though magazines like Autocar felt that Nissan skimped on some key features that would justify the rather hefty price tag. If it’s any consolation, markets stuck with the 2+2 could opt for the Turbo engine (U.S.-spec 2+2s didn’t come turbo’d; you could get both bodystyles turbo’d in Canada). Brit Turbos were equipped with a 5-speed manual only. Australian Z31s were getting their naturally-aspirated 2+2 butts kicked by the competition until the Turbo models substituted it a couple of years later.

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You gotta love the Z31’s interior. In North-America, ZX trim packages ranged from the basic Canada-only SF, the conveniently appointed GL, to the highly spec’d-out GLL. You could get your Z31 with such lush option like automatic air conditioning and power seats. It could be spec’d with leather or, better yet, a kickin’ sound system. You’d even get a different steering wheel with that one. Many came with both Leather and Electronics convenience packages. Going Turbo also influenced instrumentation arrangement. Just like today, some of these packages had to be purchased to have certain options and even had exclusive-to-them bits (example: Leather Package had bronze window tint).

A Nissan Fairlady Z 300ZX Turbo 2-seater won the 1985 All Japan Rally Championship. Aside from the Nissan websites-enabled information, very little information is known about the AJRC to non-Japanese folk, let alone this car. There’s even less information about the so-called Monster Sports hillclimb all-wheel-drive Z31.

Turbo cars were built to perform. Yes, their non-intercooled engines and low psi figure will get scoffed at today, but in a world where a Chevrolet Corvette was starting to climb above the 200HP mark, 200HP from a V6 was most definitely a welcomed change of motoring pace. And they more than held their own. Both the 5-speed manual and automatic transmissions were different than the N/A cars (in some markets, you can only get ‘em with a manual), as well as the differential gearing. The manuals weren’t Nissan’s but Borg-Warner 5-speeds, brought in to handle the power. If only other automakers at the time did this (*glares at automatic-equipped 350ci IROC-Zs*). The brakes were beefier, too. Turbos had 5-lug wheels before they became standard across the rest of the Z31s as the years progressed.

When the Z31 finally made its debut, it was a hit with the general public. The VG30ET smoothly provided the power; it’s the type of car that goes faster than what you’re feeling. These could reach 140mph+ if they weren’t electronically limited, running quarter miles in the 15s and 0-60mph in the 7s. Cornering felt stable and quite controllable if unsettled. Aside from cosmetic changes on the exterior and interior, Z31s received mods under its sheetmetal as the generation carried on, like revised turbochargers, the aforementioned engine block revision, further fiddled suspension, uprated brakes and proper limited-slip differentials. Verdict: Despite what the Z elitists say, the Z31 was a fine car and it performed well, overall. While it carried out the same mission as the S130, it did so better in every way.

But given there’s only 11 years between the final year 240Zs and first-year 300ZXs, the S30 Z was still fresh in the minds of many. Those waiting for the 3^rd-gen Z to return to basics were left disappointed, and the car didn’t receive full love, particularly from the motoring press. Nissan could never dial in the suspension for sports car ride-seeking Western tastes; the selective dampening received mixed reviews as varied as its settings. Autocar magazine found the power-assisted rack and pinion steering to lack feel in later examples, a no-no with sports cars. Then the Internet came in and further marred the Z31, along with the S130. But back to Z31s, from what I could find, those that own/owned them had nothing bad to say about them, though they tend to agree that the N/A cars weren’t hot performers; that’s what the Turbo was for. Yet when looking at the Z31 spectrum, there are cars that deserve a closer look, turbocharged or not:

A former computer wallpaper of mine.

1984 Nissan 300ZX Turbo 50^th Anniversary Edition- this was a rolling celebration of the 50^th Anniversary of the founding of the Nissan name. Badging, graphics, paint scheme, exclusive parts (ex. special T-top tint) and aero bits (dem hips!), extras ranging from golden keys and a car cover, amazing bucket seat leather upholstery, the crazy BodySonic sound system, and every option in the book thrown at it… with the price tag to match: $26,000. Too bad they didn’t get a limited-slip differential for that price. You still made do with 200HP/225TQ, but the suspension was revised slightly. Transmission choice is your only option. All 5,448 units were sent to the North-American continent (that counts Canada). Short of some being imported to Japan, some Japanese Z31 enthusiasts have gone as far as cloning these, down to the sealed-beam headlights and those stupid sidemarkers. The greatest thing that came out of the AE was that it influenced 300ZX design in the following couple of year –especially the USDM ’86 models- with more bodacious and aerodynamic body work and bigger wheels. Inflation took care of future Z pricing (I kid, it wasn’t that bad. Generally speaking, no sporty Japanese coupe was safe from price-hikes and/or the “going upmarket” trend). The Australians got a 50thAE as well. It’s called ‘a joke’.

The 1988 Nissan 300ZX Shiro Special- the USDM Z31’s swan song, what the USDM 300ZX should’ve been all along. It was equipped with all the right stuff: manual transmission only, limited-slip differential (until ’87-’88, North-American ZXs were open diff, regardless of engine choice), stiffer springs, fatter sway bars, easy to read analog gauges and added lightness thanks to different seats (cloth Recaros) and simpler yet effective suspension in place of the electronically adjustable units (about 125lbs weight savings according to one source). It was still very well appointed to justify its price tag (such a shame it only came with T-tops, as a slickroof version would’ve been even purer). In my opinion, the Shiro not only came a little too late to the party -what with the Z32 just around the corner- it pretty much came unannounced as well. No commemorative badging or anything; I shudder to think of the fate of Shiro Specials on the used car market was similar to Dodge Neon ACRs. It’s quite really rare, with just 1,077 sold in the North-American continent (again, that includes Canada). But as a special edition, the Shiro looked the part with handsome body bits and ’80s-tastic monochrome white paintjob with a few dark grey bits for contrast. It is one of the most beautiful ‘kouki’ Z31.

R. Straman Company 300ZX- for those that felt that T-tops were a compromise and were willing to spend $6000-$8000 (depending on year of conversion, not counting car’s price tag) for a proper wind-in-hair experience. Car and Driver loved it. 351 built; n/a’s and Turbo model production numbers unknown.

Nissan Fairlady Z 200ZR-I and 200ZR-II- The last Z to have an inline-6. Produced with a more sporting nature than other Z31s. Just the fact that it had a limited-slip differential puts it ahead of the game within Z31s. It exuded a throwback feeling when driven. After the facelift, the 200ZR adopted a smaller asymmetrical hoodscoop but kept the narrower body style, thus still being able to avoid being bumped to a higher tax bracket by being just below 1.7m wide (Japanese kei cars aren’t the only machines forced to fit within both engine displacement and outer dimensions for taxation purposes). Two versions of 200ZR were available: the 200ZR-I and 200ZR-II. The 200ZR-I was the purer choice with its slickroof and manual transmission, an instant classic; the 200ZR-II could be had with T-bar roof, automatic transmission and even a bar-type passenger footrest! Both could be had as a 2-seater or 2by2, sporting subtle differences in terms of gauges and paint jobs when compared to the 300ZX. With its RB20DET engine, the 200ZR proved that RB engine swaps on Z31s were not only possible, it’s keeping it in the family.

“Even if you are not an owner or a fan, you should have been fascinated by the power of the NISSAN FAIRLADY Z 3000 series fender line.”

—oppama-garage (translated)

Nissan Fairlady Z 300ZR- For those that believed that there’s no replacement for displacement and wanted the voluptuous body style of the 300ZX. The 300ZR carried the naturally-aspirated, 24 valve, VG30DE that helped qualm any worries in the Japanese market whether the Fairlady Z would ever get a naturally-aspirated engine again. This particular unit would get reworked a bit and fitted to the incoming Z32. The 300ZR is considered to be a sportier alternative to the Fairlady Z 300ZX, especially when these were no longer available with a manual and because of this, only had the slushbox’s 195PS (192HP) figures instead of 230PS of the manuals.

The only photo of a stock 200Z in the world.

Nissan Fairlady Z 200Z- the most basic, bare bones Z31 you could get. I’m talking about manual EVERYTHING and steelies! Even the transmission was only available with a manual! It’s the antithesis of Western-market Z31s, and I’m happy that it exists, even though it’s a shame it’s so obscure, like spartan versions of the S130. If you wanted more options, you went up the ladder with the 200ZS and 200ZG. The fact that Youtuber Shooting Cars had a blast driving a ropey-looking 200ZS speaks volumes of the Z31’s architecture. Lighter weight might’ve helped: according to Automobile-Catalog.com, a 200Z 2-seater weighs 2557lbs, around 150lbs over a 1973 Datsun 240Z with an automatic. For comparison, an automatic-equipped Anniversary Edition Z31 weighs 3049lbs. The 200Z proves that Nissan could’ve given the world the non-luxury-oriented sports car that the S30 Z was, if the world wanted it, not just a fraction of a fraction in the market.

The giveaways of a “zenki” (early) J-spec 300ZX are the turbo scoop and the rain sensor between the windshield washer nozzles (even with all the trick stuff USDM 300ZXs got, Japan always kept a couple of toys for themselves). This sensor wasn’t on the bonnets of “kouki” (later) Fairlady Z 300ZXs.

Bonus 1: Japanese Police Nissan Fairlady Z 300ZX 2by2- The Z31 continued the tradition of having Zs converted to police use. Unlike all other 300ZXs, these came with power wing mirrors. Only the Fairlady Z 200ZG came with these mirrors for Japanese consumers that didn’t want to get used to modern day rearview mirrors. The webpage where the picture above comes from has mention of the Z being used to travel between police branches, causing motion sickness on rough roads to the narrating police officer, being disliked by tubbier members of the police force, felt too low when sat in, and had perpetrators stuffed in the laughable back seats (if the perp was a drunkard, the smell of alcohol quickly filled the small cabin). Was it used in high speed law enforcement? Not during the narrating officer’s tenure, but he did state that the car was in its element on the highways. Both Tokyo Metropolitan Police (pictured) and the Shizuoka Prefecture had 300ZXs in their force, and have been immortalized in different scales of die-cast.

Bonus 2: V.E.N.O.M. Manta- One of the villain vehicles from M.A.S.K., the V.E.N.O.M. Manta transforms into an assault plane, shoots missiles and even has an escape pod! Seeing one lying around in a doctor’s office as a little kid was probably my first exposure to T-tops (me: ‘That’s a weird sunroof! Where do the roof panels store?’). Mom was lucky I was never exposed to this series (who was rerunning this series in the mid-90s, anyways?). While I wanted a couple of G1 Transformers, I would’ve wanted ALL the vehicles in M.A.S.K.! Well, Mom would’ve said NO!, anyways.

Being a well-known platform, the Z31 had aftermarket support… decades ago.

“Many companies have made parts for the Z31 over the years. HKS, GReddy/TRUST, APEX’i, CarTech, Sparco, among others have produced performance parts in the past, but very few are remaining today. Much of the modification you may want to do requires some thought and design to actually complete. The Z31 is not a car you can simply buy a bunch of parts for and make fast. Like many other cult cars, there is an extreme lack of available performance parts; mostly because of the extreme lack of people willing to buy those parts at fair prices. If you want a car that you can buy dozens of performance parts for, I suggest you sell your Z31 and buy a Honda Civic.”

–Jason84NA2T, circa 2006.

Many of these cars and their ilk have been abused to the point that would make ASPCA consider protecting them. But the thing is, other cars that lived abused lives have fan and aftermarket support to bring them back (or a fanbase that wised up to how special a platform is and cherish them from falling into the hands of morons), does the Z31, -with its name and heritage- have a savior? Thankfully, yes, but it’s a small one.

While the car clearly has fans, they’re not enough to reflect more than a little contemporary aftermarket support, which is unhealthy. I’ve read of Z31 enthusiasts in the 2000s-2010s fabricating their own suspension pieces out of the more popular Nissan S-chassis to get the handling performance that they wanted. The aero stuff for these cars seems to only exist in Japan and/or back in the ‘80s. Just looking up ‘300ZX’ on the web isn’t enough: you have to put ‘Z31’  in there as well or else your search results will only consist of the far more popular Z32 300ZX. The point: If you want a unique Z31, prepare to work for it.

This is where Z31 clubs come in. I will say this about Z31 enthusiasts: when I was starting to learn more about these cars when I was younger, I saw how much information these folks had in their webpages and were willing to share: production numbers, year to year changes, gear ratios, service bulletins, factory service manuals, microfiches (!!!), etc., all readily available for younger enthusiasts looking to get into the ‘80s and ‘90s car scene to take advantage of. Hopefully these newer enthusiasts will take care of this valuable data as well as the cars they’ve come to like.

The Yoroshiku Mechadoc (A Tutto Gas, in Italy) Z31 Fairlady Z 300ZX 2-seater should be as recognizable as other cars in the series, given its role in the climactic final race in the anime. Yet it doesn’t even appear on the manga covers.

The Z31 Nissan 300ZX used to be a common sight on my local roads. Two neighbors had ‘em back in the mid-‘90s, one wonderfully louvered to the gills, the other mocking my age and economic status with a ‘For Sale’ sign. It saddened me seeing a stripped tub lying on its side on the side of a backroad back in the mid-‘00s. Some of the cool church members had ‘em, one of them being a factory-appearing black Turbo, with red underglow. I think I disobeyed a Commandment by coveting his car, but during that time period, it was the highlight of my day when it appeared. When it didn’t, at least I could take solace in the highlight of the Evening, where I’d go to the local arcade, on which I’d play Wangan Midnight: Maximum Tune series with my car of choice: a Z31 Nissan Fairlady Z. I was outclassed against arcade dwellers and 6-speed cars, but I relished every hard-fought win with it, especially against overpowered ones ping-ponging on the corners while I made do with handling over power.

Eventually, that black Turbo was sold (the guy now owns a white one), though I did spot it for sale in a website I shouldn’t have been watching: the local classifieds webpage (it’s addictive). I even spotted it on the street a couple of times in the mid-2010s. It’s the perfect symbol as to how the Z31 as a platform fell off my radar. Maybe it wouldn’t have happened so quickly if all the local arcades where I raced my virtual Z31 with didn’t go to crap. Arcades and local economy aside, it hasn’t been the only car to fall off, though (Porsches, BMW coupes, W126 Mercedes-Benzes, 1980s Ferraris and RWD Toyotas haven’t garnered much following from me lately as well). Honestly, I’m surprised, if a little embarrassed that it’s taken me this long to write about it. Maybe it’s time to pay attention to them again.

–Tigerstrypes

References:

Opening pic and AE: Pinterest

Vaporwave engine (composed by me): Import Archive and Pinterest

Aero 300ZX and Nissan racers (image edit by me): Import Archive

Yoroshiku Mechadoc Fairlady Z: order.mandarake.co.jp and minkara.carview.co.jp/userid/2266059, respectively

Drake meme: https://imgflip.com and Pinterest

Japanese cop car found on Japanese cop’s website: www.cbx1000z.at.webry.info  

Rally 300ZX: www.gramho.com  

200Z: http://www.xenonzcar.com 

200ZR: http://www.nosweb.jp

300ZR: Tumblr

Shiro Special, burgundy 300ZX and Vert: https://bringatrailer.com

Manta: www.maskforce.com

HKS: http://redz31.suomiz.ne