Compared with the previous 300ZX the unitary hull of the new car is at least 20 per cent more rigid. The complete body Is 25 kg heavier than that of the old 300ZX. Reinforced box sections form a kind of supplementary under-floor frame. Corrosion-resistant zinc-nickel-plated Dura Steel is used for most of the outer body panels, though the bumper armatures are of reinforced fiberglass, and plastics are used for the front apron and the front and rear bumper outer shells. The rigid structure was essential to get full benefit from the multi-link suspension that the 300ZX has both front and rear. The bonnet  is made of aluminium, as are the wheel jack, chocks, and most of the brackets in the engine bay that support accessory item such as solenoid operated valves.

A long wheelbase (5 in greater than that of the old 300ZX) and short over hangs front and rear produced a car that was shorter overall but more spacious inside. The windscreen is steeply raked at 26 degrees and in conjunction with flush side glass, helps keep the drag coefficient down to 0.31 for the non turbo and 0.32 for the turbo (due to the rear spoiler). Nissan did not want to sacrifice styling to aerodynamics. As in the previous 300ZX, a T bar system provides the opportunity to take out one or both smoked glass roof panels for open air motoring. When these are not in use, they are stowed in a vinyl pouch that straps to the floor of the luggage are. Two sun shields are also provided.

Though the 2+2 version is 8 inches longer than the two seater, at a glance the two are virtually indistinguishable. Both versions were both designed together, and are hard to tell apart, despite there being five inches difference in wheelbase. The small rear seats of the 2 + 2 mean that the fuel tank is moved back behind the axle line, so that the filler is behind the left-hand rear wheel rather than in front of it. When viewing the car from the right hand side, the 2+2 is 5 inches longer between the trailing edge of he door and the rear wheel arch.

American-market cars have an unbadged nose while British and other European 300ZXs carry the Nissan logo between their headlamps. In Japanese home market cars, this is replaced by a large 'Z' badge.

In early models the normally-aspirated car has smoother lines from the rear, thanks to the absence of the turbo's tailgate spoiler. At the front, the normally-aspirated version can be identified by the absence of intercooler grills in the air dam. To achieve the desired nose profile, Nissan had to introduce a new headlight assembly produced by their suppliers, Ichiko Kogyo, who developed a new glass pressing process.

Nissan wanted to achieve various things with their wheel design - strength, style and a way of providing cooling air to the brakes, which is why they are designed to show so much of the disc and calliper. This is also why the rims are made from cast alloy. Callipers are alloy to reduce unsprung weight. As these can be seen through the alloy wheels, considerable effort was made to make them attractive.

Driver visibility is limited, not helped by the enormous C pillar. Supermarket parking is a risky business for this car. Smashed front air dams are a common occurrence. In crowded Japanese cities, its not uncommon for owners to fit electrically operated telescopic front flags to indicate front bumper position.