The 300ZX

History

Although the 300ZX was launched in 1989, design work on the car started way back in  1984 when Nissan decided to plan a replacement for the first generation 300ZX. While previous Zs were always based on the Z before, this time it was decided to go right back to basics and ask the question "what is a sports car, and what does the customer want from it?"

After a almost a year of planning, Nissan came up with their answer: a sports car has to be a pleasure to drive, with plenty of performance and handling, with standards set by cars like the Porche 944 Turbo. They wanted a wide customer base, which meant that a 2+2 had to be available, with automatic transmission as an option, together with a reasonable amount of luggage space. Although a convertible was not contemplated in the design stage, this option was first offered by after market coach builders and eventually as an additional model by Nissan from 1995. A few convertible models were imported into New Zealand.

The car was principally designed for the US market, and styling design was by competitive proposals from within Nissan, including a submission from Nissan Design International in San Diego, California. However, it was unanimously agreed that the Nissan design centre of Japan was the one to go for, signaling the arrival of the coming of age of the Japanese car industry.

Based on previous achievements in the Z range, target weight was to be no more that the previous 300Z, and shorter yet offer the same interior space as the old 300ZX. The designers also wanted to put the driver at the centre of the car, and give it a mid engine appearance. This, then, set some constraints on the evolution of the new car . It meant a front engined, rear wheel drive car.

Each feature of the new car was the result of careful research into the likes and demands of the sports car buyer. So different was this car that it shared no common features with the old 300ZX except for the name and cc rating. As their 'target' for performance and handling Nissan took the Porsche 944 Turbo, and the new 300ZX became the first Nissan to have an extensive overseas test program, which included road and track driving in Europe and North America in company with rival cars. The European specification 2 + 2 Turbo had extensive testing at high speed on German autobahns and on the old 14 mile Nurburgring road circuit, where Nissan's testers lapped faster than the Porsche 928 GT. Performance figures compared well with the Porsche 944 Turbo's 155 mph maximum, 0-60 mph in 5.6 seconds, and 0-100 mph in 15.

In recognition of the I55 mph potential on the autobahn, cars for Europe underwent a special test procedure at the end of the production line at Nissan Shatai in Hiratsuka City, the Z car factory. Each spent 50 minutes on a high-speed rolling road dynamometer, a period which included continuous running at maximum speed.

On May 1st 1989, the new 300ZX was launched first, in normally-aspirated form, onto the US market. The 2+2 non turbo followed in June 1989 and turbo (which was first available only as a two seater in the USA) followed in September. All combinations of turbo, non turbo, 2+0, 2+2, manual and automatic were made available in Japan starting from July, under the label "Fairlady Z", but unlike previous Z cars, no 2 litre turbo versions were made. A change in tax laws in Japan meant there was little advantage in offering this option. Normally aspirated cars for Australia and New Zealand became available from November 1989. Then from March 1990 the 2+2 Turbos became available for Europe, and from 1st April 1990, UK.

Reaction to the fourth generation Z was akin to that of the original 240Z. Praise from the motoring press was sweeping, as the car garnered every major automotive accolade for the year. 1990 was also the year that saw American Z-car sales (all models since the 240Z) reach the one million sales mark- making it the best selling sports car of all time. In Japan, even at an expensive 3.2-4.5 million yen it sold better than any previous Z car, with sales starting at 2,000 per month for the first 6 months. In Britain, it had the distinction, pre Honda NSX, of being the most expensive Japanese car ,ever offered, starting at £34,500 though the price has since been reduced to £30,650. In Australia the car in normally aspirated form was offered from A$81,000 (New Zealand NZ$96,000), depending on options.

The new model, despite a significantly higher price than its predecessor in all markets, was given an enthusiastic welcome by car magazines. It was a different order of Z-car, which bore comparison with even more expensive machinery from other manufacturers. In naming it their 1990 Import Car of the Year, Motor Trend said: "Dollar for dollar, this is the best damn sports car in the world."

Accolades for the new 300ZX continued to be strong. In all, it has been named one of Automobile's "all-Stars" and Car and Driver's "Ten Best" not once, but five years in a row (1990-1994). In 1994, a race-modified version won the prestigious 24 Hours of Daytona and the 12 Hours of Sebring. The 300ZX also went on to win the GTS Class at the 24 hours of LeMans, making it the only car ever to achieve such a record within the same year.

In 1995, the Z celebrated its 25th anniversary with another "Ten Best' award from Car and Driver, making it six straight years for the Z. In tribute, Z Car Club members from regional clubs throughout the U.S. organised a historic relay that took the shape of a gigantic Z across America, starting in Sale Lake City and concluding in Atlanta at the National Z Car Club convention last July.

Although still on sale in Japan in 1997, 1996 was the final year for the 300ZX for the US, and until recently, a replacment was not planned.

For 1996, Nissan has made the US version 300ZX compliant with new emissions regulations. This involved a number of changes, including a new 16- bit computer ( the old one is an 8 bit processor) and the dropping of the variable valve timing system