The Z32 300ZX, Nissan’s GT coupe from the 1990s, is a divisive vehicle. Though the optional twin-turbo VG30 V6 engine of the 300ZX is praised for its sleek appearance, cutting-edge technology, and great performance, it has also been criticized for being bloated, needlessly complicated, prone to failures, and challenging to work on. Since all 300ZXs are now older than 20 years old, they all have reliability problems. They are not for inexperienced mechanics because to their reputation for being challenging to work on and their confined engine bays, which are crammed with intricate wiring and piping.
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What flaws does the 300ZX possess?
Leading Nissan 300ZX issues
- Fuel Injector Failure Could Affect Drivingability This has been reported by 21 people.
- The studs may break off as a result of an exhaust manifold warping. There have been 8 reports of this.
- When a car produces blue smoke, check the PCV valves.
- A vehicle’s air injection system could malfunction, failing the smog test.
How quick is the Nissan 300ZX?
A day at the test track demonstrated that these two ninjas are as strong as they appear and quick enough to defeat any but the most expensive supercars.
The Stealth weighs roughly the same as a BMW 735i, but despite this, it accelerates to 60 mph in just 5.2 seconds and completes the quarter-mile in 14.0 seconds at 98 mph. Our technical director credits the advancement to a powerful production car and a more aggressive launch during testing because it is even better than the performance we measured with a pre-production car in October.
Even faster is the 300ZX Turbo, which is lighter. It accelerates to 60 mph in in 5.0 seconds and completes the quarter mile at 102 mph in just 13.7 seconds. We tested several Zs, but this one turned out to be the quickest.
By the way, both ninjas are swift enough to leave an ordinary Chevrolet Corvette in the dust.
These autos also have legs. The Stealth continues to accelerate until it reaches a wall of aerodynamics at 155 mph. The Z, which is more streamlined and has shorter gears, is equipped with an electronic limiter that is set to engage at 155 mph. The Stealth arrived there before our test vehicle, which had an early 153 mph cutoff. The Z would likely accelerate to 165 mph in the absence of the restriction.
Both vehicles can make heart-stopping stops thanks to their four vented disc brakes and ABS systems. In just 163 feet, the Stealth comes to a stop from 70 mph. Five feet are all that the Z requires. Awesome. Nevertheless, each producer has the most work to perform in this area. Despite their strength, both cars’ brakes showed noticeable fade during our brisk road trips. In fact, after just a few minutes of extremely intense running, we noticed rotor warpage on the Stealth. These ninjas must provide brakes that match their speed before they can say they defeated Porsche at its own game.
On the skidpad, the two vehicles were tied, each hugging the circle with an incredible 0.87 g of grip. The Z, which was easier to drive and more agile, easily won the slalom competition. But as attentive readers will notice, the Nissan’s speed through the cones was slower than the Z Turbo that competed in the Corvette comparison race last year. The Goodyear Eagle ZR tires on our new test car, which provided predictable breakaway at the limit but didn’t seem as grippy as the Michelin MXX tires on the previous tester, was to blame for the change.
Why did Nissan discontinue the 300ZX?
A sports automobile that was produced throughout two generations is the Nissan 300ZX. The 300ZX was offered for sale on the local Japanese market under the brand name Fairlady Z, just like all other Z variations. [1]
The Nissan S30, the first Z automobile, which was marketed as the 240Z in the United States, established the number convention with which the 300ZX moniker was used. It was sold in Japan from 1983 to 2000 and in the United States from 1984 to 1996. The “X” prefix was carried over from the 280ZX, the car’s predecessor, to denote the inclusion of more luxurious and comfortable amenities. The first-generation 300ZX, also known as the Z31 model, was manufactured from 1983 to 1989 and enjoyed great commercial success, becoming Nissan’s most popular Z-car.
The second generation Z31 was pushed upwards in order to increase its competitiveness in the sports car market. It was updated to be speedier and have more cutting-edge technology, but it cost more than its predecessor and saw a price increase with each passing model year. Due to declining sales each year, which was a trend in the high-end sports car market at the time, Nissan decided to stop selling new Nissan Z-Cars in the US after the 1996 model year. However, the vehicle was still offered in Japan until 2001 in limited quantities.
Each model year that the Z32 was available in the United States, Car and Driver included it on its list of the Ten Best for seven years in a row. It was named the 1990 Import Car of the Year by Motor Trend. [2] In 2003, the Nissan 350Z, often known as the Z33 generation Z-Car, replaced the 300ZX.
Has the 300ZX has airbags?
This year, a driver’s airbag was made an option, and a new base model was added to the lineup. Heated mirrors, an illuminated entry system, a cargo cover, and automated temperature control were further standard features. Every vehicle had a Nissan/Bose audio system, excluding the base model. Base models had a two-seat configuration, no T-bar top, and only a 5-speed manual transmission.
The driver’s airbag, which was an option on 1991 vehicles, became required this year. The 300ZX didn’t undergo many further changes.
A factory-built convertible was added to the Z-car roster for the first time as a 1993 model. The convertible had leather upholstery, a manually operated top that folded down over the interior, and a rear “hoop” that provided upper anchor points for the manual lap and shoulder belts. There were no other obvious noteworthy changes.
In 1994, a passenger-side airbag was added to the driver’s airbag. All versions now come standard with remote keyless entry, and the convertible also has a motorized passenger seat.
No significant changes were announced for its final season in Nissan’s lineup. Nissan decided to concentrate its efforts on vehicles that sell in greater quantities and abandoned the 300ZX. Base and hatchback coupes (with or without T-bar roofs), a Turbo coupe, a 2+2 coupe, and a convertible with leather upholstery were all still available. Several iterations of a prospective Z-car for the future have been spotted at auto exhibitions after its demise.
Which 300ZX model year was the best?
In 1990, the 300ZX won Motor Trend’s Best Import Car award. Other honors included being named one of the most fashionable automobiles by G.Q. Magazine. The turbocharged 300ZX was included in Car and Driver’s “10 Best list for seven consecutive years.
T-tops on all 300ZXs, though?
Slicktop/hardtop
The “slicktop, which is essentially a standard hardtop roof, is the other main roof option that was offered for the 300ZX. The targa top was the more expensive option, making this the entry-level or base roof. Slicktop cars were often more basic in terms of equipment specification and were never available in the United States without the NA engine. I’ll explain why many people favor this roof choice later on in this essay.
Tarag Top
It doesn’t require much introduction—since, since you’ve found this page, you probably already know that the 300ZX had a targa top. In the US market, the T-top roof was the most opulent option and the only way to purchase a 300ZX with two turbochargers (if you’re asking if all 300ZX are turbo, the answer is no). The targa top was available with or without a factory turbo engine in certain export countries, including the domestic Japanese marketread our JDM meaning guide here.
Convertible
You already know that a small number of Nissan 300ZXs were produced with a soft top folding roof similar to what you could find on a Mazda Miata if you’ve read our Nissan 300ZX buyer’s guide. Since there has never been a factory 2+2 convertible option, convertible 300ZXs are extremely uncommon and this is the only body style for which a turbocharged engine has never been offered. The 300ZX convertible is unquestionably a “because to the superior available driving qualities, most enthusiasts prefer either the slicktop or the targa. For what it’s worth, I don’t believe the 300ZX’s body form is appropriate for a convertible roof either, but that’s just me.
How can I tell whether my 300ZX is a turbo?
Even after all these years, its futuristic design is still contemporary and cutting edge:
As this relatively uncommon automobile becomes more difficult to locate as time and mileage take their toll on the pool of “survivors,” prices for 300ZXs have been rising recently.
If you’ve read our Nissan 300ZX buying guide, you are aware that there were two different engine options for the 300ZX. A 3.0 v6 twin turbo and a normally aspirated variant were both available.
Whether you recently purchased a 300ZX (or are considering one), you may be wondering, “How do I tell if my 300ZX is dual turbo?
There are a numerous ways to determine this, but in our opinion, looking at the gauge cluster is the quickest and easiest.
In the instrument panel of a twin turbo 300ZX, there will be a turbo boost gauge that looks like this:
Under the speedometer, the turbo boost gauge is visible.
Non-turbo versions lack this prominently displayed turbo gauge, as shown in this illustration:
Therefore, if you’re asking, “How can I tell whether my 300ZX has twin turbos? Then this is a simple way to accomplish it without even needing to get out of the car and open the bonnet.
For further details on how to get a great price on this increasingly hard to find Japanese classic, be sure to review our Nissan 300ZX buying guide.
A fair woman automobile is what?
The automobile continued to be referred to as the “Fairlady” in the local Japanese market, where 2-liter inline-six engines were also offered and were initially debuted in 1978. It was known as the Datsun/Nissan 280ZX in export countries. In response to the new Fairlady, Toyota unveiled the Supra in the same year, while it also kept making the Celica on which it was based.
The 2.8-liter L28 inline-6 engine and 5-speed manual transmission were the only components carried over from the previous 280Z, while the rest of the vehicle was upgraded to a higher level of luxury to satisfy rising consumer demands. T-tops and a turbocharged variant, which were added to the normally aspirated (NA) 2-seater and NA 2+2 models in 1981, are two significant upgrades for this new generation of Z-cars. The turbocharged type could produce 180 bhp (130 kW) and 203 lbft (275 Nm) of torque when connected to either a 3-speed automatic or 5-speed manual transmission, which is more than the NA engine’s 135 bhp (101 kW) and 144 lbft (195 Nm) of torque.
A notable model is the 10th Anniversary Edition, which has luxury equipment including leather seats, headlamp washers, and automatic climate control along with gold emblems, alloy wheels, and two-tone paint in either gold/red or black.
With 86,007 units sold in its first year, the 280ZX set a Z-car sales record and was named Motor Trend’s Import Car of the Year for 1979.
[3] While it won plaudits for pushing the Z-car to new heights of performance and comfort, many fans also bemoaned the increased focus on luxury over driving enjoyment. This would continue with the third generation of the Z-car, which would have a total makeover and raise the bar for the Z-car even higher.