Fairlady z

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Nissan Fairlady Z - All The Z Models Reviewed

Lumps and Legends

Anyone looking at a #Micra, a #Pulsar or god forbid a Joke - #Juke would be forgiven for thinking that Nissan are just a bit lame.

The truth however is that this Japanese brand has always been a little bit Jekyll and Hyde, producing utterly pedestrian cars for the masses while creating beautiful and exciting performance driving icons like the GTR, and the Z car family.

Back in the late 1960s when Nissan then known as #Datsun first introduced the Z-car, no one was to know that they were initiating a motoring dynasty that would become an enduring icon of Japanese design and engineering, to be held up alongside other cultural icons such as Godzilla, Katana Swords, Bonsai Trees and Sushi.


The first Z Car, the 240Z was a beautiful looking car, with elegant lines that sat somewhere between the Jaguar e-type and C2 Corvette of the time but more edgy and modern than the others, a bit smaller too. But it wasn’t just looks that made the 240Z stand out.

Although it was built from off the shelf parts, the 240Z was so well made and handled so beautifully compared to it’s contemporaries from Ford (mustang), Porsche (911), Chevy (Corvette), Jaguar (e-Type) that it became an instant legend, suddenly the sports car to beat.

the 240Z was a beautiful car, with elegant lines somewhere between the Jaguar e-type and Corvette


Sadly however, tastes changed through the 1970s and Nissan had to go with the flow, regularly updating its classic design to keep up with the trends. This meant, brutally constricting early 70s emissions controls robbed it of power, the engine had to get bigger as did the chassis as Nissan attempted to broaden the car’s appeal as a “personal coupe” rather than a sports car.

By the time the last of the #280ZX rolled out of the factory, the Z cars had lost much of what made them special, with opulent interiors, soft suspension and under stressed engines making them rather like the Elvis Presley of the time, a dim shadow of his former self.

The less said about the 80s #300ZX the better but Z car was resurrected for the 90s with the magnificent Z32 shape 300ZX that offered drop dead good looks with staggering performance and an all new alloy v6 that even powered racing aircraft!


The 300ZX died quietly and Z cars were gone for a little while before returning magnificently in the early 00s with the fantastic 350Z, later replaced by the 370Z an excellent car, still on sale in 2017.

F cOmes Before Z

The 240Z was not Datsun’s first sports car, the 1959, Fairlady 1000 takes that accolade. This 1000cc four banger looked the part, an italianate barchetta, elegant light weight 50s design, the lady was fair indeed.

What she had in looks though she lacked in performance, the engine was underpowered even by the standards of the time and it was the 1500cc update, styled by the legendary Count Albrecht Goertz in 1963 that first brought the car to the attention of sports car fans.

The car continued to grow in capacity to a 1.6 and then a 2000cc the final variant, known as the Sports 2000 was a very potent machine with up to 155hp on tap it excelled in competition

240Z The Icon Is Born

The 240Z was launched in Japan in 1969 as the Fairlady Z, it is hard to imagine just how progressive it must have looked at the time, contemporary writers likened it to a lighter, sharpened and more agile #Jaguar e-type, high praise indeed to be compared to that much loved legend from Coventry.

The original 240z had a very competitive 151 horsepower propelling it to 60 mph in 7.8 seconds, not too dissimilar to our contemporary #Toyota-GT86.

In the USA, Datsun sold an impressive 16,215 240Z in its first year!

This form continues with 33,684 the following year and 45,588 the year after that, in 1973, it’s final year of production, the 240Z sold 46282 cars making a total of 141,786 240Z sold to US customers in just 4 years.

One wonders why they felt the need to change anything about it!

Not Only a Sales success

The 204Z was not only a sales success but a competition success too. In 1971 three 240Zs were entered into the gruelling East African Safari Rally.

As a testament to the superb engineering behind the 240Z, all three cars finished their debut race, one of them, incredibly being driven to victory by Edgar Hermann and Hans Schüller, second place going to… another 240Z!

That same year, the close cousin of the 240Z the Fairlady 432Z - same body, different engine won the 1000Km of Suzuka, the 240Z even competed at the 24 Hours of Le Mans however that was in 1975 and the aging 240Z was behind the pack.

The fundamentals of the 240Z were just right for competition, the suspension comprised of MacPherson struts at the front end and Chapman struts at the rear. Incase you are wondering, Chapman struts are named after their inventor, Colin Chapman, the founder of Lotus cars.

1971 East African Safari Rally all three cars finished one of them, driven to victory and second place going to another 240Z!

Less from More

The 240Z was replaced by the 260Z in 1974. As the name indicates, the engine capacity increased from 2.4l to 2.6l.

This increase in capacity sadly did not bring an increase in performance, the 260Z having lost a few horses when compared to the 240Z, 139 vs 151 horsepower. This decline was due to &0s emissions controls which sucked power, it is worth recognising that Chevy got similar power from their 5.7 V8 at the time.

The bad news did not end end with the emissions controls, the 260Z was a bigger car too, it got two comically small rear seats, a longer wheelbase and unsightly large bumpers, this bigger larger car was slower and had lost the crisp handling of it’s predecessor.

A year later the 260Z was replaced by the 280Z, the name indicating another increase in engine capacity. Adding fuel injection to the mic brought the power back to 149 horsepower, similar to that of the original 240Z but the 280Z never was a fast car but it still looked good and it was a sales success, in 1977 they sold 70,000 in the USA.

Production ended on the 240Z derived family of sports cars in 1978.

A sad state of affairs

In 1979 the #280ZX was born, this was not a good time for cars generally, with the muscle and pony cars of earlier years being replaced by disco lounge inspired monstrosities, heavy and opulent, with ultra soft suspension and saggy handling.

Although the 280ZX looked a lot like the 280Z it was significantly wider and longer and most tellingly it had an altogether different suspension. The bigger heavier car having the same engine as the 280Z but somehow it lost a handful of horses.

Producing just 135 horsepower, the #280ZX was truly a slug, getting to 60 in 11 seconds, dismal next to the original 240Z with 7.8 seconds. 1981 brought turbo power to the Z car for the first time, producing the most powerful model to date the 280ZX turbo with 180 horsepower.

The turbo car was at first only available as a 2 seater manual and with a 0-60 sprint taking a whisker over 7 seconds, the Z car once again had respectable performance. The 280ZX production ended in 1983, despite its mediocrity the car sold well to the end.

The 280ZX was also the last car to be sold as a Datsun with the rest of the Nissan range dropping the Datsun name in 1981.

Ignominiously, the first Z car to be branded a Nissan was the #300ZX, this update of the 208ZX featured bland new exterior styling and grotesquely opulent new interior, the one positive not being the new 3.0l v6 being more powerful at 160 horsepower than the 2.8l inline six. There was a turbo version of the 300ZX that had an impressive for the time 200 horsepower!

What it lacked as a streetcar, the competition version of the 300ZX made up for on track. Significant reductions in weight from the road car which was no real slouch meant that it could be the basis of a pretty competitive racer.

Famously campaigned by actor turned race driver Paul Newman, the 300ZX competed valiantly in the SCCA Trans AM race series, winning at Brainerd in 1982.

A Phoenix Risen From the Ashes

The years between 1974 and 1989 could hardly be considered the glory years of the Z car. Despite looking a lot like their glorious ancestor, the 260/280Z and 280/300ZX had not lived up the that early promise. All this made the 1990 launch of the new Z32 shape 300ZX all the more staggering.

The #300ZX set off in an entirely new design direction, the legacy shape replaced by one sleek and modern, with not a hint of retro to it. The rebirth of the Z car didn't end with the styling.

The new cars had thrilling performance to match the futuristic exterior. The suspension was beefed up with a new multilink setup at the back and an A arm set up in the front, the real party piece of the handling setup being the very sophisticated, speed sensitive rear wheel steering.

To say that the 300Zx handled well was an understatement, it handled spectacularly!

Under the hood things got even more exciting, the somewhat tame 160 - 200 horsepower v6 of the old 300ZX was replaced by a new double overhead cam 24 valve v6 with over 220 galloping horses, that’s 20 more than the turbocharged previous 300ZX.

The new 300ZX Turbo however was staggering at the time. The v6 gaining a pair of turbochargers raising the output to 300 horsepower. These days you can get 300hp in a hatchback but in 1990 this was a supercar.

If there was a negative point about the new 300ZX it would have to be the matter of weight. It sure was a hefty beast, it was large but all that new technology was heavy too, the 300ZX came in at a pretty sturdy 1600kg. That heft meant that despite the staggering output, the acceleration figures for the 300ZX were only ever a modest 6.3 seconds for the turbo model.

Nissan have never been shy of racing and it didn’t take long for the 300ZX to find its way onto the track. Surprisingly the race car was built on the 2+2 model, apparently the longer shel permitted better weight distribution.

The 300ZX racked up numerous wins throughout it’s campaigning career in the 1990s with class wins at 24 Hours of Le Mans and Daytona 24 Hours being the most celebrated. The endurance racing version of that factory based v6 producing a heavily boosted 800 rampaging horses!

The production of 300ZX cars continued until 2000 but exports to the US ended in 1997.

The Difficult Third Album

With the huge success of the 300ZX, and little hint of any forthcoming replacement, the 200 demise of the Z car might have seemed like a long term thing. Any fears were unfounded however when in 2003 Nissan unveiled its spectacular replacement.

The compact and brutally powerful new #Fairlady-Z. The #350Z as it is known outside Japan took the Z car in a new direction, much smaller than the 300ZX, a strict 2 seater with a beefy 3.5l v6 from the Infiniti G35 mounted behind the front axle this beast was unleashed into a sports car world previously dominated by the BMW Z3 and Audi TT and took the game to an entirely new level.

The new engine was easily the most advanced to ever grace a Z car, with 24 valves, quad cams, variable valve timing, and high compression the all aluminium VQ35DE is a magnificent power plant.

In 2003 it was rated to 287 hp but this soon grew to 306hp by the time the last 350z were being produced. The 350Z brought with it astonishing performance, 0-60 was despatched in a shocking 5.4 seconds! The new compact shape did wonders for the handling, the mid mounted engine kept all masses close to the centre of the vehicle enabling a level of agility not previously seen in a Z car. By taking the 350Z back to basics, Nissan had rekindled the magic of what made the 240Z such a wonderful sports car.

In mid 00s competition in the small sports car category was fierce, the 350Z faced serious competition in the BMW Z4, Honda S2000 and Porsche Boxter, all great cars and all drop tops, Nissan unleashed a convertible 350Z to take the fight out in the open.

In 2005, the 350z got an engine upgrade bringing it from 287 to 300hp, this reprofiling of the engine brought a higher redline but didn’t do anything for acceleration however as torque dropped off a little, the new engine has proven to be even more reliable and is seen as the one to buy. In 2007 the 350Z got yet more power taking it up to its ultimate 306hp specification. The hi-po 350Z can be identified by the subtle power bulge on the hood.

NISMO, Nissan’s counterpart to BMW M division produced a track optimised version of the 350Z with upgraded aerodynamics, engine and suspension, dubbed the 380RS competed widely with factory support in the hands of privateer racers in the GT3 race formula.

Improving on Perfection

Many felt that Nissan had got everything right with the 350Z, apparently so did the people at Nissan as when it’s replacement was unveiled in 2009, the differences were only small.

Unlike any previous point in the history of the Zcar, the 370Z represented an incremental change but all in the right direction. It was lighter, faster, more agile, prettier outside and neater inside. Nissan had done it, they had perfected the Z car at last!

The 370Z introduced a level of power previously unseen in a factory Z car, 330 horsepower and 270lb-ft of torque propelling the new smaller and lighter frame, the performance was expectedly brilliant, 4.9 seconds 0-60 time and 100mph coming after just 12 seconds. F there is any room to complain about the 370Z it would be the convertible which is oddly proportioned with the hood up or down.

Nissan claims the 370Z production run will end soon and no replacement is in the works. The market has changed too, with a 3.7L v6 being largely at odds with a market full of 2.0 4 pot turbos. The Z car’s long serving adversary the Toyota Supra looks set to make a return soon with hybrid power. Could this be the future for the Z car too?

Sours: https://drivetribe.com/p/nissan-fairlady-z-all-the-z-models-YhDwcqxZSMOrcJwMap8ALQ

Guide: Nissan S30 Fairlady Z & Datsun 240Z



During the 1960s, Nissan produced a range of open two-seaters to include the Fairlady 1500, 1600 Sport and 2000 Roadster. These were a commercial success, particularly in the USA, where they were seen as inexpensive rivals to the likes of MG, Triumph, Fiat and Alfa Romeo.

In late 1966, work also began on a more upmarket Gran Turismo that would further enhance Nissan’s image.

Nissan had already produced the Silvia 1600 Sports Coupe, which was introduced at the 1964 Tokyo Motor Show. However, with just 554 produced (nearly all of which were sold domestically), the 1.6-litre inline four cylinder model proved a commercial flop.

Around the same time, a collaboration with Yamaha was also abandoned as the proposal did not meet Nissan’s expectations.

Yamaha went on to partner with Toyota for the project and the iconic 2000 GT was born.

While the 2000 GT went down in history as Japan’s first sports car icon, Toyota lost money on every car they sold. From a financial perspective, Nissan were right to have walked away.

The company instead chose to develop their own sports GT designed squarely for the lucrative US market.

Launched at the Tokyo Motor Show in October 1969, the new car was sold in the Japanese Domestic Market (JDM) as the Nissan Fairlady Z and elsewhere as the Datsun 240Z.

Because of punitive taxes levied on vehicles sold in Japan with a capacity greater than two-litres, the Fairlady Z was equipped with a 1998cc motor while the engine in the 240Z displaced 2393cc. Otherwise, the two variants were practically identical.

Designed by Nissan’s Sports Car Styling Studio, the Z was equipped with a sleek two-seat Coupe body, a straight six engine and rear-wheel drive. Its handsome looks, modern engineering, relatively low price and impressive performance saw it become an international best seller that did wonders for Nissan’s image.


Built around a pressed steel monocoque, the Z came with fully independent suspension.

The front end comprised MacPherson struts with lower transverse links, drag links and an anti-roll bar. At the rear were Chapman struts and lower wishbones. Coil springs and telescopic dampers were fitted all round.


Braking was courtesy of discs up front and drums out back.

14 x 4.5-inch steel wheels were fitted with stylised hub cabs (apart from non-L JDM variants which used unadorned steel rims).

A 60-litre fuel tank was installed underneath the rear storage compartment.

Engine / Gearbox

In the engine bay was Nissan’s single overhead camshaft straight six. It featured a cast-iron block and an aluminium alloy head with two valves per cylinder.

The two-litre L20 unit fitted to the JDM Fairlady Z displaced 1998cc thanks to a bore and stroke of 78mm and 69.7mm respectively.

Compression was 9.0:1 and two SU-type Hitachi HJG 46W sidedraught carburettors were fitted.

Peak output was 130bhp at 6000rpm and 127lb-ft at 4400rpm.

For the 240Z, Nissan used their L24 engine which had a capacity of 2393cc. Bore was increased from 78mm to 83mm and the stroke was extended from 69.7mm to 73.7mm.

Compression and fuel feed were identical to the L20 unit.

Output rose to 151bhp at 5600rpm and 146lb-ft at 4400rpm.

A five-speed gearbox was usually fitted, although 240Zs destined for North America came with a four-speed unit instead.


Styling-wise, the Z was unapologetically inspired by the Jaguar E-type, a car that Enzo Ferrari had famously described as the most beautiful in the world.

Single headlights were set back from the nose in fibreglass bowls either side of a wide rectangular intake that fed fresh air to the radiator and engine bay.

The long hood was home to an artistically crafter power bulge.

Slim pillars meant visibility out of the fastback cabin was excellent; the window frames were stainless steel like most of the brightwork.

The Kamm tail fascia was painted Datsun Grey.

Delicate chrome bumpers came with rubber inserts on the corners and overriders. Non-L JDM variants came with plain bumpers.



Nissan ensured the interior was just as visually appealing.

A wood-rimmed three-spoke steering wheel fronted two primary cowls that were home to a rev counter and speedometer.

Three smaller cowls were mounted above the centre of the dash. These housed a clock and combined gauges for battery amps / fuel and oil temperature / water temperature.

The central console directly below contained the ventilation controls and a radio.

Vinyl leatherette was used to upholster the seats, side panels and gear gaiter with carpet pretty much everywhere else.

The large rear hatch was supported by two gas-filled struts. Once opened, it provided a generous amount of luggage space. Two straps helped secure any load in place.


Initially, three versions of the two-litre Fairlady Z were offered: the entry level S30S (Fairlady Z) and the slightly better equipped S30 (Fairlady Z-L).

There was also the high performance PS30 (Fairlady Z432) that used the four-valve, triple carb, dual overhead camshaft engine from the C10 Skyline GT-R.

The Z432 is covered separately.

All Fairlady Zs were built in right-hand drive.

The Datsun-badged 240Z was available in both left-hand drive (HLS30) and right-hand drive (HS30).

Weight / Performance

Fairlady Zs typically weighed in at 1025kg.

The 240Z was 1057kg in North American trim and 1040kg for most other markets.

All Zs had a top speed in excess of 125mph and 0-62mph time of around eight seconds.

Production Begins

Production started at Nissan’s Shatai factory in Tokyo during October 1969.

The Z garnered rave reviews from road testers and customers alike.

Dealers soon had long waiting lists; in the US, cars quickly began to trade at a premium over list and prices remained at elevated levels until production was coming to an end.

Production Changes

A series of developments were made during the car’s life. These were always applied to US market Zs and, while machinery destined for other markets generally followed suit, this was not always the case for JDM variants.


In September 1970, Nissan introduced a three-speed automatic option. Cars equipped as such came with a ‘Nissan Full Automatic’ badge on the tailgate.

From February 1971, the two horizontal vents located below the rear window on the rear hatch were deleted as customers complained of exhaust gases entering the cockpit. Instead, vents were discretely added to each sail panel as part of a new circular ‘Z’ emblem.

Other changes made at the same time included faster windscreen wipers, bigger sun visors, a two-stage door check link, a new steering wheel (with holes instead of indents), redesigned ventilation controls, HR instead of SR-rated tyres and a recalibrated oil pressure gauge.

Seat belts were changed to a button instead of latch-type release, a hood was added to the map light to reduce glare and speedometers started at 0 instead of 20.

Seats with tilting backs were a new option.

In October 1971, the tilting seats were made standard. Nissan introduced new flat face hub caps with soft triangular openings and a Z emblem instead of the original curved rectangles with a D emblem. The wheels themselves were widened from 4.5 to 5-inches. Inside, the centre console was redesigned and the fuel filler cap latch was deleted.

As a result of requests from potential customers, Nissan began to offer the 240 Z in Japan from November 1971. Like the two-litre Fairlady Z, the JDM 240 was available in standard Z trim (HS30S) or the slightly more upmarket Z-L configuration (HS30).

From January 1972, automatic seat belt retractors were fitted along with a buzzer and light to warn if the belts were not fastened. Around the same time, the heated rear window was switched from vertical to horizontal elements.

The final round of updates arrived in August 1972 with a series of changes for US variants that mostly focused on improved safety and emissions.

New flat instead of domed carburettors were fitted along with a different E-88 head. Externally, 5mph impact bumpers were added and the headlight bowls were switched from fibreglass to steel. Flame retardant upholstery was now used along with a new hazard warning light switch, backlit heater / ventilation controls and an intermittent wash / wipe setting.

Production continued for another year before the 2.6-litre 260Z arrived.


End of Production

The last two-seat 240Z was manufactured in August 1973.

A long wheelbase 2+2 GS30 240Z was subsequently manufactured until 1978.

The Z was one of the most commercially successful sports cars ever produced.

In terms of the export model, around 168,000 240Zs were produced between 1969 and 1973. Just over 4200 right-hand drive examples were delivered to the UK and Australia.

If anyone has production numbers for JDM Zs, please let us know.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan -

More Nissan articles from Supercar Nostalgia

Ben TyerNissan, Nissan Z, Nissan S30, 1960s Supercars, 1960s Japanese cars, 1970s Supercars, 1970s Japanese cars

Sours: https://supercarnostalgia.com/blog/nissan-s30-fairlady-z-datsun-240z
  1. Antique trunk images
  2. Cigar auctioneer
  3. Busty cosplay
  4. Lee minho gif
  5. Realistic doll

  • No.221
  • Fairlady Z432
  • Year:1969
  • type:PS30
  • Orange


  • No.060
  • Datsun 240Z
  • Type: HS30
  • Year: 1971
  • Red


  • No.061
  • Datsun 240Z
  • Type: HLS30
  • Year: 1972
  • Red


  • No.329
  • 329Fairlady240ZG Highway Police car
  • Type: HS30rev.
  • Year: 1972
  • -


  • No.340
  • Fairlady 240ZG
  • Type: HS30H
  • Year: 1972
  • Maroon


  • No.141
  • Datsun 240Z
  • Type: HLS30
  • Year: 1973
  • Red


  • No.059
  • Fairlady 240Z
  • Type: HS30
  • Year: 1973
  • Red / White / Blue


  • No.241
  • Fairlady Z-T
  • Type: S31
  • Year: 1977
  • Maroon


  • No.075
  • Fairlady Z-T
  • Type: S31
  • Year: 1977
  • White


  • No.237
  • Fairlady 280Z-L
  • Type: HS130
  • Year: 1978
  • Black


  • No.248
  • Fairlady 280Z-T
  • Type: HGS130
  • Year: 1981
  • Maroon


  • No.100
  • Fairlady Z 300ZX
  • Type: HZ31
  • Year: 1983
  • Red / White / Blue


  • No.236
  • Fairlady 200ZG
  • Type: GZ31
  • Year: 1985
  • Gray


  • No.146
  • Fairlady Z 300ZX
  • Type: GCZ32
  • Year: 1989
  • Red / White / Blue


  • No.402
  • FairladyZ 2by2 300ZX Twin-Turbo
  • Type: GCZ32
  • Year: 1989
  • White


  • No.215
  • Fairlady Z Convertible
  • Type: HZ32
  • Year: 1992
  • Red


  • No.254
  • Nissan 300ZX T-top
  • Year:1992
  • type:Z32
  • White


  • No.216
  • Fairlady Z 300ZX
  • Type: GCZ32
  • Year: 1998
  • White


  • No.284
  • Fairlady Z
    Version ST
  • type:Z33
  • Silver


Sours: https://www.nissan-global.com/EN/HERITAGE/fairlady_z.html
The 2023 Nissan Z Spotted on Public Streets! [First in World]

The Datsun/Nissan Z-car, introduced as the 240Z as the 1960s sputtered to a close, now ranks in the pantheon of great Japanese things, right up there alongside Nikon cameras, fatty tuna sushi, Katana swords, and Mothra. There wasn’t anything particularly new about the 240Z; it was built of ordinary and familiar parts. But it drove so well and was built so well that it elevated consumers’ expectations for all sports cars. It was a better Datsun—and Nissan—that would eventually inspire better Porsches, better Corvettes, and better Jaguars.

But Nissan didn’t have the spiritual fortitude to stick with the Z’s original mojo. The disco temptation was impossible to fight during the 1970s, and the Z became the ZX. Crushed velour upholstery, T-tops, and a flabby suspension came with it. Then Nissan changed its mind again. Here's the Japanese sports car, its antecedents, its gooey successors, and its eventual resurrection as a true sports car again.

Sours: https://www.caranddriver.com/features/g15377615/my-fair-lady-a-visual-history-of-the-nissan-z-car/

Z fairlady

Nissan Z-car

"Z-car" redirects here. For other uses, see Z-car (disambiguation).

Motor vehicle

The Nissan Z-cars are a model series of sports cars that have been manufactured by Nissan Motors Ltd, in seven generations, since 1969.

The original Z was sold from October 1969 in Japan, as the Nissan Fairlady Z (Japanese: 日産・フェアレディZ, Hepburn: Nissan Fearedi Zetto), at Nissan Exhibition dealerships that previously sold the Nissan Bluebird. However, for export it was initially marketed as the Datsun 240Z. Since then, Nissan has manufactured six generations of Z-cars, with the most recent, the Nissan 370Z, in production since 2009.

Chief Japanese rivals include the Toyota Celica, Toyota Supra, Mitsubishi 3000GT and Mazda RX-7.

The earlier models of the Nissan Z were built at the Nissan Shatai plant in Hiratsuka until 2000, while the later models (350Z and 370Z) are built at Oppama (2002–2004) and Tochigi (2004–present). Enthusiasts praise the cars for their looks, reliability, performance, and affordability. Every Z car has been sold in Japan as the Fairlady Z and elsewhere under the names Nissan S30, Nissan S130, Nissan 300ZX, Nissan 350Z and Nissan 370Z. In May 2020, Nissan revealed plans to produce a new Z car.[1]


Nissan was a relatively small automaker when it entered the international market in the 1960s and partnered with Yamaha to design a new sports car prototype to update the Nissan Fairlady. It resulted in the prototype Yamaha YX-30 from 1961.[2] Nissan executives saw the prototype as a halo car that would improve their company's image in the minds of consumers. By 1964, Nissan realized that Yamaha's DOHC 2.0-liter engine was not meeting Nissan's expectations and the project was scrapped. Yamaha later finished a prototype and took their design to Toyota, resulting in the Toyota 2000GT.

Yutaka Katayama, the president of Nissan USA at the time, realized the importance of an affordable sports car internationally. Nissan had already produced for many decades the successful series of Fairlady roadsters that competed mainly with English and Italian roadsters, and product planners envisioned a new line of GT cars that would be stylish, innovative, fast, and relatively inexpensive through the use of interchangeable parts with other Nissan vehicles. Nissan also had the engineering background and product development experience with the recently acquired Prince Motor Company, which manufactured the Prince Skyline that was later renamed Nissan Skyline in 1966.

First generation: Nissan Fairlady Z and Datsun 240Z, 260Z, 280Z[edit]

Main article: Nissan S30

Sales of the Nissan Z-cars (internally also called S30 or Z29) started in October 1969 (for the 1970 model year), with separate versions for the Japanese and U.S. markets. The Japanese Fairlady Z featured a 2.0L SOHC L20A straight-six engine producing 130 hp (97 kW), while the US Datsun 240Z featured a 2.4L L24 inline-6 with twin HitachiSU-typecarburetors that produced 151 hp (113 kW) (SAE gross horsepower). A third Z, the Z432 (PS30) shared a performance version of the DOHC 2.0 L S20 engine with the Nissan Skyline 2000 GT-R.

In Japan, the Z was still known as the Fairlady to keep the car in line with the previous generation Datsun Sports roadster. Japanese domestic market (JDM) versions had the Fairlady Z badge on the lower fenders with the 432 badge above (the 432 designation was 4 valves, 3 carburetors, and 2 camshafts). However, Yutaka Katayama ensured the American version had all Nissan, Fairlady Z, and 432 badging replaced with "Datsun" and prevented all dealer shipments until they were replaced.[3]

The 240Z was released in America on October 22, 1969. Combining good looks, and powerful performance, it sold over 45,000 units through the '71 model year and over 50,000 and 40,000 in 1972 and 1973, respectively.

The 260Z was released in 1974. Engine displacement increased to 2.6 L, and Nissan introduced a 2+2 model option with a 30 cm (1 foot) stretched wheelbase and length. Engine power increased to 154 hp (115 kW), except for most areas of the U.S., where power decreased to 139 hp (104 kW) (SAE net horsepower) due to new camshafts, carburetors, and lower compression, that were introduced to comply with new US emissions regulations.

The 280Z was released in 1975 for North America only (not to be confused with the second-generation 280ZX) and featured a further engine displacement increase, to 2.8 L. A major change was the introduction of Boschfuel injection, replacing the previous SU carburetors. This resulted in a power increase to 170 hp (127 kW) (SAE gross horsepower), offsetting increased weight from added luxury features and an enlarged bumper that met US Federal regulations. Export markets outside North America however kept receiving the Datsun 260Z, until the introduction of the Datsun 280ZX in late 1978.

Second generation: Nissan Fairlady 280ZX (S130/Z30)[edit]

Main article: Nissan S130

Nissan/Datsun 280ZX (S130)

Known as the Datsun/Nissan 280ZX in export markets, the car continued to use the "Fairlady" moniker in the Japanese domestic market where 2-litre inline-six engines were also available and were first introduced in 1978. That same year, main rival Toyota introduced the Supra as its answer to the new Fairlady, although it also continued to produce the Celica that it was based on.

The only thing left unchanged from the previous 280Z was the 5-speed manual transmission and 2.8-liter L28 inline-6 engine, while the entire car overall was made more luxurious to meet growing consumer demands. Major changes for this new generation of Z-cars include t-tops, introduced in 1980, and a turbocharged model introduced in 1981, complementing the naturally aspirated (NA) 2-seater and NA 2+2 models. Coupled to either a 3-speed automatic or 5-speed manual transmission, the turbocharged model was capable of 180 bhp (130 kW) and 203 lbf⋅ft (275 N⋅m) of torque, over the 135 bhp (101 kW) and 144 lbf⋅ft (195 N⋅m) of the NA engine.

Notable models include the 10th Anniversary Edition, featuring gold emblems, gold alloy wheels, and two-toned paint in either gold/red and black, with luxury features such as leather seats, headlamp washers, and automatic climate control.

The 280ZX was wildly popular, being hailed as Motor Trend's Import Car of the Year for 1979 and going on to set a Z-car sales record of 86,007 units in its first year.[4] While on the one hand, it received praise for taking the Z-car to further levels of comfort and performance, many enthusiasts also lamented the further emphasis on luxury over driving fun. This would continue with the third generation of Z-car, with a clean-sheet redesign that would take the Z-car to further heights.

Third generation: Nissan 300ZX (Z31, First Model)[edit]

Main article: Nissan 300ZX

The Z-car was completely redesigned in 1984, and introduced Nissan's new series of 3.0-liter V6 engine, dubbed the VG series. The same engine was used in the Electramotive (later to become NPTI) GTP ZX-Turbo that dominated the IMSA GTP races in 1988 and 1989. These were available in both VG30E naturally aspirated and VG30ET turbocharged forms producing 160 and 200 bhp (120 and 150 kW) respectively, although some VG30ET powered Z-cars exported outside of the U.S. produced 228 bhp (170 kW) due to a longer cam duration and less emission restrictions. These were showcased in sleek new wedge-shaped styling and given a new name, the 300ZX. Like its predecessor, it proved to be wildly popular and was the second-best selling Z-car in history[5] selling over 70,000 units due in part not only to its new styling but also to even more added luxury features and high performance. When the 300ZX Turbo was released in Japan, it offered the highest HP available in a Japanese standard production car at the time.[6]

Much like the 280ZX that preceded it, the first-gen 300ZX was thought by enthusiasts as more GT than a true sports car. It had improved handling, acceleration, and more refinement than any previous model Z-car.

Nissan made various changes and claimed improvements to the Z31 model through its entire production. In 1983, Nissan first offered the 300ZX in Japan. It was introduced in the US one year later. All US-market 1984 model Nissan vehicles carried both Datsun and Nissan nameplates. Along with the arrival of their new flagship sports coupe, Nissan launched an aggressive marketing campaign to promote the brand name change from Datsun to Nissan. The 1984 Models can technically be considered the only year of the "Datsun 300ZX". The 1984 300ZX 50th Anniversary Edition was released in celebration of the company's 50th anniversary year. It was based on the standard 300ZX Turbo, but was outfitted with every luxury feature available, a unique black interior with "bodysonic" leather seats in addition to widened fender flares, requisite badging, rear quarter panel flares, and sixteen-inch (406 mm) wheels (400 mm).[7]

For the 1985 model year, Nissan dropped the Datsun name brand for good, but the car dealers were still known as Datsun dealers. Paul Newman raced in the 1985 GT1 Challenge and won. This was Newman's fourth national championship. Minor changes were made to the 300ZX including a water-cooled turbocharger and smoked taillights.

The 1986 model saw wider flared wheel wells as well as body-color bumpers, and the rear quarter panels were designed specifically to accommodate factory ground effect style side skirts. 1986 turbo models were equipped with an ordinary hood, markedly losing the turbo "scoop" on the driver's side.

In order to keep up with quickly aging aesthetics, another slight redesign happened in 1987, consisting of new rounded, restyled and longer front and rear bumpers, new headlights, and new tail lights. The black trim on turbo models was now a charcoal instead of gloss black, and 1987 Turbo models came with special "smoked" turbo-finned wheels. All 1987 model year turbo cars also received an upgraded manual transmission, larger and more powerful brakes, and turbo cars produced from 4/87 and later came equipped with a clutch-type limited-slip differential.

For the 1988 models, there were again a few small changes. The turbocharger was switched from the Garrett T3 turbo to a lower-inertia T25 turbo, and the engine from 7.8:1 to an 8.3:1 compression ratio in order to reduce turbocharger spool time and provide an instant boost at any usable RPM. The interior aluminum accents and chrome door handles that adorned the earlier cars were dropped in favor of matching color parts. Another special edition, the "Shiro Special" (SS), was released in 1988. It was only available in pearl white (shiro meaning "white" in Japanese). The SS package consisted of analog gauges and climate controls with a black interior, stiffer sway bars, stiffer springs, non-adjustable suspension, special seats (Recaro), a viscous-coupling limited slip differential, and a special front lower lip spoiler. This package had no options; all 88SS cars are identical.[8]

The 1989 Models are identical to 1988 models, though somewhat rare because of Nissan winding-down production early in preparation for the second generation 300ZX.

Fourth generation: Nissan 300ZX (Z32, Second Model)[edit]

Main article: Nissan 300ZX

The only thing unchanged from the previous generation 300ZX is the 3.0-liter V6 engine, now with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing a rated 222 hp (166 kW) and 198 lb⋅ft (268 N⋅m) naturally aspirated. The turbo variant was upgraded with twin Garrett turbochargers and dual intercoolers. This produced 300 hp (220 kW) with 283 lb⋅ft (384 N⋅m) of torque.[9] 0-60 times of 5.0-6.0 seconds were reported[citation needed], and it had a governed top speed of 155 mph (249 km/h).

Upon its release, the 300ZX, won Motor Trend's "Import Car of the Year" in 1990 as well as "One of the Top Ten Performance Cars". Automobile Magazine honored the 300ZX/300ZX Turbo as its "Design of the Year" and added it to their "All Stars" list. Road & Track named the 300ZX Turbo "One of the Ten Best Cars in the World", and Car and Driver added it to their 10Best for the seven years in which it was in production in America. American Z-car sales reached 1 million in 1990.

Nissan utilized the Cray-II supercomputer to completely design the new 300ZX with a form of CAD software. This made the 300ZX one of the first production cars to be developed in a CAD program. In return, it featured a whole host of technological advancements. On the twin turbo models, four-wheel steering was available under the name Super HICAS(High Capacity Actively Controlled Steering). The twin turbochargers, intercoolers, and requisite plumbing left for a cramped engine bay; however, everything fit perfectly.

Like previous generations Nissan offered a 2+2 model with the Z32. In 1993, a convertible version was introduced for the first time in the Z-car's history, as a response to aftermarket conversions. All 300ZXs now featured T-tops as standard, yet there were some rare hardtops (known as "slicktops") produced as well.

The 300ZX was doomed to the same fate of many Japanese sports cars of the time. The mid-'90s trend toward SUVs and the rising Yen:Dollar ratio were both influential in ending North American 300ZX sales in 1996 at over 80,000 units sold (production for other markets continued until 2000). Probably the biggest killer of the 300ZX was its ever-inflating price;[10] at its release it was priced at about $30,000, but in its final year this price had increased to around $50,000. This left many people questioning its value, and despite a final Commemorative Edition of the final 300 units shipped to America (complete with decals and certificates of authenticity), the Z-Car was on hiatus. In Japan, however, the 300ZX lived on for a few more years with a face-lift including a new front fascia, tail lights, headlights, rear spoiler, and a few other minor changes.

Nissan 240Z Concept (1999)[edit]

In the U.S., the Z-car went on hiatus from 1997 to 2002, as Nissan focused more on SUVs and was also in some financial trouble. To keep Z-car interest alive, Nissan launched a restoration program in 1998 for which they purchased original 240Zs, professionally restored them, and re-sold them at dealerships for about $24,000.

Nissan next launched a concept car at the 1999 North American International Auto Show, the 240Z Concept. Clearly a throwback to the original, it was a bright orange two-seater with classic swept-back styling. In addition, it was fully functional, with the 2.4-liter 4-cylinder KA24DE engine from the 240SX featuring 200 bhp (150 kW) and 180 lb⋅ft (244 N⋅m) of torque. The designers used an original 240Z to provide inspiration and the concept was created in only 12 weeks.[11]

The running concept, featuring a 4-cylinder engine compared to the Z-car's traditional 6-cylinder engine, was eventually thought less than a worthy successor to the line.[12][13]

Fifth generation: Nissan 350Z (Z33)[edit]

Main article: Nissan 350Z

In 1999, the French company Renault bought 44.4% of Nissan and Carlos Ghosn became its chief operating officer, but it would not be until 2001 when Ghosn became CEO that he would tell reporters: "We will build the Z. And we will make it profitable."[14]

On January 8, 2001, Nissan introduced the Z Concept. Much like the previous Z concept, it debuted at the North American International Auto Show and was painted bright orange. The squat, long-hood/short-deck styling resulted from a competition between Nissan's Japanese, European, and American design studios, with the La Jolla, California studio's design being chosen in March 2000. The product planners hoped to avoid the price problems that plagued the last few years of the 300ZX with a target MSRP of $30,000 while using the Porsche Boxster as a benchmark.[15]

In the summer of 2002, the 350Z was released to wide acclaim. It employed a slightly improved version of the 3.5-liter VQ35DE DOHC V6 engine found in multiple Nissan cars at the time, including the Skyline and Pathfinder. Released on July 2002 in Japan at reorganized Nissan Japanese dealerships called Nissan Blue Stage, and August 20, 2002 in the U.S., the 350Z coupé was available in 5 trim packages: '350Z' (Base), 'Enthusiast', 'Performance', 'Touring', and 'Track' editions. In Europe, only the 'Track' trim was available, although it was badged and marketed as '350Z'. This engine initially produced 287 bhp (214 kW) and 274 lb⋅ft (371 N⋅m) torque, but in 2005 was increased to 300 bhp (220 kW) and 260 lb⋅ft (353 N⋅m). Prices started at $26,000 US, well below the $30,000 mark initially set forth by Nissan. Coupled to either a 6-speed manual gearbox or 5-speed automatic (the automatic lost 13 bhp (9.7 kW) in comparison), it was initially available only as a 2-seater hardtop. A convertible model was later introduced in 2004.

The 350Z was available in a selection of seven trim packages, depending on the year: "Base", "Enthusiast", "Performance", "Touring", "Grand Touring", "Track" and "Nismo". The base model 350Z, in comparison to the more expensive packages, did not have a limited-slip differential or a traction control system. Touring and Grand Touring models both featured leather seats, Bose entertainment systems, optional satellite navigation, VDC (vehicle dynamic control), and other user conveniences, while the Grand Touring models also added Rays Engineering forged wheels and the Brembo braking system found on the Track and Nismo models. In 2007, Nissan dropped the "Track" version in favor of the "Nismo" edition, but retained the Brembo brakes, Rays Engineering wheels, and simple interior, but added a larger exhaust and aggressive body kit. The second Nismo edition, released in 2007, included revised camshafts, a Nismo sport tuned exhaust, custom Rays Engineering 18-inch (460 mm) wheels (19 in or 480 mm in rear), front and rear spoilers and rear diffuser, and a Brembo braking system with four-piston front and two-piston rear calipers (with 12.8 in or 330 mm front and 12.7 in or 320 mm rear rotors).

The 2005 35th Anniversary Edition and 2006 350Z were equipped with manual transmissions received a newly revised engine, which increased the redline to 7,000 rpm and increased power to 300 hp (220 kW).

2007-2008 models came with the 3.5L VQ35HR engine with dual intakes and a 7,500 rpm redline, which produced a power output of 306 hp (228 kW), and featured a more linear powerband in addition to the increased torque at lower revolutions. It is widely believed that this model year (2007–08) is the most desired among enthusiasts due to the car featuring a revised transmission (CD009) which solved all previous issues and the new engine architecture (VQ35HR) which provided an overall faster car.

Sixth generation: Nissan 370Z (Z34)[edit]

Main article: Nissan 370Z

On December 30, 2008 the 370Z was introduced as a 2009 model. In June 2009, the second generation 2009 Nismo 370Z debuted.[16] This was followed by the introduction of the 2010 370Z Roadster in late summer of 2009.[17]

The 370Z (Z34) is powered by Nissan's 3.7 liter V6 engine, the VQ37VHR. The power output ranges from 333 to 355 PS (245 to 261 kW; 328 to 350 hp), with peak torque of 37 to 38 kg⋅m (363 to 373 N⋅m; 268 to 275 lbf⋅ft), depending on market and variant. The 370Z has an official 0–60 mph (0–97 km/h) time of 5.1 seconds. However, the car has also been tested by Motor Trend Magazine, which reported a 4.7 second 0–60 mph (0–97 km/h) with 1-foot (0.3 m) of roll out. Quarter mile times range from 13.1 and 13.6 seconds,[18] thus making the 370Z the fastest production Z. The 370Z is available with either a six-speed manual gearbox or a seven-speed automatic with paddle shifters. The six-speed manual is the first production car manual gearbox to feature a system that Nissan refers to as SynchroRev Match, which automatically blips the throttle to match engine and transmission speed during downshifts, thus achieving the same effect as the heel-and-toe downshift technique.

Seventh generation: Nissan Z (Z34)[edit]

Main article: Nissan Z (Z34)

The seventh-generation Nissan Z was first hinted at in 2018, when Alfonso Abaisa, Senior Vice President for Global Design at Nissan, confirmed to Australian automotive magazine WhichCar that a successor to the Nissan 370Z was being developed.[19] On March 19, 2020, Nissan filed a trademark for two new logos: one was its new corporate logo, while the other was a new version of the Z-car logo, further confirming the existence of a new Z-car. Then, on May 28, 2020, as part of its global restructuring plan, named "Nissan Next", Nissan's official YouTube channel released a one minute, twelve-second video showcasing its updated vehicle lineup, including the new Z-car; this video also confirmed the claim that the new Z-car would have retro styling, with its overall shape and circular running lights referencing the 240Z.[20] On September 15, 2020, Nissan revealed the prototype version called the "Nissan Z Proto".[21] The prototype is 4,382 mm (172.5 in) long, which is 142 mm (5.6 in) longer than the current Nissan Z car, the 370Z, and no wider. The production 2022 Nissan Z was revealed on August 17, 2021 in New York City.[22] Debuting as a 2023 model, the Nissan Z is the brand's first Z car without a number in the model name (which in the past had reflected the displacement of the engine). [23]


The first two generations, S30 (240Z/260Z/280Z) and S130 (280ZX) of Z-car were powered by a straight-six engine, (part of the L-series of Nissan engines, which powered most of their vehicles until the early 1980s) with a displacement of 2.4 L in the first incarnation, and increasing to 2.6 L and 2.8 L in the 260Z, and the 280Z and ZX, respectively.

The second generation S130, introduced in 1979 was a complete redesign, retaining only the L28 engine and other driveline components. A turbo option was introduced in 1981, bringing performance surpassing that of the original 240Z.

The third generation, the 300ZX, switched to a 3.0 L V6. There were two generations of the 300ZX: the Z31 from 1984 to 1989, and the Z32 from 1990 to 1996. Both the Z31 and Z32 came in either non-turbo or turbo trims. During the '90s, the cars price continued to elevate and sales continued to fall. Even a major design change in 1998 couldn't save it, and production finally ended in 1999.

While the model names were based on the engine capacity for the US markets, with the 240Z having a 2.4-litre L24 engine and the 260Z having a 2.6-litre L26 engine and so on to the 300ZX 3.0-litre V6, due to Japanese taxation laws relating to engine capacity, some second and third generation (S130 and Z31) Fairlady Z cars were produced for the Japanese domestic market fitted with 2.0L engines. The S130 was available with an L20ET inline 6, while the Z31 had either a RB20DET inline 6 or a VG20ET V6.

In the 2003 model year, Nissan reentered the US sports-car market with the 350Z, powered by the 3.5 L VQ35DE V6 producing 291 PS (214 kW; 287 hp), and styled in an attempt to create a more modern interpretation of the 240Z's lines. It had a new six-speed manual gearbox, and is capable of over 155 mph (249 km/h). The 350Z's engine was updated twice; in 2005 to the VQ35DE RevUp, producing 304 PS (224 kW; 300 hp), and in 2007 to the VQ35HR, producing 315 PS (232 kW; 311 hp).

The 370Z features a 3.7L VQ37VHR V6 producing 333–355 PS (245–261 kW; 328–350 hp). This engine shares much of its architecture with the VQ35HR, the primary differences being the introduction of Nissan's VVEL (Variable Valve Event and Lift) and an increase in overall displacement. Due to the similarities between the two engines, many OEM and aftermarket parts are interchangeable.

The seventh generation Z is powered by a twin-turbocharged 3.0L VR30DDTT V6 producing 406 PS (299 kW; 400 hp) and 350 lb-ft of torque mated to a six speed manual transmission complete with an Exedy clutch or a nine-speed automatic Jatco transmission. [24]


The 280ZX proved successful in various classes of racing, particularly in the US. Significant results include:

Xanavi Nissan 350Z GT at the 2006 British International Motor Show

The first generation Zs (240Z/260Z/280Z) proved to be very successful in many forms of racing. The S30s won many SCCA/IMSA championships and even became quite successful in rally and baja races.

The 1983 Electramotive 280ZX Turbo produced over 700 hp (522 kW), and reached a terminal speed of 140 mph (230 km/h) in the standing quarter mile.

The most notable driver to be associated with the car was actor Paul Newman, who raced with the Bob Sharp Racing team. He also helped to promote the car, even by starring in a series of commercials.

In 1984 to 1985 showroom stock racing, the 300ZX captured wins on numerous occasions. The car scored its only Trans Am win in 1986 at Lime Rock by Paul Newman for Bob Sharp Racing.[25]

From 1985 to 1987, the Electramotive-developed GTP ZX-Turbo was raced in the IMSA GT Championship's GTP class and also the All Japan Sports Prototype Championship, badged as a Fairlady Z, using a Lola T810 chassis and a VG30ET engine. Following development through 1987, the car would become dominant in IMSA GT in 1988. Additional factory endorsement, combined with a new chassis, transmission and more reliable Goodyear tires contributed to the team's success. The SOHC VG30ET was making upwards of 1,000 hp (700 kW), with a power band that extended from 4000 to 9000 rpm on a single turbo.[26] From 1990 to 1995, Steve Millen drove the twin-turbo 300ZX for Clayton Cunningham Racing. The car dominated the IMSA in its GTO, then later GTS categories due to its newly designed chassis and engine. Millen would rank as the #1 Factory Driver for Nissan for 7 years and earn two IMSA GTS Driving Championships and two IMSA GTS Manufacturer's Championships. Among enthusiasts and the team themselves, the biggest triumph for the race Z32 was the victory in the 24 Hours of Daytona. In the same year at the 24 Hours of Le Mans, the 300ZX ranked first in the GTS-1 class and 5th overall. In an attempt to level the playing field in the GTS-1 class by reducing the allowable horsepower, the IMSA declared the twin turbo VG engine ineligible.[27] The 1995 GTS 300ZX car would debut with the V8Nissan VH engine at Daytona[28] and would place first in the GTS-1 class at the 12 Hours of Sebring and Mosehead Grand Prix in Halifax.[29]

The JUN-BLITZ Bonneville Z32 holds the E/BMS class land speed record of 419.84 km/h (260.88 mph) set at the 1995 Bonneville Speed Trial. The vehicle was built as a partnership between JUN Auto and BLITZ. This record remains unbroken. In 1990, JUN's first Z32 went 339.2 km/h at their Yatabe test course and hit 373 km/h after some tuning at Bonneville.[30]

The 350Z replaced the Skyline GT-R and Silvia as the car for Nissan's factory and customer teams in the JGTC/Super GT's GT500 class and GT300 class respectively. The GT500 cars used were heavily modified and featured a longer nose and tail (requiring the production of the Type-E homologation special), carbon fiber bodywork, and a tube chassis. In 2004, Nismo won the GT500 championship. Until the 2007 season, the car was powered by a VQ30DETT V6. In order to increase competitiveness, however, a new 4.5L V8 powerplant has been developed. The 350Z, with slightly more pedestrian modifications also competes in the GT300 class (having started there even before the Skyline GT-Rs were replaced) by teams such as Endless Sports and Mola. In 2003 Hasemi Sports won the GT300 championship with the 350Z. In 2008 season, the 350Zs were all replaced by Nissan GT-Rs in the GT500 class, but they have continued to be used in the GT300 class as the GT-Rs exceed the horsepower limits which make it impossible to participate. Thus, two 350Zs competed in the series and MOLA won both Drivers' and Teams' championships in the GT300 class. Two years later, Hasemi Sports won the 2010 GT300 title again before its team's withdrawal of the series in the following season,[31] as another 350Z team MOLA also moved up to GT500 class earlier in the preseason time, it marked the first full absence of Nissan vehicles in GT300 class since the establishment of JGTC in 1994.

The Z33 is also popular in import drag racing; one fielded by Performance Motorsport in the NHRA Sports Compact series, with twin turbo claims to put out over 1,700 bhp (1,268 kW; 1,724 PS) and achieved 8.33 quarter mile time with its best speed of 176.72 mph (284.40 km/h).[citation needed] Another Z33 built by Injected Performance holds the record as the highest horsepower, street legal Z33 and highest horsepower single turbo VQ35DE with a quarter mile time of 8.80 with a speed of 163 mph (262 km/h). This car was also featured on the March 2008 cover of Turbo Magazine. Lazcano Racing's 370Z is powered by a Nissan VG30DETT engine and has recorded a 1/4 mile time of 6.0 at over 226MPH.


ZCON is an annual Z-Car convention that is held around the United States of America each year (since 1988). It is considered the largest annual gathering of Z car clubs and enthusiasts in America, sponsored by Nissan. The convention is put together each year by a host club and supported by the ZCCA (Z Car Club Association).


  1. ^"NISSAN NEXT: From A to Z". youtube.com. Nissan. Retrieved 18 June 2020.
  2. ^"Prototyper utan framtid". Klassiker. Retrieved 8 August 2019.
  3. ^"The Odometer"(PDF). The Official Newsletter of the Z Car Club of Colorado Established 1983. 2009.
  4. ^"Datsun 280ZX - HowStuffWorks". HowStuffWorks.
  5. ^"Archived copy". Archived from the original on 2006-06-20. Retrieved 2007-05-16.CS1 maint: archived copy as title (link)
  6. ^VG30ET.com - About
  7. ^AE info
  8. ^The SS page
  9. ^TwinTurbo.NET: Nissan 300ZX forum
  10. ^"Is the sun setting on Nissan's legendary Z car?". NYDailyNews.
  11. ^Nissan Z Concept Goes 'Back to Basics'
  12. ^Concept: The Nissan Z
  13. ^"New Cars, Used Cars, Car Reviews - Cars.com". cars.com.
  14. ^ROADandTRACK.com - First Drives - 2003 Nissan 350Z (12/2001)Archived September 27, 2007, at the Wayback Machine
  15. ^2003 Nissan Z - First Drive Review / Japanese Performance / High Performance / Hot Lists / Reviews / Car and Driver - Car And Driver
  16. ^"All-New 2009 Nissan NISMO 370Z Offers Racing-Inspired Performance and Style". Nissan Motor Corporation U.S.A. 2008-04-07. Archived from the original on 2011-07-14. Retrieved 2009-07-09.
  17. ^"All-New 2010 Nissan 370Z Roadster Adds Open-Air Excitement; Features Power Auto-Lock Top Design". Nissan Motor Corporation U.S.A. 2008-04-07. Archived from the original on 2011-07-14. Retrieved 2009-07-09.
  18. ^Jason Udy (2017). "2017 NISSAN 370Z COUPE FIRST TEST REVIEW".
  19. ^"Nissan Officially Confirms New Z Car Is Being Developed". Motor1.com. Retrieved 2020-09-04.
  20. ^"NISSAN NEXT: From A to Z". YouTube. May 28, 2020. Retrieved September 3, 2020.
  21. ^Ramey, Jay (2020-09-15). "Nissan Z Proto Points the Way to a New Sports Car by Looking Back". Autoweek.
  22. ^https://paultan.org/2021/08/18/2023-nissan-z-makes-its-official-global-debut/
  23. ^Nishimoto, Alex (2021-08-18). "Nissan Z Expert Review". MotorTrend. Retrieved 2021-08-20.
  24. ^Golden, Conner (2021-08-18). "2023 Nissan Z First Look: No Numbers, Just Twin Turbos". MotorTrend. Retrieved 2021-08-20.
  25. ^Matt Stone, Preston Lerner (2014-03-15). Winning: The Racing Life of Paul Newman. Motorbooks, 2014. ISBN .
  26. ^RedZ31 Dyno Charts. "Electromotive VG30ET Power Band". Retrieved 2007-06-20.
  27. ^Konik, Michael (1995). "On the Edge". Cigar Aficionado Online. Archived from the original on 2007-10-13. Retrieved 2007-03-05.
  28. ^STILLEN. "Racing Heritage 2". Archived from the original on February 10, 2007. Retrieved 2007-03-05.
  29. ^WSPR Racing. "IMSA 1995". Archived from the original on December 30, 2006. Retrieved 2007-03-05.
  30. ^Tanaka Industrial Co., Ltd. (1997–2005). "JUN Demonstration Cars". Retrieved 2007-02-08.
  31. ^Hasemi Motor Sport/ハセミモータースポーツ. "Hasemi Motor Sport/ハセミモータースポーツ". hasemi-ms.com. Archived from the original on 2016-03-04.

External links[edit]

Wikimedia Commons has media related to Fairlady Z.
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This Nissan Fairlady 240Z Is An Otaku’s Dream Car

Said Alexandra Anastasia Lisowska looking into the eyes of Khatun. Yes Sultana, Kartal aha as quickly as possible, will get the letter where it is necessary. - Aha answered and the Sultana sighed.

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I went to the bathroom to get a towel and wash the sweat off my face. We've been fucking like rabbits for. 10 years. And we don't get tired, we want more all the time. Who would have thought that we would last so much together.

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