Nissan fairlady Z Datsun S30

The Nissan S30 (sold in Japan as the Nissan Fairlady Z and in other markets as the Datsun 240Z, then later as the 260Z and 280Z) was the first generation of Z GT two-seat coupe, produced by Nissan Motors, Ltd. of Japan from 1969 to 1978.

It was designed by a team led by Mr. Yoshihiko Matsuo, the head of Nissan's Sports Car Styling Studio.

The 240Z and 260Z used twin, variable venturi Hitachi one-barrel side-draft SU-like carburetors.

The carburetors were changed beginning with model year 1973 to comply with emissions regulations, but the earlier carburetors were superior for performance as compared to the later Webers. 

Fuel injection (L-Jetronic electronic fuel injection, designed by Bosch) was added for the 280Z in 1975 for the US. This was primarily in order to cope with the difficulty faced in getting enough power using carburetors while still meeting US emissions regulations.

Dealers soon had long waiting lists for the "Z". Its modern design, relatively low price, and growing dealer network compared to other imported sports cars of the time (Jaguar, BMW, Porsche, etc.), made it a major success for the Nissan Motor Corporation, which at the time sold cars in North America under the name Datsun. As a "halo" car, the 240Z broadened the image of Japanese car-makers beyond their econobox success.

Continuing through the 1975–1978 model years, other non-USA markets still received the 260Z coupe and the 260Z 2+2 hatchback — the two-door, four-seat model. The S30 240Z is unrelated to the later 240SX, which is sold as the Silvia in Japan, although initial advertising for the 240SX mentioned the S30.

Datsun S30 Fairlady Z (240Z)

Specifications

Engine: 2,393 cc (146.0 cu in) L24 I-6, cast-iron block, alloy head, two valves per cylinder, seven-bearing crankshaft,single overhead cam,9.0:1 compression; Maximum recommended engine speed 7000 rpm.

Bore: 83.0 mm (3.27 in)

Stroke: 73.7 mm (2.90 in)

Fuel system: Mechanical fuel pump, twin Hitachi HJG 46W 1.75 in (44 mm) SU-type carburetors

Power: 151 hp (113 kW) at 5600 rpm (SAE gross)

Torque: 146 lbf·ft (198 N·m) at 4400 rpm (SAE gross)

Transmission: Four-speed manual, five-speed manual, or three-speed automatic (after September 1970)

Final drive ratios:

Four-speed manual transmission: 3.364:1 (37:11)

Five-speed manual transmission: 3.90:1 (39:10) (not available in US)

Three-speed automatic transmission: 3.545:1 (39:11).

Brakes:

Front: 10.7 in (270 mm) discs

Rear: 9.0 in (230 mm) x 1.6 in (41 mm) drums

Suspension:

Front: Independent with MacPherson struts, lower transverse and drag links, coil springs, telescopic dampers, anti-roll bar

Rear: Independent with Chapman struts, lower wishbones, coil springs, telescopic dampers

Steering: Rack and pinion,2.7 turns lock to lock

Wheels: 4.5J-14 steel wheels with 175SR14 tires

Top speed: 125 mph (201 km/h)

0 to 60 mph (97 km/h): 8.0 s

Typical fuel consumption: 21 mpg-US (11 L/100 km; 25 mpg-imp)

260Z 

Specifications

Engine: 2.6 L (160 cu in) L26 I6, cast-iron block, alloy head, two valve per cylinder, seven-bearing crankshaft, single overhead camshaft

Displacement: 156.6 cu in (2,565 cc)

Bore: 83.0 mm (3.27 in)

Stroke: 79.0 mm (3.11 in)

Compression Ratio: 8.3:1 (93 oct)

Fuel System: Mechanical fuel pump, twin Hitachi HMB 46W 1.75 in (44 mm) SU-type carburetors

Power: 162 hp (121 kW) at 5,600 rpm

Torque: 157 ft·lbf (213 N·m) at 4,400 rpm

Transmission: Four-speed manual or three-speed automatic

Brakes:

Front: 10.7 in (270 mm) discs front

Rear: 9.0 in (230 mm) X 1.6 in (41 mm) drums rear, servo assisted

Total swept area: 393.7 sq in (2,540 cm2)

Suspension:

Front: Independent with MacPherson struts, lower wishbones, coil springs, telescopic dampers, anti-roll bar

Rear: Independent with Chapman struts, lower wishbones, coil springs, telescopic dampers

Steering: rack and pinion, 2.8 turns lock to lock

Wheels/ Tires: 5.5 by 14 in (140 by 360 mm) pressed steel wheels with 195VR14 radial tyres

Top Speed: 127 mph (204 km/h)

0 to 60 mph (97 km/h): 8.0 sec

Fuel consumption: 20 to 28 mpg-US (11.8 to 8.4 L/100 km; 24 to 34 mpg-imp)

Engine oil (sump): 9.0 Imp pints (5.1 liters/10.7 US pints)

Tare weight: 1,350 kg (2,980 lb)

280ZX S130

Specifications

Engine: 2.8 L (170 cu in) L28E I6, cast-iron block, alloy head, seven-bearing crankshaft, single overhead camshaft

Displacement: 168 cu in (2753 cc)

Bore: 86.1 mm (3.39 in)

Stroke: 79.0 mm (3.11 in)

Fuel system: electric fuel pump, Bosch L-Jetronic fuel injection

Compression ratio: 8.3:1

Power: 170 hp (127 kW) at 5600 rpm

Torque: 163 ft·lbf (221 N·m) at 4400 rpm

Transmission: four-speed manual, five-speed manual, three-speed automatic

Final drive ratio: 3.55:1

Fairlady

The Fairlady Z was introduced in late 1969 as a 1970 model, with the L20 2.0-litre straight-6 SOHC engine, rear-wheel drive, and a stylish coupe body. The engine, based on the Datsun 510's 4-cylinder, produced 150 hp (112 kW) and came with a 4-speed manual transmission

Fairlady ZG

The Japan-only HS30-H Nissan Fairlady ZG was released in Japan in October 1971 to homologate the 240Z for Group 4 racing. Differences between the Fairlady ZG and an export market Datsun 240Z include an extended fiberglass ‘aero-dyna’ nose, wider over-fenders riveted to the body, a rear spoiler, acrylic glass headlight covers and fender-mounted rear-view mirrors. The Fairlady ZG was available in three colours: Grande Prix Red, Grande Prix White and Grande Prix Maroon. The "G" in Fairlady ZG stands for "Grande." Although the ZG was not sold in the USA and was never sold outside Japan, in order for it to be eligible for competition in the U.S., Nissan sold the nose kit as a dealer's option which is known as the "G-nose". With the nose added, these 240Zs are often referred to as 240ZGs, outside Japan.

Fairlady Z432

Packaging the 160 hp (119 kW) S20 engine (originally designed by the former Prince engineers) from the Skyline GT-R created a faster Fairlady. The Z432 (PS30) referred to 4 valves per cylinder, 3 Mikuni carburetors, and 2 camshafts. Approximately 420 were built.Some were used by the police in Japan.

Fairlady Z432R

A Japan-only model Fairlady Z equipped with the twin cam 2.0 L inline 6-cylinder "S20" engine shared with the KPGC10 Skyline GT-R was released in the JDM Market for homologation purposes (the car was a rally car). The Z432R was orange with black aluminum wheels and a low luster black hood. Z432R had lighter front guards, doors, and bonnet, as well as further engine enhancements compared to the Z432.

NISSAN Z-CAR

The Z-car is a series of sports cars manufactured by Nissan Motors Ltd.. The original Z was sold in October 1969 in Japan as the Nissan Fairlady Z and was sold in Japan at Nissan Exhibition dealerships that previously sold the Nissan Bluebird. It was exported as the Datsun 240Z. Since 2009 Nissan has manufactured the newest Z, the Nissan 370Z.

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.

Nissan 300ZX Z31

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 bothVG30E 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 US 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 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. Much like the 280ZX that preceded it, the first-gen 300ZX was thought by enthusiasts as more GT than true sports car. It had improved handling, acceleration, and 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).

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 4th national championship. Minor changes were made to the 300ZX including a water-cooled turbocharger, smoked taillights, and body-color bumpers.

The 1986 model saw wider flared wheel wells, 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 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.

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.

Nissan 300ZX Z32

The only thing that remained 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) in naturally aspirated form. The big news for enthusiasts, however, was the turbo variant, now upgraded with twin Garrett turbochargers and dual intercoolers. This was good for 300 hp (224 kW) along with 283 lb·ft (384 N·m) of torque. Performance varied from 0-60 times of 5.0-6.0 seconds depending on the source, and it had a governed top speed of 155 mph (249 km/h).

Upon its release, the new 300ZX became an instant hit, winning Motor Trend's "Import Car of the Year" in 1990 as well as "One of the Top Ten Performance Cars". Automobile Magazine honors the 300ZX/300ZX Turbo as its "Design of the Year" and adds it to their "All Stars" list. Road & Track names the 300ZX Turbo "One of the Ten Best Cars in the World", and Car and Driver adds it to their 10Best for the seven years in which it was in production in America. American Z-car sales reached the one million sales mark in the 1990 model year.

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; 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, head lights, rear spoiler, and a few other minor changes.

Nissan 350Z Z33

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 Carlos Ghosn became CEO that he would tell reporters: "We will build the Z. And we will make it profitable."

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 a 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.

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 350Z and 2006 350Z 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 350Z 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.

Nissan 370Z Z34

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, 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

ENGINE

The first two generations S30 (240Z/260Z/280Z) and S130 (280ZX) of Z-car were powered by a Straight-6, (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, the 280ZX, introduced in 1979 was a complete re-design, 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 2 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 90's 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 300ZX3.0 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 difference being the introduction of Nissan's VVEL (Variable Valve Event and Lift). Due to the similarities between the two engines, many OEM and aftermarket parts are interchangeable.