Nissan 300 ZX Z32 (1990-1997)

Attention all Nissan enthusiasts! You can stop banging on our doors and tossing rocks at the windows wrapped in reminders that this column has yet to review the car that paved the way for rivals like Toyota's V8 Soarer and the Eunos Cosmo.

Nissan's Z32 Series 300ZX debuted on the North American market and by early 1990 had made its way to Australia. Locally the car was sold only with a 166kW, naturally aspirated, 2997cm3 V6 but buyers elsewhere got to revel in the 208kW twin-turbo version.

Now, forbidden fruit is a funny thing - especially when there's a pair of Garrett turbochargers bolted to the sides of its engine. The `official' version of the Z32 ZX averaged around 100 sales per annum in Australia and never found the recognition it deserved. Price was an issue but cars that originally cost up to $87000 weren't treated kindly by the resale market and by 1998 those 300ZXs that had been delivered five years earlier were worth less than $30000.

The ZX's 1997 disappearance from new car showrooms coincided with surging excitement over the Japanese-spec 'grey imports' and in particular the 300ZXs that began arriving in considerable quantity.

Most were twin-turbo two-seaters - Australia got the 2+2 only - some with four-wheel steering and all offering higher levels of equipment than had been available via a price-conscious Nissan Australia. Import ZXs frequently feature full leather interior trim as opposed to the hard wearing and slightly spiky `tweed' provided as standard on Australian cars.

Lift-out roof panels provide open-air motoring and imported cars will normally include climate control air-conditioning. Fittings that were standard across the range include anti-lock, four-wheel disc brakes with the ability to stop a 2+2 car from 100km/h in under 40 metres, 16 inch alloy wheels and cruise control.

The ZX's conservative styling has been no deterrent to younger buyers seeking blistering performance for little more than the cost of a turbocharged Silvia - especially when a variety of body embellishments including monster rear wings, larger wheels and twin `drainpipe' exhausts were already fitted or available in the `after' market.

Two-seat cars were built on a 2450mm wheelbase with 2+2s adding 120mm between the axles. Also sitting on the shorter platform was a non-turbo convertible introduced in 1993 and sold primarily in the USA.

Tim Miller has owned his two-seat 300ZX since mid 2004 and admits to being stunned by its performance when compared to its predecessor - a W126 Series Mercedes-Benz.

" The Benz had power high up in the rev range but even before the boost is fully in the 300ZX is rearing to go," Miller said of his twin-turbo example. "What attracted me first to the ZX was its looks but when you look at a range of things like the power and all the features it's got there probably isn't anything in the market with that combination of price and performance."

ON THE ROAD
Combining 1500 kilograms of weight with 1.8 metres of width and low-slung seats makes for a car that feels considerably larger and less wieldy that it actually is. Certainly, the ZX is no automotive anorexic but it presents considerably less bulk than Porsche's 928S or the 1600kg twin-turbo Soarer.

Ergonomics are among the best in its category, with important controls easily identifiable and accessible. The leather bound steering wheel is chunky and 2.8 turns lock to lock ensures minimal input and rapid response. Now comes the problem.

With its turbochargers fully involved and 3500rpm or more showing on the tachometer, power delivery from the TT 300ZX is immediate and intense. When combined with 50 Series tyres and a wet road it's a scary combination that demands sensitive throttle control in the first instance and cautious application of correction should it all get away from you.

Novice owners would be well advised to invest in a car control course involving both wet and dry surfaces that allows exploration of their and the car's limits under controlled conditions and with some expert guidance. Twin Turbo ZXs are tolerant neither of inexperience or abuse.

The situation on a dry and relatively smooth surface is radically different. Unless substantially stiffened, the sophisticated suspension handles bumps and poor-quality bitumen without protest. Body roll is minimal, with initial understeer giving way to neutrality as you leave one bend behind and go hunting for the next.

Boost becomes noticeable from about 2500rpm, with peak torque arriving at 3600rpm and peak power at 6400rpm. Using the gears - even in an auto - to keep the engine spinning in that range will deliver response that ranks alongside the more potent local V8s.

The 5.9 second 0-100km/h times claimed for five-speed, two-seat twin turbos are feasible but hard to achieve without risking serious transmission damage. Automatic turbos are over a second slower while a normally aspirated manual tested by `Modern Motor' in 1990 reached 100km/h in 7.99 seconds. Five speed turbo-cars will run 0-400 metres in 14.2 seconds, with non-turbos taking 1.3 seconds longer.

Fuel consumption figures for cars with the ZX's performance potential are largely academic and dependent on the driver. At race circuit pace even the non-turbo can get down to a Mastercard-melting 32L/100km. Everyday use is likely to see 14-16L/100 with turbocharged cars using 30 per cent more. According to Tim Miller, exploring the performance of a twin-turbo will drain the tank in under 250km.

You wouldn't categorise the 300ZX 2+2 as a `family' car but rear seat accommodation isn't too bad and the children will be too busy grinning out the side windows to care they can't see past the front seats. Carrying capacity is minimal and this is not the car to buy if you're a fan of extended family holidays.

BUYING
No one has an excuse for buying a bad 300ZX. All coupes with the possible exception of four-seat, twin turbo cars are available in abundance. Low-volume import convertibles are scarce and appeal to a significantly different market sector than enclosed versions.

The sub-$10000 price bracket is not a good place to start searching for a ZX - especially a non-turbo. Cars in this vicinity will almost certainly require extensive and expensive mechanical and interior work.

Turbos in decent condition, carrying service histories that date back a few years and showing less than 150000 kilometres begin at $16000 but can quickly reach the high side of $20K when aftermarket wheels, some mechanical upgrades and a body kit become part of the equation.

Locally delivered cars in excellent order cost the same as unmodified turbos and are likely to come with verifiable history. More difficult are the scarce convertibles that we've seen at anything from the low $20000s to mid $30s. Somewhere between these extremes will buy a good example - provided you can cope with manually raising and lowering the roof.

Bear in mind that insurance costs, especially for younger owners, can be savage and that `grey' imports won't necessarily get the nod from mainstream insurers. Engaging the services of an insurance brokerage that specializes in motor vehicle cover is advisable but remember to check the fine print in addition to the price. Age excesses can be prohibitive.

BUYER CHECK POINTS:

BODY
Rust is unlikely to be a problem with the well-protected ZX body but check sills, window surrounds and wheel arches. Poor quality crash repairs are a more serious and common problem - check consistency of bonnet and door gaps and headlamp cover `fogging'. Those heavy doors will droop with age but only cause a real problem once they start chipping paint of the edges and apertures. The low-slung front spoiler is vulnerable to kerb and speed-bump damage..

ENGINE & TRANSMISSION
Unless you are absolutely conversant with advanced electronics and turbocharger technology, these engines must be inspected by someone who is. Cars needing an internal rebuild and replacement turbochargers can land the unwary with a $10000 repair bill. Oil leaks from the rear main bearing seal and cylinder heads are common but costly to fix any sign of blue (oil) or white (coolant) smoke from the exhausts indicates engine and/or turbocharger repairs are imminent. Leaking power steering hoses are common and time consuming to replace. Check electric fans for excessive movement. A worn fan clutch can cause water pump failure. Driveline vibration is never good news - the best you can hope is that the engine or transmission mount or the driveshaft central bearing needs replacing. Gently used clutches in turbo cars last up to 80000 kilometres; replacement costs around $1000 with an automatic transmission rebuild at $3000.

SUSPENSION & BRAKES
Weight and harsh use will overheat dampers and cause premature failure. Replacing the strut-type shock absorbers front and rear will cost close to $1500. Wear to the rear sub-frame mounts manifests in sloppy handling and is worth another $1000 to rectify. Larger diameter wheels enhance the ZX's appearance but their ultra-low profile tyres rarely last more than 25000 kilometres and cost $2000 per set to replace. The alloy wheels are styled for use on the left or right hand side and for optimum brake cooling and shouldn't be swapped.

INTERIOR & ELECTRICS
Leather trimmed cars are likely by now to be showing some wear, so factor a $2000 retrim into the purchase price of badly affected cars. Make sure power seat adusters work. Worn T-top rubbers let water into the cabin so check the rear footwell for dampness. Those snazzy looking control pods are a source of trauma so ensure everything including the a/c climate control is operational.

FAST FACTS:

Nissan 300ZX, 1990-97

BODY: unitary construction, all-steel two door coupe and convertible

ENGINE: 3.0 litre 24 Valve quad-cam V6 with fuel injection. Twin turbochargers optional.

POWER & TORQUE: 208kW @6400rpm, 388Nm @ 3600rpm (twin turbo)

PERFORMANCE: 0-100km/h 5.9 seconds, 0-400 metres 14.2 seconds (twin turbo)

TRANSMISSION: five-speed manual or four speed automatic

SUSPENSION: Front - upper & lower wishbones with coil springs, struts and anti-roll bar Rear: upper & lower wishbones with coil springs, struts and anti-roll bar

BRAKES: disc/disc power assisted with ABS

WHEELS & TYRES: 16x8 alloy, 225/50ZR16 radial (twin turbo)

PRICE RANGE: $6000-25000 (Coupes)

WEBSITE: www.zcar.com