Your Handy 1990–96 Nissan 300ZX Buyer’s Guide

Perhaps the music of the day says it all. When the original Z-car—the Datsun 240Z (S30)—was new in the fall of 1969, you could go into a record store and pick up a Led Zeppelin’s debut album (titled Led Zeppelin,of course), or a single by Iggy Pop and the Stooges—a proto-punk song called “I Wanna be your Dog.” Both fit the raucous, elemental character of the 240Z. By the time the original car was substantially redesigned for 1979 as the 280ZX (S130/Z30), the disco era was in full swing and even old CBGB punk stalwarts like Blondie had given in to the disco trend with “Heart of Glass.” The 280ZX’s successor was the thoroughly rad, but even softer 300ZX (Z31), and it seemed as though Nissan’s Z-car was locked into the T-Bird trajectory of ever-increasing weight, technology and luxury. Until it wasn’t. In fact, the Z went into the ’90s with more upbeat swagger than it had since the beginning.

In 1989, Nissan was having a moment that could scarcely be believed by those following the moribund Nissan of 2025. The Maxima of the day was credibly dubbed a four-door sports car, the 240SX was Gen-X’s Toyota 86/Subaru BRZ, and then there was the all-new Z32 300ZX which officially bowed in late summer of ‘89 as a 1990 model. Car and Driver minced zero words, calling it “one of the most alluring cars to appear on the United States market in years.” Those words didn’t come back to haunt the magazine—The 300ZX has aged extremely well. More so than most designs of the 1990s, Isao Sono and Toshio Yamashita’s 300ZX, has acquired the mantle of true timelessness that paradoxically, might work against the car’s collectability—it simply doesn’t look at all old. They even made the 2+2 version look fantastic. Some elements of the Z32 have even reappeared in the current Z-car.

In addition to the two-seater coupe and long-wheelbase 2+2 body styles, a factory-authorized convertible (courtesy of American Sunroof Corporation) joined the lineup for the first time, in 1993. Most Z32s came with removable T-tops. Slicktop coupes, which were available after 1991, are quite rare. The launch engine was a 3.0-liter DOHC V-6 with variable valve-timing that was good for 222 hp. But there was also the twin-turbo version of the V-6 joined the lineup making an even 300 hp (detuned to 280 hp when paired with an automatic). This was a huge deal in 1989 when a Porsche 911 Turbo wasn’t even putting out that much. In addition to twin-turbochargers and variable valve-timing, the 300ZX had one more trump card that contributed to its high-tech reputation, (and let the car ace slalom tests and autocrosses everywhere). The Twin Turbo’s already impressive multi-link suspension was paired with an advanced four-wheel steering system. Not a passive system to assist with parking, but a computer-aided, hydraulic system that sequenced between opposite-phase and in-phase turning of the rear wheels as dictated by the driver’s inputs. Nissan called it Super HICAS (High Capacity Actively Controlled Steering).

It all worked extremely well, and the 300ZX became known as a car that punched well above its weight, contributing in part to making the more expensive Porsche four-cylinder transaxle car—the 968—an increasingly hard sell. Motor Trend anointed the Z32 as the second-best handling car on the planet, behind only the Acura NSX. When Car and Driver track tested a loaded 1991 300ZX Turbo against a Dodge Stealth (Mitsubishi 3000 GT), the $35,000 ZX won and gained the adoration of testers. Able to do 0-60 in about five seconds and hustle its way around Mid-Ohio with alacrity, it thereby cemented its reputation for its entire run in the U.S., making Car and Driver’s Ten Best list six years in a row.

Model Year Changes

1990: Launch model year with T-Top coupe and 2+2. Naturally aspirated initially, the Turbo came along before the end of the 1989 calendar year.

1991: Base coupe without T-Tops (slicktop) made available. A Nissan badge is added to the nose.

1992: A driver’s side airbag becomes standard across all trim levels. Door panels are now covered in a faux-suede-like material. Power seats now come standard on Turbos.

1993: A convertible with a roll-hoop is added to the lineup, making the Z32 the first Z-car to offer a factory authorized convertible. The American Sunroof Corporation was responsible for both design and production which included a snug manual top, and significant chassis reinforcement.

1994: The SUPER HICAS rear-wheel-steering system goes from hydraulic to electronic actuation. The passenger now gets an airbag, and a new pedestal-style rear spoiler (made of foam) is introduced.

1995: The washer fluid reservoir moves from its odd location in the hatch area, to a more conventional under-hood spot. The lower part of the front bumper switches to body color instead of charcoal grey.

1996: The big news for the 1996 model year is the addition of an OBD II port. Variable cam timing goes away, and Nissan offers 300 commemorative edition 300 ZXs to mark the car’s passing from the North American market. The reason most often given is the car’s inability to meet U.S. side-intrusion safety standards, but unfavorable exchange rates also made it increasingly expensive for American buyers. It remained on sale in the Japanese domestic market until 2000.

What to Look for

Rust was the bane of early Z-cars, but Nissan clearly learned something in the ensuing years. Really severe rust is somewhat rare on the Z32. Some bubbling on the rockers and on the door jambs can happen, and if tops or hatch seals leak, surface rust can be an issue, but it’s rare for actual holes to appear. Failing clearcoat, especially on metallic shades, is far more common. Bad accident repair work is also sadly common. An investment of $150 or so in a paint thickness meter is a good thing when evaluating a 300ZX, as it is for any older vehicle. Accident repair to the front of the car is fairly easy to spot. The nose panel, hood, bumper cover, and headlights take skill to get a good alignment owing to the fact that some of it is held together with flimsy plastic clips. If you have a pre-1995 car with a body-color lower bumper cover, that’s a sure sign that the bumper has been repainted. From new, this would have been charcoal grey.

Sadly, most 300ZXs will have T-Tops. They’re nice to have on a sunny day, but as the seals age they shrink, and then the leaks start. Drains in the top of the B-pillar and windshield also get clogged and water intrusion behind the seats or in the footwells are the result. Clunks and noises from the rear generally indicate differential bushings going bad, or driveshaft issues. Leather and plastics crack and fade, and tweed interior trim tends to shrink more than the faux suede.

Mechanically, the 300ZX is fairly stout. Aluminum brake calipers tend to warp while the later cast iron units are more durable. Hydraulic HICAS lines run from the front to the back of the car, and they can leak with age. A dash warning light is an immediate tell. Later cars with electronic HICAS eliminate this issue. Most everything else is normal used car stuff. Timing belts should be replaced every 60,000 miles or at minimum, every seven years. Turbos can fail with age or miles. Plugs and coil packs are normal maintenance items. Engines and gearboxes themselves are quite durable. A test drive, and a thorough PPI should give you a good idea of the car’s general health. 1996 OBD II cars are generally worth less than OBD I cars because of the loss of variable cam timing. Z32s were also fairly popular with the tuner crowd, and it’s worth being patient in the search for a clean, mostly unmodified car.

What to Pay

The Z32 300ZX was one of the premier sports cars of the 1990s. The market, however, is still maturing, and deals are still out there. In general, two-seaters are worth more than 2+2s, slicktops get a premium, and the two-seater, T-top Twin Turbo is obviously the most desirable. In #2 (“excellent”) condition, a 300ZX Turbo is currently worth $43,100 in the Hagerty Price Guide, while a base model coupe is worth $24,000. Driver-quality condition #3 (“good”) examples of each can be had for a littler more than half the #2 value. A convertible model is the next step down with a #2 value of $20,500 and a #3 value of $11,700, and at the bottom is the 2+2 with a #2 value of just $18,500. Subtract -15 percent for cars equipped with the 4-speed automatic instead of the 5-speed manual.

Nearly 30 years after the car’s exit from the North American market, the prospect of 300ZX ownership isn’t remotely unpleasant. The cars were produced at time when Nissan’s engineering and build quality were generally high, and the necessities are readily available for far less than Porsche or Benz money. Used parts are relatively plentiful as well, and there is a huge online following for Z32s with plenty of advice just a few clicks away. Nice to look at, nice to drive and rewarding to own, the Z32 hails from the golden age of Japanese performance cars and its place as a modern collector car looks to be assured.