Nissan’s Z car has been a longstanding nameplate on the list of the world’s great cars. Stretching all the way back to the original Datsun 240Z, the Z (or Fairlady Z in Japan) family has come a long way in terms of technological advancement and performance capability.
In part one of our Z car history lesson, we covered the history of the classic straight-six Z models. This time around though, we’re covering the later V6-powered members of the Z bloodline.
Read on to see how the Z grew into the modern performance machine it is today.
Bye Datsun, Hello Nissan!
With the 1984 model year came a number of significant changes, most notably the introduction of the Nissan name. No longer a Datsun, the Z31 Nissan 300ZX was a big departure from the standard Z car formula.
The L series straight six was dropped in favor of Nissan’s VG30 V6, making 160hp in naturally aspirated form and 200hp under the turbo’s influence.
It was also around this time that many Japanese sports cars were starting to sport upgraded equipment that you might expect to find on modern vehicles, and the 300ZX was no exception: starting in 1984, turbo cars came factory equipped with three-way electronic adjustable shock absorber, with those same cars gaining a clutch-type limited slip differential in 1987.
The Diablo Connection
The march of time brought the march of technology to the 300ZX, not just in equipment but in development as well. Nissan had an ongoing initiative called Project 901 that was intended to bring more technological advancements to their product line.
This resulted in 1990’s Z32 300ZX gaining a number of improvements—not just in equipment, but development as well, with CAD being utilized significantly during the design process.
Power took a nice jump up thanks to the introduction of a new dual overhead cam cylinder head with variable valve timing. 222 horsepower was the new standard, with the twin-turbo cars cranked up to 300.
The rear end was kept planted by a new multilink rear suspension design, and turbo cars also enjoyed a new dual mode suspension and Super HICAS (or HI Capacity Actively controlled Steering). An evolution of the earlier HICAS and HICAS II found on cars like the R31 Skyline and S13 Silvia, Super HICAS used a dedicated computer to control the hydraulic actuation of the rear subframe and rear-mounted steering rack, allowing for up to 1 degree of steering angle. This system was utilized all the way to the end of the 300ZX’s life, with a switch to electronic steering rack actuation in 1994.
Despite the improvements, many enthusiasts go to lengths to eliminate the Super HICAS system using kits like this one from Whiteline to improve on-track performance, where computer interference can cause somewhat unpredictable handling.
The 300ZX enjoyed a significant amount of track time, including running in IMSA’s GTO and GTS classes under Stillen founder Steve Millen, as well as winning the 24 Hours of LeMans GTS-1 class in race trim in 1994 and placing fifth overall.
That same year, IMSA banned the VG30DETT engine from competition. But this high-performance history wasn’t enough to keep the Z32 around in the USA, and 1996 was the last year here for the 300ZX (although it soldiered on through 2000 in Japan).
Oh, and as for the Diablo connection? From 1999-2001, the Lamborghini Diablo wore 300ZX headlights—which we think is pretty neat.
Sound the Trumpets—the Z Returns!
After a brief international hiatus, the Z name finally returned to the world. This was a completely new car from the ground up, designed for the new millennium. But the naming convention stayed the same: “350Z” meant 3.5 liters of displacement from six cylinders, and in Japan, the name “Fairlady Z” soldiered on.
These cars were built for the modern world twenty years ago, with viscous limited slip differentials on all but the base models and your choice of manual OR automatic six-speed gearboxes. You could even spec your new Z with traction control, Brembo brakes, and enhanced bodywork, depending on how your ordered.
But every 350Z shared the same VQ35DE engine with 287 hp, making this the most powerful non-turbocharged Z yet. A convertible soon followed in 2004, for those wanting to feel the wind in their hair.
For the most part, the 350Z evolved year-to-year like any other typical model car. The main change came in 2005 with the introduction of the “Rev-Up” version of the VQ35, adding variable exhaust cam timing, a raised rev limit, and a revised oil pump. These updates were relegated to manual transmission cars, and only if you spec’d it. At 300 hp, these were the first Z cars to make 300 hp since the twin-turbo 300ZX.
In 2006, alongside a mild facelift, all manual Z cars got the Rev-Up engine, and so long as you weren’t in a base model, the brake systems got an upgrade as well. However, holding off on ordering until 2007 got you the first engine upgrade of the Z33 era: the VQ35HR. Now officially more powerful than the 300ZX turbo, the VQ35HR made 306 hp and had a 7,500 rpm redline. 2007 also gave enthusiasts their first taste of Nissan Motorsport performance, thanks to the 350Z Nismo.
The Nismo was equipped like an enthusiast’s dream: a viscous limited slip diff, aero package based on Nissan’s Super GT entry, a Yamaha-developed suspension further tuned by Nismo, Brembo four piston front and two piston rear brakes, RAYS wheels, and a special Nismo exhaust. Oh, and they had additional seam welding beyond the standard Z to stiffen the chassis even further. What’s not to love?
The 350Z hung around for a few years, becoming a massively popular platform for all sorts of enthusiasts, including those who couldn’t yet own one. DK, the top antagonist in The Fast and the Furious: Tokyo Drift wheeled a 350Z, as did the player’s associate Rachel in the video game Need for Speed: Underground 2. The car was featured on the covers of both Forza Motorsport 1 and 2, the only car in the history of the game to appear on more than one cover. In the real world, the 350Z competed in (and continues to compete in) numerous race series, including the Japan Touring Car Championship, Super GT, SCCA Touring and GT, NASA Spec Z (backed by Nissan), and Formula Drift.
Where does Nissan go from here?
More Displacement, New Name
Well, they go up in displacement, power, and capability. The VQ37VHR engine was introduced for 2009, and at 3.7L, so was the name 370Z.
An evolution of the previous car, the 370Z came on the scene with 332 horsepower, and while the six-speed stick remained, the automatic option gained another cog in the box, now up to seven. If you wanted a limited slip diff, you could have it, as well as bigger 19 inch RAYS wheels. There was also an available sport pack, which included the typical modern sporty car touches, as well as upgraded Akebono brakes.
Nismo also got their hands on the 370Z, bumping power up to 350hp and adding rev matching, an enhanced suspension pack, and special Nismo-specific RAYS wheels. The 370Z soldiered on through 2020, gaining a minor facelift in 2013 with a redesigned aero pack on the Nismo in 2015.
Into the Future
The rumor mill exploded with the news that a successor to the 370Z was on the way, commonly called the 400Z by speculators. Defying historical convention, the new Z hit the streets for the 2023 model year without a number attached to it, simply called the “Nissan Z”.
This was most likely due to the new model featuring styling reminiscent of Z cars of yore, as well as the introduction of the VR30DDTT engine, a twin turbo three liter that, following the naming rule, would’ve required the name 300Z.
However, just like every single car in its 50+ year history, this new model was still called the “Fairlady Z” in Japan.
The VR30DDTT makes the new Z the most powerful of all, pushing 400 hp through a good old six-speed manual or new nine-speed automatic borrowed from Mercedes. The Performance pack brought rev matching to manual cars, paddle shifters on automatics, bigger brake rotors with floating calipers (four piston front, two rear), a limited slip diff, RAYS wheels, and special aero bits.
The Nismo variant came back as well, with a new wastegate and tune working together to create 420 horsepower. The Nismo also featured more chassis bracing, reworked aero kit, a carbon fiber driveshaft, Recaro seats, special wheels, and even bigger brake rotors. However, the manual option was dropped for the Nismo, although the automatic did come with upgraded clutch packs.
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The Nissan Z has come a long way since the original 240Z way back in 1970. What started out as a classic grand tourer evolved throughout the years into one of the world’s most recognizable enthusiast cars. Luckily for fans around the world, you can still buy a brand-new Nissan Z at the time of writing.
But Z fans, what say you?
Tell us in the comments which Z is your favorite, or what you think the future holds for the storied Z car.
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