(first posted 2/18/2013) Datsun started a gold mine for itself when they introduced the 240Z in 1970. All through the ’70s, it and its 260Z and 280Z successors were consistently popular. But at the same time, the Z car began to move from its sporty image to more of a cruiser. But the real “Brougham Z” didn’t really come into its ultimate personal luxury-sport form until the 280ZX appeared for the 1979 model year.
photo by PN
This process had begun well before the ZX, however. Big, fat federally-mandated bumpers starting in mid-1974 didn’t help (they added 130 lb. to the curb weight), and further emissions equipment curbed some of the coupe’s zippiness. At the same time, buyers were seeking more creature comforts, and Datsun obliged with flossier interiors, power assists and even a longer-wheelbase 2+2 model.
image: lov2xlr8.no
But after nine model years, it was time to finally retire the original. The new ’79 was still very familiar-looking, though, with long nose, sugar-scoop headlight buckets, and Kamm-tail. It was all new except for the L28 straight six engine–there would be no 260ZX model–and boasted superior aerodynamics compared to the outgoing model, with a Cd of 0.385 (the 1970-77 model was 0.467).
image: lov2xlr8.no
The ZX was a bit bigger than the 260/280Z, with a 174-inch overall length and 91.3-inch wheelbase. Unlike the 1975-77 Zs, the bumpers of the ZX were not quite so tacked on. In addition, both the ZX and ZX 2+2 had near 50/50 weight distribution. The net result of all these changes were better fuel efficiency and much more stable handling.
The “Brougham Z” or “fat Z” was somewhat lamented by the press, as it was no longer a sprightly little sports car like the beautiful 1970 original. While it could still get up and go, it was now much softer and cushier, with plush upholstery, thick carpets, and lots of sound insulation. Indeed, it was kind of like having a Cutlass Supreme Brougham in a Z car suit! But buyers didn’t care, and the ZX was a big money maker for Nissan.
The 2+2 was even Broughamier, especially when the right options were ticked, like the whitewalls, mud flaps (always a Midwestern favorite) and two-tone paint on this example. If the two-seater was a Cutlass Supreme, perhaps you could think of the 2+2 as a Ninety-Eight Regency coupe.
When coupled with the digital dash and velour upholstery, it was perhaps the sportiest “Brougham-esque” vehicle of the ’80s. It’s also worth mentioning that that late-’70s to mid-’80s favorite, the T-top, was added to the option list for 1980, available on both the ZX and ZX 2+2.
image: japanesenostalgiccar.com
This is not to say they were slugs; far from it. During its run, the first ZXs had 135 hp (bumped to 145 in ’81), and the new-for-’81 Turbo produced 180 hp @ 5600 rpm and 203 lb-ft @ 2800 rpm. That was good enough for a 0-60 of 7.4 seconds, not bad at all for the early ’80s. Unfortunately, it was automatic-only as the five-speed stick was deemed not tough enough for the boosted L28ET engine.
In fact, the ’81 280ZX Turbo was the fastest Japanese car available in the U.S. at the time, capable of a 16.6-second quarter mile. In addition to the engine, Turbos also got a revised rear suspension, as the standard setup was rather floaty and very Detroit-like.
Vintage Japanese cars are few and far between in my part of the country, so I was delighted to find not one, but TWO of these ZXs last fall. While the ZX is a little weathered, the 2+2 appeared to be in showroom condition.
If you compare this shot with the rear-quarter shot of the 2+2, you can see there was a big difference in proportions between the ZX and the ZX 2+2. Even the rear quarter windows are shaped differently, with the two-seater retaining just a bit of the reverse-curve C-pillar of the ’70 original.
image: viczcar.com
For the ultimate in late-’70s/early ’80s Sport Brougham luxury, you just had to be the first on your block with the 10th Anniversary ZX–the perfect cruiser for you and your giant mustache! Available in two-tone gold-and-black or red-and-black, these Zs got color-keyed alloys, whitewalls, and a special numbered plaque inside, plus pretty much power everything.
image: maclaymotors.org
These were the top of the heap in ’80 Datsun showrooms. Only 3000 were built, and as you might expect for the era, the gold-and-black version was the most popular, with 2500 made. Only 500 cars received the red-and-black treatment, and were the more attractive version, in your author’s opinion.
Here’s the genuine CS Brougham, for comparison’s sake. Yes, they were still two very different cars, but the two had a lot more similarities compared to, say, a 1970 Cutlass Supreme and ’70 240Z. The CSB, freshly downsized for ’78, even came in a sportier buckets-and-console model, the Cutlass Calais. And here’s another parallel: Both the ZX and Cutlass were available with a T-top!
And is it me, or does the available two-toning on Cutlasses look suspiciously like the ’80 10th Anniversary ZX? Who was following who? The biggest difference was perhaps each car’s image: The CS said luxury, even in the standard model; the ZX suggested sportiness-and did back that up some, particularly in the Turbo model, but NVH and a cushy ride were clearly passing by the sporty features of earlier Z-cars.
image: viczcar.com
Don’t believe me? Just check out this red interior, in velour, no less! The steering wheel matches the shift boot, which matches the handbrake lever, which matches the defroster vents, which matches the dash, the ashtray, the carpet… It reminds me of the Westmoreland, PA-built VW Rabbits, when they were getting a similar interior treatment–a stark contrast to the all-business German-built version. Apparently, both Datsun and VW were most interested in cranking out mini-Oldsmobiles, or at least a reasonable facsimile.
I had a pretty strong connection with one of these in my formative years. The neighbors right across the street from our house had a bright cherry red ZX with a beige interior, nearly identical to this one posted on hooniverse.com (worth a look, as this car has an interesting story). This was probably around 1985-89 or so and I immediately bonded with that car! To a young car nut like me, this ZX really caught my interest. It was RED! It was a SPORTS CAR! It was COOL! That car was always sparkling; it was clearly the husband’s toy.
Of course, I knew nothing about the ZX’s Broughamification at the time; it was not discussed by Miss Nelson, my second grade teacher, for some reason. All I knew was that I liked it. They had the car into the ’90s, and might have still owned it when we moved across town in 1995.
In 1982, the ZX was facelifted, with an updated NACA hood duct, alloy wheels, taillights, more integrated bumpers, and other minor trim changes. ’82s were also bestowed with the infamous voice warning system, shared with the Maxima sedan. Among other things, it would inform you that your door was in fact, really a jar. I imagine it was a feature that was neat for the first two weeks, after which point it would slowly drive the owner insane.
Both of our featured ZXs are most likely ’83s, the last model year, as they both carry the “Datsun 280ZX by Nissan” nameplates on their hatch lids. This was during a transitional period when the Datsun name, used only in the North American market, was being slowly phased out in favor of Nissan.
I believe this wonky badging occurred between 1982-84. By 1985, the transition was complete, but for a couple of years, they were badged with both names. Gee, that won’t be confusing, right? It must have been fun for both the DMV and the car owners, determining if it was a Datsun or a Nissan when they went to register it.
The car sold well throughout its run, despite only minor changes, with production of approximately 86K in inaugural ’79 and 55K in final-year ’83; production never dipped below 53,000 units during that time–not bad for a sporty specialty car.
1983 was the swan-song for the 280ZX, as a new angular, folded-paper 300ZX was waiting in the wings to replace the 280’s soft curves. The 300ZX would remain rather plush, but would look and perform with more authority, leaving much of the ’70s disco-era options behind. But the 1983 280ZX was the last model with a strong familial resemblance to the ’70 original, and for that I salute it.
The 280ZX was a lot Broughamier than the 1970 240Z, but it was still a pretty nice car, with plenty of personality. Despite a lull in 2000-01 between the last 300ZX and the first 350Z (the 300ZX disappeared a little earlier in the U.S., with the ’96 being the final model), the sporty Nissan is still with us as the current 370Z. It’s been a huge part of Nissan’s sporting personality for over 40 years, with hopefully many more to come.
No mention of the Fairlady Z ?
Who can forget Dick Van Patten, who was coming off of his Eight Is Enough show, in a series of commercials introducing Americans to the new Nissan.
The story of the name Datsun is an interesting one. Apparently Nissan is bringing back the name in some parts of Asia.
I don’t remember that, but I do remember Van Patten selling Delta 88s for Olds during the 1977-85-ish period. There’s another Olds-Datsun connection for you, Tom!
http://youtu.be/GQJo2xRy6OE
I remember Van Patten hawking Oldsmobiles but not Nissans. But I do remember Woz trying to sell us on a ZX:
It must be “Beat Up On Oldsmobile Week at CC”…
How is it beating up on Olds? I am only pointing out that the 280ZX was much more of a personal luxury car than a sports car–much like the Cutlass Supreme.
A cousin bought one of the later 280Zs, maybe a 1976 or 77. I got to drive it very briefly and fell in love in about 2 minutes. But as much as I loved that one, somehow the 280ZX fell flat with me immediately, and I was just not that interested. It came off to me less like a Cutlass, and more like a Trans Am for people who were too good for American cars. By the later ones in the 80s, it was almost becoming a Z car parody.
I have also seen a couple of these in my area, and have pictures of one of them. Thanks for writing this one, Tom. Now the pressure is off for me to do the Z, and I can turn my attention elsewhere. 🙂
On a positive note, I love the color combo on the Cutlass 🙂
I had a crush on a guy who looked like Sam Elliot and drove a red one.I used to wish if I was his girlfriend he’d let me drive it.
Tom, nice write up as always. And, point taken about the Brougham factor, but I can tell you from first hand experience, not quite.
I went from driving a 79 Gand Prix 301 to an 84 Z (which was nothing more than a re-bodied version of the 83, albeit with the new 3L V6). Really, the GP and the Z were nothing alike. And even in the Brougham department, the Z had the A-Specials beat by a mile.
True, the Z wasn’t much of a sports car, but it was an excellent sports tourer. It actually had alot more in common with the Corvette (which had also ceased to be a sports car by then). Except it had a nasty habit involving a startlingly quick loss of rear wheel adhesion to the pavement in high speed maneuvers (almost lost it once on Hwy 63 in Columbia MO at 115mph).
I personally loved these cars. Slick, techy, comfortable, sporty. Mine was a loaded up non-turbo 5-speed 2-seater T-topper, and although it was far from an all out performer, it still felt light years ahead of the GM mdsizers. It was also infinitely smaller and very cramped inside.
So, people have generally bashed these because they weren’t sporty enough, but i say so what? They were very comfortable and still fun to drive; and besides, very few cars of that era really were high performance.
And by the way, CC clue judges – is there a special award for being oddly close? Although the cars could not have been more different, my standard guess of the Datsun 310GX was only off by 30 and the letter Z 😛
I’ve seen one of those 10th Anniversary models in the red/black locally. Very nice and actually owned by a female.
R.E. the badging: “Datsun By Nissan” had started appearing on the cars as early as ’78 or ’79. Along with the branding switch, Nissan started moving from numeric names to regular names in ’82 with the Sentra and Stanza. Those cars were marketed as Nissans from the start but still wore a separate Datsun badge on the trunk lid. Period advertising, even for the Nissans, used the “Datsun…We Are Driven” jingle.
For ’84, all other models (including the new 300ZX) adopted this method, and in ’85 Datsun badge disappeared altogether. “Major Motion, From Nissan! …At your Datsun dealer.”
FWIW, my 84 had a full-size Datsun badge on the left rear of the hatch AND a full size Nissan badge on the right side.
For 85 models, the Datsun badge was no more, and the Nissan badge moved over to the left side.
Definitely one of the dumber ideas in the automotive world…stop using a well established nameplate for one that had “zero” (pun intended) name recognition in the US.
*take everything I am about to say with a grain of salt! No research has been done on the matter!*
I seem to remember reading that Mr. Nissan (owner of the company) was jealous of Mr. Toyoda (toyota) being a household name. The name change was apparently done to satisfy his ego.
Nissan isn’t a person’s name but a portmanteau of “NIppon SANgyo” (roughly, Japan Manufacturing Co.)
My father’s 81 King Cab pickup was a Datsun. After one of my brothers nearly totalled it in the late 80s, it came back from the body shop as a Nissan.
I remember the “The name is NISSAN” ad campaign that started around this time, I still have an auto show bag with the tagline on it.
re: next gen Z, best commercial ever.
http://youtu.be/jl2DHN1sCQc
Amen to that.
G.I. Joe checking his look in the rearview mirror (00:15) still cracks me up when I see it. He knows he looks good, even though his eyebrows are nearly as big as the guy’s mustache in the vintage Z commercial.
Always wanted a Z-car (of any displacement), but the car gods have kept me out of that loop for years. Great article, as usual.
I’ll third it. That was a very good car commercial. I had forgotten about it but I remember seeing it back then.
An absolutely great car commercial. Didn’t follow the link, I remember it perfectly. To the tune of, “You really got me”, by the Kinks. Right? I loved how GI Joe slid the Z over Barbie’s patio furniture. LOL!
And those were the greatest Z cars, back in the ’90’s. IMO.
The ‘Disco Danny’ Z……..
Exactly. Even back then I thought of the ZX as a midlife-crisis car, appealing to the same sort of customers as the Opel Manta supposedly did in Germany. I had a good chuckle when I later found out what the model was called in Japan.
The Turbo was automatic only for 1981. For ’82-’83 Datsun offered the Borg-Warner T-5 5-speed with the Turbo, at least in the US.
I don’t remember what year it was, a friend’s wife got one of these with all the bells, etc. One of the first cars with a cute oriental voice telling you that you had not fastened your seat belt, among other things.
I remember thinking………….. OH GOD, NO, has it come to this!
While enjoying some mindless TV last night, I caught a rerun of Pawn Stars. A somewhat delusional owner of a 10th Anniversary model came in to sell his ride. And while it definitely looked like it had been rode hard and put away wet, he wanted $28,000. His argument was that, restored, these gems are worth between $60,000 and $80,000. A few minutes of scripted negotiation later he was willing to accept $4,000. No sale. Another fabulous automotive opportunity lost.
$60 to $80K? What was he smoking?
I had an ’82 2+2 GL (the Brougham version). Loved that damn car… too bad the rust monster got to it after one of the frame rails were damaged by a previous owner.
The manual 2+2 came with a lower 3.77 rear end and with five gears (instead of that godawful 3-speed auto), you could really make one of these things scoot. Might as well toss the rear seats because you’re not going to fit anybody back there unless you chop their legs off. It made up for the extra weight on the longer wheelbase. But still… that car was a ton of fun.
I replaced it with an ’83 GL (same appointments), but it had the Nissan slushbox. I’m almost glad that car caught on fire.
Nice paint hiding a bunch of scary rust (and a giant rust hole on the firewall).
The Replacement (with the awful 3-speed)
Just a minor point, “the Datsun name, used only in the North American market” is incorrect, Datsun was used in other export markets, including NZ and Australia. We had a similar thing happen during the changeover to the Nissan name.
Also, the name Datusn has been used in Japan as the model name for their D21 and D22 Pickup, which we get quite a few of over here in NZ.
Interesting. I never knew the whole Datsun-Nissan identity crisis played out in NZ and OZ.
Yeah, it didn’t seem to be such a big deal here in NZ, I think the cars just had Nissan badges, then a supplementary “made by Datsun” badge added or something for a year or so…. I’m a bit hazy, because it all happened when I was still a little kid, so wasn’t really on my radar.
I think the UK got Datsuns too.
We had Datsuns in the UK til about 1983ish I think
That black-and-red 10th anniversary ZX pays homage to the legendary 1971 East African Safari winning #11 …
http://en.wikipedia.org/wiki/File:Datsun_Fairlady_240Z_001.JPG
Tom excellent observation on the Westmorelandization of the interiors. By the time these came out the disco era was winding down and so many things looked ridiculous to me… the two-tone paint, whitewalls, fake stitching, digital dashes and that dipped look inside.
The ZX did have good credibility though because the Turbos were really, really fast and 0-60 times were tops back then. It was a unique combination of attributes. More refined than a Vette, better performing and smaller than a Camaro. Better quality than both.
I figured the 280Z before it would be nirvana (original British inspired look + torquey fuel-injected 2.8L) and bought a ’78 4-speed used. Turned out to be the most disappointing car I’ve ever owned.
The condition was mint and mileage around 50k. It had those turbine aftermarket wheels that were so popular back then. They looked great but I could never keep them balanced. The steering was unbelievably heavy and rubbery feeling. There was vibration in the shifter and clutch pedal.
I think mine needed a new engine mount. I’ve heard that going larger on rims can really hurt the handling feel on these. The heavy bumpers hung way over the ends didn’t help. Speaking of bumpers there were no fewer than five iterations on the original Z, interestingly two for the big bumpered 280. The bumpers on the final iteration like my ‘78 looked good.
It was such a beautiful car but just awful to drive. It had lost the light feel of the 240Z which was designed for an earlier era of regulations. So many cars fell victim to this including the XKE, Alfas, MGs and Fiats.
All needed to evolve but only Datsun could pull off a successful transition to something new. The ZX was the perfect execution of what it was supposed to be — a well-made Broughamy GT — and plenty of Americans wanted that.
If you liked that style the 280ZX never disappointed, which wasn’t the case for its immediate predecessors or competitors. Like many things I appreciate them more now, although the style hasn’t grown on me.
I did love the 928-inspired 300ZX, Nissan should have called that one the 300Z. That was another successful transition that was still somehow a Z. The 350Z and 370Z were also well done and appropriate for the market.
In terms of handling, one of the constant complaints from period reviewers was that the ZX’s suspension bushings were too soft: good for soaking up road harshness, but not for handling precision, making the chassis feel squirmy. The weight of the bumpers may not have helped. Hanging heavy weights on either end of a car’s chassis may improve front/rear weight distribution, but it also increases the polar moment of inertia, meaning that the car is more reluctant to turn in and then more reluctant to return to the straight ahead.
Datsun also changed the rear suspension from a strut type to a semi trailing arm design. Never drove a 280ZX but had a 300ZX one night and lifted in a corner. The back end came around and I barely caught it in time. The semi trailing arm was notorious for its camber and toe changes when unloaded.
Under acceleration the squat was hilarious (even the 280Z had it). At a stop light with an automatic trans you could hold the brake and step on the gas slightly, enough to squat the rear. You could make the car look like a lizard on a hot rock to the amusement of everyone around you.
As I was reading through Tom’s excellent article for a second time I noticed the ZX was the CC clue yesterday. How odd no one guessed it. Would have never happen on the 240Z with its iconic battery cutouts right there. Instead we have an outside mirror that looks like rubix cube. God those were hideous.
After the first gen Z’s I was not interested until the 90 300ZX which was a very sexy beast.
I hope you have more photos and a story on the 63 Cadillac Coupe deVille in the background in image 18 (LHD interior shot)
I always figured that the 260Z 2+2 was a nod to the E-type Jaguar 2+2. Given the original Fairlady/Z’s pronounced resemblance to the E-type, why not? (Although the 260Z 2+2 looks less like an E-type 2+2 than the standard Z looked like an E-type.)
Overblown. Overbearing. Overweight. While the Corvette nicely integrated urethane front and rear bumper covers that actually improved on the old solid bumper Shark design, the Datsun 280ZX by Nissan’s efforts were less inspired. It tried to be too many things to too many people. For the Brougham types with some sporting pretensions still alive, the velour interior was sure to attract. For Sports Car lovers of the late 60’s/early 70’s, the original long hood, short tail, kamm rear and front sugar scooped head lights still triggered memories of the impact made by the original 240Z.
T-Tops for the Trans Am crowd…..2 Tone paint jobs for the Cadillac Seville folks…..Rear seats and side door bumper strips for the young and mobile family….it tried to be too many things to too many people. As bad as that may have been, the automotive world would have been a lonelier place without the successor to the Datsun 240Z. In a period of excess with hood sized birds spitting fire, or 305 cubic inch Corvettes, the Datsun 280ZX by Nissan was only trying to keep up with the Jones’s.
Another fine write up and photos by Tom!
I have to agree with you Michael. Back in the day when these were new, my friends and I derided the “Disco Daves” who drove these cars. Even though we were licking our wounds from keeping our rusting 60’s muscle cars in $1.00/gallon gasoline, we thought these guys were complete asshats.
Truly, a Mustang King Cobra, a tape stripe Z28 or an SE Trans Am (the Smokey and the Bandit version) were equally bad, but for some reason we concentrated our hate on these cars and the guys who piloted them.
Maybe it was really more about the pilots, and the whole zeitgeist of the era. The perms, the gold chains in the chest hair, all of the alliterations to all of the money and the parties they went to… While we troglodytes with our rusted out Fairlanes and Coronets were busy wrenching instead of wenching.
I knew a guy back in the mid 70’s who had done one of the first SBC swaps into a Z car I had ever seen, and the thing was a beast! It was fast and quick and handled fairly well, at least as I understood it when I was 15 years old. That car has stuck in my imagination all these years.
A guy in my subdivision has one of these disco-era 280ZXs in his driveway, rotting slowly. I sometimes imagine myself buying the car off of him and installing some variation of a LS motor in it. I even discussed it in detail with my older daughter (before she discovered boys), but I’ve never pulled the trigger on it. I can think of so many other things I’d rather do with a SBC drivetrain, but every so often, that V8 240Z comes to mind. But knowing what I know about the later Z’s, I think the only Z is should stuff a LS motor into is a Z28…
IMO, the original 280Z version of the 2+2 looked pretty good because (at least to my eyes), it only had longer doors than the standard Z with the same rear windows. The ZX versions of the 2+2 are awful because the longer doors and smaller rear windows throw the proportions off completely.
Were whitewalls actually available from the factory? Almost every one I’ve ever seen had either raised white letters or blackwalls.
Good article, Tom
My first experience with a Z car was in 1971 shortly after I went to work for an used car lot. We had a ’70 model for sale. It was priced higher than the new ones at the time because you could not get a new one. They were that popular, at least in Anchorage. I’ve had some experience with the ’79 – ’83 models featured in the article. I know a man who likes them so much he has 15 – 20 of them in varying conditions.
Apparently GM had a similar idea as yours in regards to comparing the 280Z with one of their cars. They used the new 1981 Grand Prix. I ran across this ad in an old magazine a few months ago. I laughed at the time, but after reading your article they may have had more insight than I gave them credit for. They also had a similar style of two tone option.
On another note, I will second googootz’s comments on the ’63 Cadillac.
Thanks for all the articles.
Here is a photo of a two toned Grand Prix.
I always thought those ads were weird.
Guess GM must have thought people would cross-shop the two, and worried, but I couldn’t imagine it. Low-slung sporty-looking 2+2 vs upright formal 5-6 seater – really? Oh, I get it that the ZX got broughamificated, but still…..
Very nice write up Tom. I remember the car magazines of the time being very harsh on the 280zx and I always wrote them off as not real sports cars but that may not have been completely fair. The Brougham-style completely color keyed interior only helped to reinforce this image of a too-soft wanna-be when everyone knew that real sports cars were things like RX-7’s and 944’s but this assesment may not be completely fair.
I never knew they made a red and black 10th anniversary of these, I knew about the gold and black ones from a co-worker that would tell endless tales about one of those being his first car, etc, etc.
I always thought these were in the realm of Firebird Esprit, Camaro Berlineta, Mustang Ghia territory.
I’ve always found the 280 ZX a sad reminder of how quickly a niche model descends into flabby mediocrity when it’s forced to be too many things to too many people (as another commenter astutely noted).
I recently got a look at one of the original JDM, Fairlady-badged Zs at Toyota’s Mega Web museum in Tokyo – I’d love to write up that visit sometime. What a timelessly gorgeous car.
I think Paul Newman used to race these.
Personally never much cared for these cars. Must’ve had at least five friends with one. The image just wasn’t me. But I always did like the “squat” when they changed gears. I always felt the 280ZX invented that. It looked cool to me. I always liked the “motorboat” look. Guess that’s why I like seeing overloaded pickup trucks. Ha ha.
Just caught this review of the 280ZX. First let me say that I own a 1980 10th anniversary and admit the styling is pure 1970s. The ZX was quite a departure from the Z for a number of reasons. One not mentioned is that with high inflation in the United States Nissan needed to increase the options on the car to justify the price. My car cost 14 grand in 1980.
Regarding performance, while we all love the original 240Z it was no match for a ZX turbo with the manual transmission. In fact the turbo ZX was one of the fastest production cars available, in the same class with Porsche and Ferrari.
Regarding the Old Cutlass, how many Old,s came with a manual transmission, fuel injection, 4 wheel disc brakes, IRS etc. etc.
I didn’t realize these cars were so lightning quick and technologically superior to the POS Oldsmobile Cutlass. Thanks for the insight. NOT.
Just recently bought a 1983 zx non turbo, the engine has been worked on and a few race components added. Besides that the rest of the car is pretty much stock minus the exhaust. I can tell you I have driven a lot of different cars over the years and this car is right up near the top regarding handling and looks. Not that many around now and it certainly stands out when you drive down the street in one of these. Its a little tight for room on the inside but not to bad.
Must say I am really impressed with this machine and plan on keeping this one for awhile.
Cheers Bruce
The author may have seen the 280ZXs, but I doubt he has ever driven one. If he has driven one, it was only to the grocery store around the block not at all hard. I’ve driven and raced Zs. Owned 70-72 240Zs, 74 260Z,76,77,78 280Z, 80-83 280ZX and 93 300ZX. Forget about comfort and the Brougham is just a backhanded slap. These 280ZXs were strong on the street and on the track. Much better than the early Zs in handling, speed and stability. Yes, more refined, but allowed the driver to really thrash them around and very predictable and rugged, not tempermental sports cars. Paul Newman and others raced the 280ZX in SCCA to championships and much preferred the 280ZX to the earlier models. Obviously you never drove the ’80 10th anniversary edition with was all leather interior and better, stiffer suspension. Really a better car driving car and more relaible than many Porsche. You should do your homework and drive some cars, not just look at pictures and cars on the street before you criticize and so carelessly mock a legend sports car.
Nope, never driven one. I’ve nothing against these cars, But they were clearly more luxurious and less sporting than the 1970 original.
I am a fan of these, especially in the context of the era. The 280ZXs were a late 70s interpretation of a sports car, very much in keeping with their competitive set, especially the GM F-body and Corvette. Style trumped performance, though the performance was still there (relative to other then-contemporary cars, not compared to earlier iterations). Just as muscle cars morphed into personal luxury cars in the 70s as they followed their buyer’s tastes/needs, so too did these sports cruisers. And to me they are desirable period pieces, even if they are not the best of the Z cars.
Also, I’ve had the chance to drive 2 different 1983 models. The first belonged to the father of a high school buddy that I drove in 1984. The other belonged to a woman I worked with who’d gotten it as a graduation gift and had owned it for 10 years by the time I had a chance to drive it. Both were sticks and both were black over tan. One was new (though driven hard), the other 10 years old but well cared for. My impression was that each one was really fun to drive, with strong performance and good comfort for that type of car. Not a bad combination and a testament to why they sold well.
I disagree with trashing these cars. I had a 77 280z 2+2 5 speed that I drove for several years. Yes the engine did not Rev like my 72 240 but itwas still head and shoulders better than the smog era lumps powering Camaros and Mustangs. The chassis was so superior. I like IRS andrack and pinion steering. I liked the 2+2. It meant that I could drive a sporty small car that held my two young kids in the back. I still prefer 4 seaters.
Regardless of one’s opinion on the direction Nissan took with this Z, there is no denying that they read the market perfectly leading up to the S130. This was the most successful Z generation worldwide during it’s five year 1979-1983 run; no other equal span of previous or subsequent generations can touch it. The right car at the right time, full stop.
Ooo, truth hurts. We gearheads tend to forget that automakers are in the business of making money by making cars that sell, not necessarily good cars as we perceive them to be. And there wasn’t much I liked about this, or the following generation of Z cars, but if they sold, they sold. I don’t think I ever drove one, but one curious observation from I think it was C and D, was that while it felt like an overweight poser on the street, it actually did pretty good, stock, on the track.
Of course CC-in-scale has one. Several, in fact. These were very popular subjects for model cars; it seemed all the Japanese companies got into the act with slightly different variations of the car.
And even the American companies obliged. Here’s a Matchbox-era AMT model of the 280ZX Turbo. Black and silver looked good to me…..
Although the 280zx was nowhere as nimble and sharp handling as the original 240z, I could darn near make that car walk and talk. In my opinion, it was still a great car. I had an 82 280zx and I regret having sold it. Although it was as a heavier car. I still had a lot of fun with it. I believe it had a 21 gallon fuel tank and I drove it from Marin County (a bit North of San Francisco) to San Diego without stopping for gas. Of course I arrived home on fumes. I was impressed that the car, using the cruise control, made the trip on one tank of gas. Later I picked up up a used ’85 300zx, which was a bit of a disappointment, the newer V6 did not perform as well as the inline 6 that my 280zx had. Would love to have another ’82zx again.
I remember all the hand-wringing by the purists when this model was introduced, with the criticisms exactly as you’ve stated – larger, grotesque over wrought styling, too plush. A friend bought a black and gold (of course) 2+2 with the t-tops and electronic dash – of course that all was quite impressive in 1984 but it really did lose the boy racer character of the 240Z & 260Z.
The moment I saw this, I thought “giant porn ‘stache”. It is about as rock ‘n roll 1970 Z, as Hall & Oates.
Hated this thing. It was like taking a Miata and putting a vinyl roof, opera lights, and shag carpeting in it.