Nissan Fairlady Z (S130)
Nissan S130 | ||
---|---|---|
Curb weight 1,281 kg (2,824 lb) 2-seater | 1,356 kg (2,989 lb) 2+2 | |
Chronology | ||
Predecessor | Nissan Fairlady Z (S30) | |
Successor | Nissan 300ZX (Z31) |
The Nissan S130 is a
Design goals
The 280ZX was a complete redesign, retaining only the
Engineering
The 280ZX adopted suspension similar to that of the concurrent
The 280ZX's body was redesigned with aerodynamics in mind. By closing in the open grille of the first generation Z-car and through other improvements taken from wind-tunnel testing, the drag coefficient was reduced from 0.467 to 0.385, and the lift coefficient from 0.41 to 0.14. The new design had a lower center-of-gravity and nearly 50/50 weight distribution in both the two-seater and 2+2 designs. The rear of the car was stretched to accommodate a larger 80 L (21.133 US liquid gallons) fuel tank. Overall, the new body design gave better fuel economy and high-speed stability (one of the known issues from the first generation Z-car).
![](http://upload.wikimedia.org/wikipedia/commons/thumb/9/92/Datsun_280ZX_interior.jpg/220px-Datsun_280ZX_interior.jpg)
The 280ZX initially offered either unassisted rack-and-pinion steering or a Datsun 810-derived recirculating-ball with power assistance. Neither came in for much appreciation in period road tests.[3] A new power-assisted rack-and-pinion steering replaced the recirculating-ball steering system for the 1981 turbo, becoming available on the naturally aspirated models the following year.
It is a common misconception that the 280ZX's
Net HP | Gross HP | |
---|---|---|
240Z (70-73) | 121 | 151 |
260Z (74) | 130 | 162 |
280Z (75-78) | 136 | 170 |
280ZX (79-80) | 135 | N/A |
280ZX NA (81-83) | 145 | N/A |
280ZX T (81-83) | 180 | N/A |
Marketing and sales
![](http://upload.wikimedia.org/wikipedia/commons/thumb/c/cf/S130FairladyZturbo.jpg/220px-S130FairladyZturbo.jpg)
The 280ZX was branded in the North American and Australian markets as the "Datsun 280ZX"; and in the local Japanese market as the "Fairlady Z". For the 1979 model year, in the American market, it was co-branded "Datsun by Nissan" through the 1983 model year. These were considered transitional years, as Nissan began to phase in their new global brand under the Nissan name.
The Japanese market got both 2.0 L and 2.8 L engines. The 2.0
Two trim levels were offered in North America, with a no-frills two-seater and a fully equipped 2+2 GL. The GL package was also available for the two-seater, carrying the full equipment list.[4] Leather seats were optional, and an optional digital instrument cluster was introduced in 1982. The T-bar roof was available on both bodystyles, but only in combination with the GL package. A "Blackout" package, without most of the chrome brightwork, was available for the standard two-seater.[4]
Changes
1979–1980
Early reviews of the 280ZX were mixed. Some lamented the transformation the Z-car had made to a grand tourer, while others appreciated the improvements in refinement, comfort, and overall market appeal. The sales figures soon proved the Nissan designers right, with the 280ZX becoming a sales success.
In 1979 Datsun homologated a high-downforce "whale-tail" type spoiler for the Datsun 280ZX by producing 1,001 280ZX-R cars; this allowed for use of this aerodynamic aid in
From 1980 onwards, the 280ZX was available with a T-bar roof (on both the two-seater and 2+2 body styles). The T-bar roof panels could be removed and stored in bags in the rear of the car.
In 1980, a limited edition "10th anniversary" car was released. Available in either black and gold or black and red two-tone paint, these cars came with leather seating, and other special trim features. A total of 3,000 of these cars were built - - 2,500 in black and gold, and 500 in red and black.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/c/c8/Nissan_L28ET_001.jpg/220px-Nissan_L28ET_001.jpg)
1981
A
![](http://upload.wikimedia.org/wikipedia/commons/thumb/4/48/Datsun_280ZX_Turbo_in_blue_and_silver.jpg/220px-Datsun_280ZX_Turbo_in_blue_and_silver.jpg)
The turbocharged 280ZX used a single Garrett AiResearch TB03 turbocharger with an internal wastegate, and no intercooler. Nissan's design philosophy at the time led to boost being limited to 6.8 psi (0.47 bar), despite the lowered compression of the turbo engine (7.4:1 with dished, cast aluminum pistons). Additional changes over the naturally aspirated engine included a higher volume oil pump, an oil cooler on automatic models, and Nissan's Electronic Concentrated Control System (ECCS).
![](http://upload.wikimedia.org/wikipedia/en/thumb/0/03/Datsun_280ZX_SeriesI_vs_SeriesII.jpg/250px-Datsun_280ZX_SeriesI_vs_SeriesII.jpg)
At the time of its release into the US market, the 280ZX turbo was the fastest Japanese import on the American market. The turbocharged 280ZX with a three-speed automatic delivered 0–60 mph (0–97 km/h) times of 7.4 seconds[8] and a very respectable quarter mile time of 16.6 seconds, at a top speed of 130 mph (210 km/h).
One criticism of the early 280ZX was a reduction in spring rates, giving a softer ride and making the car rather difficult to drive hard through corners without transient oversteer, which was a feature of trailing-arm rear suspensions. The release of the turbocharged model in 1981 saw the introduction of a revised rear suspension, which Nissan continued to use in the 1982 and 1983 turbos, as well as the non-turbo from mid-1982 onward. Car and Driver had another complaint of the 280ZX turbo: in a 1981 comparison of several performance cars, they decided that while the acceleration was on par with other sports cars of the era, the braking system was prone to fading away completely before a lap could be completed on their test track.
1982–1983
This section needs additional citations for verification. (May 2018) |
![](http://upload.wikimedia.org/wikipedia/commons/thumb/9/9e/1982_Datsun_280ZX_%28S130%29_hatchback_%2824990639551%29.jpg/220px-1982_Datsun_280ZX_%28S130%29_hatchback_%2824990639551%29.jpg)
Nissan gave the 280ZX a facelift in 1982, with revised NACA ducting in the hood, new alloy wheels (14-inch six-spoke alloys for non-turbo models, and 15-inch four-spoke alloys for turbo models), a revised B-pillar garnish, new pin-stripe style tail-lights, and rubber bumper over-riders replaced the earlier model's chrome and rubber items. The bumpers were now also body coloured and wrapped around further. Interior changes were minor but included new seat trim styling. The 1982 model also was the first to offer the popular voice warning system, which warned the driver when the headlights were left on after the vehicle was turned off, if the parking brake was on while the vehicle was in motion, and many others.
This facelifted model has since come to be called the "Series II" 280ZX.
Power steering became standard equipment with a new rack-and-pinion system, rather than recirculating ball. Changes were made to the rear suspension layout, which also meant the exhaust pipe now exited from the left, rather than right-hand side. The rear brake calipers and rotors were also changed and the drive shafts (half shafts) were upgraded from universal joints to constant velocity joints on certain models.
As in 1981 both turbo and naturally aspirated engines were offered, but non-turbo cars now used the uprated L20E for the Japanese market or the L28E for the export market, which on the 2.8 L version, due to increased compression, were rated at 145 hp (108 kW) rather than the earlier engine's 135 hp (101 kW). The naturally aspirated 1982 Datsun 280ZX boasted a 0-60 mph time of 9.1 seconds, 1.2 seconds slower than the Corvette of the same year. The 280ZX Turbo manual had a 0-60 mph time of 7.4 seconds while the automatic managed to turn out 7.1 seconds. That compares to the Aston Martin Volante, which had a 0-60 mph time of 8.9 seconds at almost seven times the cost and the Ferrari 308GTSi which had a 0-60 mph time of 7.9 seconds. The only US-market car in 1982 to beat the Turbo ZX' acceleration figures was the Porsche 911SC, which was considered by most to be an exotic car. This information can be referenced in the R&T Guide to Sports & GT Cars (1982).
The (US market only) 280ZX Turbo was offered with a
Spring rates and sway bars were revised, which largely addressed the handling nervousness of the early 280ZX Turbo, and reviews confirmed that the 1982 280ZX Turbo was the most sporting Z-car since the original 240Z of 1970.
Racing
![](http://upload.wikimedia.org/wikipedia/commons/thumb/6/60/Datsun280ZXrace.jpg/220px-Datsun280ZXrace.jpg)
The 280ZX proved successful in various classes of racing, particularly in the US. Significant results include:
- 1979 SCCA C Production Category (Bob Sharp Racing 280ZX)[5]
- 1979 and 1980 IMSA GTU Championship (Electramotive Datsun 280ZX)
- 1982 and 1983 IMSA GTO Championship (Electramotive Datsun 280ZX Turbo)
The 1983 Electramotive 280ZX Turbo produced over 700 hp (522 kW), and reached a terminal speed of 140 mph (230 km/h) in the standing quarter mile.
The most notable driver to be associated with the car was actor Paul Newman, who raced with the Bob Sharp Racing team. He also helped to promote the car and starred in a series of commercials.
See also
- Nissan Z-car
- Nissan 280Z
- Nissan 300ZX
- Nissan L engine
References
- Notes
- ^ "Datsun 280ZX: Putting the Z name on a very different car", Road & Track's Road Test Annual & Buyer's Guide 1979, Greenwich, CT: CBS Publications, p. 62, January–February 1979
- ^ a b R&T Buyer's Guide 1979, p. 63
- ^ a b R&T Buyer's Guide 1979, p. 64
- ^ a b Datsun: Suggested retail prices for 1981 Datsun Models★ (Sales Training/Dealer Support), Gardena, CA: Nissan Motor Corporation in U.S.A., 1980-09-25, pp. 5–6
- ^ a b Hogg, Tony (ed.). "A brace of racing ZXs". Road & Track's Road Test Annual & Buyer's Guide 1981 (January–February 1981): 54.
- ^ A brace of racing ZXs, p. 56
- ISBN 0-910714-14-2
- ^ Car & Driver, 1981
- Sources
Datsun 280ZX. Nissan Motor Company, 1978. Datsun 280Z & ZX. Brooklands Road Text Books.
External links
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