Page 148 - Wayne Carini's Guide to Affordable Classics

were set to the right as in the original car. Power steering and air conditioning were optional on the two-seater and standard on the 2 + 2 and the outside mirror was power operated. The GL package added white-letter tires and alloy wheels, cloth interior, power windows and passenger mirror and four-speaker AM/FM radio, and a warning light for burned out bulbs, low fluid levels and battery issues. A bizarre two-level gas gauge measured overall fuel, then kicked into emergency after the red light came on. In an early case of range anxiety, it showed you how much of the final quarter tank you really had left.
The driver was much more insulated than in the previous generation. The ZX was wind tunnel tested and quieter, but the power steering was criticized as numb and the rear suspension flexed with softer bushings for a disconcerting camber steering effect. Rack-and-pinion steering was replaced by recirculating ball, but the power steering was built by ZF. Four-wheel disc brakes were fitted. Base price was $9,899, but went up sharply from there. The GL package cost $2,284 and automatic transmission added $295. Two-tone metallic paint cost $99, while
TOP: For buyers that wanted a compromise between a family car and a sports car, the 2 + 2 body style continued into the 280ZX. ABOVE: The 280ZXR was built primarily to homologate a larger rear spoiler for racing. The wheels on this example are not original.
146Wayne CariniAffordable Classics
a 1979-only ZXR package set you back $399. Built as a 1,009-unit homologation model for racing, ZXR editions were highlighted by a large rear wing, a striping package and a large ZXR logo. All ZXRs were painted in Silver Mist with no options, save air conditioning. Sales reached new high of 71,983 for the year.
T-Tops were new for 1980, though already common on other US models. Leather upholstery was offered for $300, along with automatic temperature control which added $70 to the $635 A/C option price. The Grand Luxury package cost $1,704 this year, added to the base price of $10,349 as the yen strengthened. To commemorate the Z’s 10th anniversary, a special “ZX10” edition was offered in either black and gold or black and red two-tone paint, these cars came with leather seating, and other special trim features as well as Goodyear Wingfoot radials. A total of 3000 ZX10s were built – 2500 in black and gold, and 500 in red and black.
Big news for 1981 was the 180-horsepower 280ZX Turbo. Compression was cut from 8.6:1 to 7.4:1 and the Turbo’s boost was limited to seven psi. It was only available with the automatic transmission, which had to be strengthened. Wheels were widened to six inches and fitted with 205/60R-15 tires. Front springs were softened and rear ones stiffened. The non-turbo 280ZX benefitted from an increased 8.8:1 compression ratio to reach 145 horsepower and T-Tops were now available on the 2 + 2 model. But prices had climbed again: $10,699 for the two-seater; $12,503 for the GL and $14,052 for the GL 2 + 2.
The Turbo cost a whopping $16,999 but testers thought it a bargain, as it was faster than a Corvette through a quarter mile, at 15.6 seconds against 16 seconds. Nissan sold 7,000 Turbos in the US and 68,200 280ZXs altogether.
The 280ZX was blessed with significant improvements for 1982. The five-speed gearbox was available with the Turbo, which was also sold in 2 + 2 form. Rack-and-pinion power steering was made standard. The bumpers were urethane and smoothed into the body, and taillights were larger. Finally, voice commands informed drivers if they had left lights on or the doors open. As if to reinforce the Turbo’s need for heavy breathing, a NACA duct was added to the left side of the hood.