Fairlady 300ZX vs Supra

[thomasmfwong]

I'm doing some research on these 2 models before deciding further. Only this 2 models is selected due to its looks. But I'm slighly bent over Supra on looks factor and 300ZX for the engine. Need some inputs from you guys which one you'd choose and reasons why & why not.

Thx in adv.

 

[zan]

300ZX from which year? there are 2 models.

in my knowledge the series startes with 240Z, then 280ZX, then 1st 300ZX, then 2nd 300ZX with twin turbo, and now 350Z

 

[Fluffy]

the twin turbo is the VQ engine rite?

i would still prefer the 2jz.strong internals.

 

[sakuraguy]

The Nissan 300ZX, also known as the Nissan Fairlady Z is a sports car produced by Nissan Motor Company. It comprises the third and fourth generations of Nissan's Z-car line-up, respectively given the chassis designations Z31 and Z32.

Z31

http://images4.pictiger.com/thumbs/b7/c67e833a734b3c4b59ac0f8754490eb7.th.jpg

The Z31 chassis designation was first introduced in 1983 as a 1984 model and the third-generation Datsun/Nissan Z-car. The car was designated as a Datsun/Nissan 300ZX in its 1984 premiere, but the Datsun badge was dropped in 1985 when Nissan standardised their brand name worldwide. The car was designed by Kazumasu Takagi and his team of developers, and featured a new, more aerodynamic body than its 280ZX predecessor. It also had a more powerful line-up of V6 engines instead of the old I6 used in the 280ZX. According to Nissan, "the V6 engine was supposed to re-create the spirit of the original Fairlady Z." (Datsun 280 Nissan 300ZX, p.65) This new V6 (2960 cc) SOHC engine was available as a naturally-aspirated VG30E or a turbocharged VG30ET producing 160 and 200 horsepower respectively. The VG30E(T) engine was either a type A or type B sub-designation from 1984- 4/1987: models from 5/87-1989 had a W-subdesignation. The W series featured redesigned water jackets for additional cooling, as well as fully floating piston wrist pins. W motors were rated at 165 (non turbo) and 205 (turbo) horsepower. 1984-1987 turbo models featured a Garrett T3 turbocharger with a 7.8:1 compression motor, whereas 1988-1989 models featured a low inertia T25 turbocharger, and increased compression (8.3:1) to produce the 5 extra horsepower. Finally, these motors were equipped self-adjusting hydraulic valve lifters.

Chassis
The chassis remained somewhat similar to the 280ZX, with the same 91.3 in (2319 mm) wheelbase and MacPherson strut/trailing arm independent suspension, however the 300ZX both handled and accelerated better than the 280ZX it replaced. All turbo charged models (except for the SS special edition) featured 3-way electronically adjustable shock absorbers.

Style and evolution
Due to its quickly aging design, the Z31 body was slightly restyled in 1986 with the addition of side skirts, and removal of the hood scoop for a much smoother look. The old rubber spoiler was replaced with a more durable fiberglass one, and a third brake-light was incorporated within the unit for safety. The car was given a final makeover in 1987 that included more aerodynamic bumpers, fog lamps within the front air dam, and replacement of the sealed beam style headlights with more modern 9004 bulb based lights. The "300ZX" reflector in the rear was replaced by a narrow set of tail lights running the entire width of the car, and a l.e.d. 3rd brake-light located on the top of the rear hatch. The car continued selling until 1989 and sold more than any other Z car made to date with over 70,000 units sold in 1985 alone. In 1990, Nissan replaced this very successful car with the Z32, and was a complete redesign version of the Z31. It was also titled the 300ZX because it retained a 3-litre engine.

Z31 popularity
Although the Z31 is an aging vehicle, it remains very popular among fans and enthusiasts. People are now realizing how much of a "Bang for your buck" the Z31 really is.

Z32

http://images4.pictiger.com/thumbs/55/70dbbc8a90eeb7a894693b65b9a2d855.th.jpg

http://www.pictiger.com

The Z32 was a significant redesign over the previous Z31. It featured a naturally aspirated engine rated at 222 hp, and a Twin-Turbo version rated at 300 hp (224 kW) and 283 ft. lbs. of torque at 9.5 psi (66 kPa) of boost through two parallel intercoolers. Beginning in 1991, a hard-top model ("slicktop") was introduced (comprising 17% of production models from 1993-1996 [1]), offering slight weight reduction and increased structural rigidity over the t-top models. A naturally aspirated convertible model was also introduced in 1993. While the Twin Turbo was only available as a coupe in the United States, it was available as a "slicktop", 2+2 and Coupe in Japanese Domestic Market.

The twin-turbo Z32s can be spotted with a different front bumper featuring three vents for supplying air to the dual intercoolers, as opposed to the naturally aspirated (NA) models. They also came with the requisite "Twin Turbo" badging in the rear and a subtle tail spoiler, which was enlarged and redesigned in 1994. The turbo model also featured larger 245/45-16 and 16x8.5 wheels in the back as opposed to the 225/50-16 tires in front and on the NA version.

One major difference between the VG30E(T) in the Z31 and the VG30DE(TT) placed in the Z32 was the dual overhead cam design and variable valve timing system.

The platform was new, with a longer 97-in wheelbase and sophisticated multi-link suspension front and rear. Twin Turbo models featured electronically adjustable shock absorbers, and Nissan's all-wheel-steering system SUPER HICAS (Super High Capacity Actively Controlled Suspension), which could turn the rear wheels a full two degrees at speed.


The Z32 TT was discontinued in the UK in 1994 after failing DOT emissions, and in 1996 in much of North America due to dwindling sales figures, and rising production costs. The price of a Twin Turbo 300ZX rose to US $45,000 that year, too high for many consumers and far from the US $27,000 price it had started with. Production of the Z32 continued in some American states and Australia through a major redesign in 1998, in naturally aspirated 2-seater, 2+2 seater, and "R" versions, which were 2+2 twin turbo models.

Special Edition Z32's

Z32 SMZ Specifications
In 1995 in recognition of 25 years of the Z-Car, Nissan and Steve Millen partnered to produce the SMZ 300ZX the specifications are as follows.

Suspension
Progressive Rate Front and Rear Coil Springs
Front: 32-44 newtons/mm variable rate; 3/4" lowered
Rear: 25-35 newtons/mm variable rate; 3/4" lowered
Stillen Sway Bars
Front: 2-way Adjustable / 28mm in diameter; Urethane Pivot Bushings
Rear: 3-Way Adjustable / 21mm in diameter; Urethane Pivot Bushings
Special Yokohama AVS Performance Alloy Wheels 17' x 9' Front, 18' x 9.5' Rear
Special Yokohama Motor Sports Z-Rated Tires
255 /40 ZX 17 Front
265 /35 ZR 18 Rear

Performance Enhancement
Skyline Group N / GT-R Brakes (r32)
Cross Drilled and Axially Vented Rotors; Larger Calipers and Pistons; Upgraded HI-Metal Brake Pads F&R
High Flow Intake Filter System (AKA Pop Charger)
Aluminized Steel Free Flow Exhaust System
Turbocharger Boost Pressure Increase (365bhp)
Exclusive Energy Management System utilizing Powerbeat Battery

Aerodynamics
Stillen Rear Deck Wing
Stillen Urethane front Spoiler
Stillen Urethane Rear Valance Panel
Stillen Urethane Side Skirts
Stillen Urethane Door Fillers
Stillen Louvered Front Nose Panel

Styling / Interior
Carbon Fiber Interior Door Trim
Carbon Fiber Dashboard Centerpiece
Carbon Fiber Anatomic Shift Knob
Magnesium Aluminum Drilled Pedal Pads
SMZ Windshield Graphic
SMZ Front and Rear Emblems
Serialized Console Plaque
Serialized Engine Compartment ID
Steve Millen Design Embroidered Console Box
SMZ-Embroidered Jacket

Awards
The Z32 300ZX Turbo was on Car and Driver magazine's annual Ten Best list every year it was available, from 1990 through 1996. The Z32 Turbo was also Motor Trend's Import Car of the Year for 1990. It was critically acclaimed by many magazines as being a complete turnaround from the Z31, which many critics felt was a sloppy-handling GT, far from the agile, sporty 240Z of years past. From the year it was introduced, it won many comparison tests against similar sports cars such as the Mitsubishi 3000GT/Dodge Stealth and the Mazda RX-7, as well as the Chevrolet Corvette, Toyota Supra and the Porsche 968.

The Z32 300ZX also made it to Automobile Magazine's list of 25 Most Beautiful Cars in August 2006.

Safety
In Australia, the 1990-95 Nissan 300ZX/Fairlady Z was assessed in the Used Car Safety Ratings 2006 as providing "average" protection for its occupants in the event of a crash.

Racing
In 1984 to 1985 showroom stock racing, the 300ZX (Z31) was a potent competitor and captured wins on numerous occasions. The car scored its only Trans Am win in 1986 at Lime Rock by Paul Newman for Bob Sharp Racing

From 1985 to 1987, the Electramotive-developed GTP ZX-Turbo was raced in the IMSA GTP class and also the All Japan Sports Prototype Championship, badged as a Fairlady Z, using a Lola T810 Chassis and a VG30ET engine. A series of crashes attributed to tire blowouts combined with difficulty of working on the T810 chassis caused less than stellar performance both seasons.

Later on between 1988 and 1989, the Nissan GTP ZX-Turbo dominated in IMSA GTP racing. Additional factory endorsement, combined with a new chassis, gearbox and more reliable Goodyear tires contributed to the team's success. The new Electramotive (later to become NPTI) chassis was easier to work on, more robust and technically superior to the T810. The VG30ET was making upwards of 800 hp, with a power band that extended from 4000 to 9000 rpm.

From 1990 to 1995, as well as dominating the GTP category, now with a newly designed chassis, the 300ZX (Z32), who was campaigned by Clayton Cunningham Racing was championed by Steve Millen in the International Motor Sports Association (IMSA) and its GT and GTS classes. He was ranked as the #1 Factory Driver for Nissan for 7 years, as well as two IMSA GTS Driving Championships and two IMSA GTS Manufacturer's Championships before the car became banished from competition altogether.

The Z32 also holds a land speed record in the E/BMS class. A joint effort between Jun Auto and Blitz Motorsport was able to produce a 300ZX that reached 419.84 km/h (260.932 mp/h) at the Bonneville Speedway. This record remains unbroken.

 

[sakuraguy]

Toyota Supra Mark IV

http://img75.imageshack.us/img75/1049/supramk4fk1.jpg

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling partly based on the Ferrari F40 and featured two new engines: naturally aspirated 2JZ-GE 220 hp (164 kW) and 210 ft·lbf (285 N·m) of torque and a twin turbocharged 2JZ-GTE making 320 hp (239 kW), 315 ft·lbf (427 N·m) of torque. The turbocharged variant could achieve 0–60 mph in 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph [2]. The engine is capable of producing around 450-500 with the stock twin turbos and mild bolt-on upgrades such as a boost controller and high-flow exhaust. In Japan the cars are limited to 180km/h and in the US the cars are governed to 250kmh in its final drive, but the Supra is capable of considerably higher speed even in the stock configuration.

The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 4000 rpm, the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. Approaching 4500 rpm, the second turbo's output is added to the intake air, and both turbos operate in parallel. Most cars which are advertised as "twin turbo" operate by having the two equally sized turbos constantly running in parallel; the turbos spool up at the same time. The sequential mode provides greater low-end response at the expense of increased complexity and cost.

For this generation, the Supra received a new 6-speed Getrag transmission on the Turbo models while the normally aspirated models made do with a 5-speed manual. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model used 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel.

Toyota took measures to reduce the weight of the current model compared to the previous model. The Supra featured hollow carpet fibers. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil pan, and upper A-arms. Other measures included dished out head bolts, magnesium steering wheel, plastic gas cover, gas injected rear spoiler, and a large single exhaust tip. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, and larger tires, the car was at least a 100 lbs lighter than its predecessor.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission is back for the optional engine along with a redesign of the tail lights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges that said, "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by 5 hp and 10 ft·lbf of torque. The turbo model was not available in California, New York, and Massachusetts due to increased emission regulations.

MKIV Supras have been modified (larger turbos running 30+ psi (206 kPa) of boost and other, undisclosed tweaks) to produce over 1453bhp (1084 kW), as measured at the tires, and cover the 1/4 mile (402 m) in 7.9 seconds. The stock 2JZ-GTE stock engine components are astonishingly rugged, capable of withstanding power outputs of over 1000 bhp (~850rwhp dynojet / ~730rwhp dyno dynamics) without having to update any internal components, putting its capabilities in this regard, somewhat above Nissans legendary RB26 series engine. The stock MKIV Supra chassis has also proven a very effective platform for roadracing, with (for example) several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The major deficiencies with this platform for road racing include heat management and weight due to the 2JZ iron block. The Supra is one of the heaviest 2-door Japanese sports cars, however still slightly lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country.

The MKIV has become one of the most popular import platforms for modification. This trend has largely been driven by the strength of the stock parts. Untouched motors have been shown to withstand power levels in excess of 3 times what the stock motor is rated at. For less than USD$1000 the owner can increase the power output from 320 crank horsepower (stock) to around 500 crank horsepower. The car has also been hyped and glamourised in several major motion pictures, to a widely mixed reception depending mostly on the age of audience. In the drag racing circuit, Supras and other 2JZ-powered cars have been running very competitively against domestics with two or three times the displacement. The 2JZ has been recognized as one of the most capable import engines, and the engine design has altered very little since the 2JZ was released in 1993. The 2JZ in the import world can be compared to the LS1 350 cubic inch domestic powerplant (used in Corvettes, Firebirds, Camaros...), both with a great deal of clout and showing excellent performance, despite the same general design for almost two decades of each.

In 1998, Toyota ceased to import the cars to the U.S. from Japan, although the car was last sold in Canada in 1995. They stopped production of the car altogether in 2002 due to new emission standards coming into effect in 2003.

 

[sakuraguy]

In my own opinion, the inline-6 is always has its speciality :) .. and i will go for Supra.

 

[flizzardo]

ya man supra all the way its in 2fast 2furious too yo

 

[simonchangwaimun]

supra yo...
there was long time ago a guy,forgot his name,lazy ot checkwho once had his 300zx featured in traffic have a 2jz inside...
the yellow one

 

[rollakid]

prefer inline 6 over v6 anyday because if i want a powerful engine i want it to be balanced.

 

[nuggyn]

I find that the 300ZX Z32 has the evergreen looks....thumbs-up to the designer.

even until today, it still looks good and fresh. In fact, it looks much much nicer than most of the current performance cars.

 

[nuggyn]

do you think this is possible....get a Z32 and changed to a smaller engine. Perhaps a Cefiro 2.0 V6. I dun mind the lack of power, i'm more into the Z32 looks. nice.

 

[putra4767]

cars

Go supra !!

 

[Jose]

I'll go for Supra.....!!!

 

[rollakid]

do you think this is possible....get a Z32 and changed to a smaller engine. Perhaps a Cefiro 2.0 V6. I dun mind the lack of power, i'm more into the Z32 looks. nice.

i'd get a supra and drop in a 3sgte inline 4 XD. tune it to 600hp.. woohoo top secret supra..

 

[infernaL]

rollakid : i'd get a supra and drop in a GT47-88mm turbo a have liek 1500rwhp ... woohoo Marko Djuric of msia lol

 

[rattan]

well a nissan fairlady is a better choice anyway with a new engine, more features.... ;-) but ill still want a sup-a-ra

Wuhhuuuu stock... floor the accelarator and smoke many many annoying evo's

 

[simonchangwaimun]

no
supra and 1UZFE
twin turbo
WOOOHOOOOOOOOOOOOOOOOOOOOOOOOOO

 

[huh?!]

go for supra

 

[rollakid]

rollakid : i'd get a supra and drop in a GT47-88mm turbo a have liek 1500rwhp ... woohoo Marko Djuric of msia lol

you aim too low lar bro XD

you should try to make a 1600whp+ 2jz with stock displacement. Later everyone else try to be infernal of USA/UK/Jpn/Aus/ETC..

 

[rollakid]

no
supra and 1UZFE
twin turbo
WOOOHOOOOOOOOOOOOOOOOOOOOOOOOOO

1200hp 2jz plonk into caterham better.. wahahhaaha 2000hp/ton *evil grin*