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The SFW image thread

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1979 Datsun 280ZX

Nissan introduced the second generation of their Z-car in 1979, on what was internally designated the S130 platform, with a new model name of 280ZX. The 1979 model year also saw the beginning of a rebranding of the entire Datsun line, as that year, Nissan decided to start phasing out the Datsun nameplate in favor of a single, unified, Nissan identity across the world, and accordingly, for the next few years, Datsuns would be badged as 'Datsun by Nissan.' (When Nissan started exporting automobiles in the late 1950s, the company branded them as Datsun, a nameplate that had been used during the 1930s, in order to insulate the corporate name from any stigma that would attach in case the cars failed in their markets, as well as to avoid any association with the military equipment Nissan had produced during World War II.)

The S130 represented a major change in direction from the S30, as while the S30 was a true sports car, the S130 was a heavier, softer, more luxurious car that was more of a grand touring car than a sports car. Although the S130s body retained the same basic shape of the S30, it was much more angular and aerodynamic. Like the S30, the S130 was available in both 2 seat and 2+2 formats. In keeping with the new direction of the S130, the 280ZX was fitted with a more luxurious interior and had many more comfort-oriented options than its predecessor. Additionally, from 1980 onward, the S130 could be ordered with optional removable t-tops.

The suspension of the S130, which borrowed heavily from the 810 & 910 sedans, was notably softer in its tuning than that of the S30, in keeping with making the S130 more of a grand tourer, That change in suspension tuning was controversial, as the automotive press and some in the public did not approve of making the car softer, especially after road tests revealed some unpleasant handling quirks directly related to the softer suspension tuning, while others appreciated a more comfortable sporty car.

The S130's engine and transmission were carried over largely unchanged from the S30 280Z, although rated power was down to 135 HP from the 170 of the 280Z, largely because of Nissan shifting from gross to net horsepower ratings (the S30 280Z would have been rated at 136 HP using SAE net horsepower testing protocols) though the car tended to be slower than the original 240Z because of the extra weight of the optional accessories many 280ZX buyers loaded their cars down with, as well as Nissan using a higher rear end gear in the interests of improved fuel economy.

Despite the S130 280ZX being a softer, less sporting car than its predecessor, such a vehicle was what the market wanted as the 280ZX sold even better than its predecessor.
 
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1981 Datsun 280ZX Turbo

In an effort to restore some of the Z car's traditional performance while still being able to comply with emissions and fuel economy regulations, Nissan's engineers turned to turbocharging, one of several companies to do so at this time. The 2.8L L6 of the 280ZX was fitted with a low-pressure Garrett turbo, along with lower-compression pistons to reduce the possibility of pre-ignition, and an improved oiling system. These changes boosted the output of the 280ZX's motor from the 135 HP of the naturally aspirated version to 180 HP, not that far off from the likes of the contemporary Porsche 911 or Corvette.

The 1981 280ZX Turbo also received a number of modifications to the rear suspension to correct some of the handling faults testers had uncovered in the S130 platform.

Initially the 280ZX Turbo was only available with an automatic transmission, as Nissan's engineers didn't believe that their 5-speed manual transmission could take the output of the turbo motor without an unacceptable loss of reliability. However, starting in the 1982 model year, Nissan started to fit the Borg-Warner T-5 5-speed manual (a transmission used with much bigger engines such as the 5.0L Fox-body Mustangs and V-8 3rd-generation Camaro & Firebird) to the S130, which could easily take the extra output of the turbo motor.

When combined with additional suspension and brake improvements made across the S130 platform, the 1982 280ZX Turbo was considered to easily be the most sporting Z-car since the original 240Z of 1970. The 280ZX Turbo was also one of the fastest cars of its day- the 1981 model with an automatic was capable of doing 0-60 MPH in 7.4 seconds & a quarter-mile time of 16.6 seconds with a top speed in excess of 130 MPH, beating such exotics as the Aston Martin Volante & the Ferrari 308GTS; the only contemporary production road cars with better acceleration were the Porsche 911SC and the BMW M1.

Somewhat ironically (given the sheer quantity of much more powerful JDM & Euro-only versions of vehicles that are never officially sold in North America,) Japanese buyers were denied the 280ZX Turbo, as Japanese regulators felt that the car was too powerful to be driven in Japan, and enacted a regulation barring turbochargers from being fitted on street cars with engines bigger than 2.0L, and thus, Japanese Z-car buyers were limited to a 2.0L turbo version of the car's L6 producing 143 HP as the top engine.
 
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