1982 Datsun Z-Series

280ZX Hatchback

6 - Cyl.

Manual

JN1HZ04S2CX457900

Clear

Gasoline

1982 DATSUN 280ZX, RUNS AND DRIVES GREAT, HAS HAD A COMPLETE TUNE-UP IN THE LAST 30 DAYS. HAS ONLY 88860 ORIGINAL MILES ON IT. IN INCREDIBLE SHAPE FOR ITS AGE. I AM HELPING A LADY SELL THIS VEHICLE, SHE BOUGHT IT WHEN IT WAS ONLY A YEAR OLD AND HAS HAD IT EVER SINCE. IT HAS BEEN SERVICED REGULARLY, AND TOOK VERY GOOD CARE OF, IT IS A GREAT CAR! IT HAS PWR WINDOWS, CRUISE CONTROL, MICHELIN TIRES THAT ARE ALMOST NEW. PAINT IS IN GREAT SHAPE, WAS GARAGE KEPT FOR MANY YEARS AND HAS HAD A CAR COVER OVER IT IN THE MORE RECENT YEARS. GREAT CAR AND I PROMISE YOU WILL BE IMPRESSED!! PLEASE FEEL FREE TO ASK ME ANY QUESTIONS ABOUT THIS VEHICLE, JUST HIT THE "CONTACT SELLER" BUTTON. THANKS BELOW I HAVE LISTED SOME HISTORY AND SPECS ABOUT THIS CAR! The Nissan 280ZX (also known as the Datsun 280ZX and Fairlady Z) was a sports coupe produced from 1978 to 1983. It was the second generation Z-car, replacing the Datsun 280Z in late 1978. The 280ZX was the first time where the "By Nissan" subscript was badged alongside the Datsun logo, along with the Nissan trucks. The 280ZX was Motor Trends Import Car of the Year for 1979. The 280ZX was replaced by the Nissan 300ZX in 1984. The 280ZX was a complete redesign, retaining only the L28 inline-6 engine and other driveline components from the 280Z. Both two-seater and four-seater (2+2) designs were offered. For the first time, the 2+2 was a new design rather than a stretched version of the two-seater. With a focus on the oil crisis of the late 1970s, Nissan improved fuel economy, emissions, and aerodynamics over the first generation Z-Cars. In addition, high-end audio systems were standard. [edit] Engineering The 280ZX adopted suspension similar to that of the concurrent Bluebird 910, with MacPherson struts in front and semi-trailing arm independent in the rear. The wheelbase was down from its predecessor at just 91.3 in (2319 mm) for the two-seater. 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 near 50/50 weight distribution in both 2-seater and 2+2 designs. The rear of the car was stretched to accommodate a larger 80 L (21.133 U.S. 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). Improvements were also made to braking, and steering. The 280ZX initially offered either unassisted rack-and-pinion steering, or Datsun 810-derived recirculating-ball with power assistance. A new power-assisted rack-and-pinion replaced the recirculating-ball steering system for the 1981 Turbo, becoming available on the normally aspirated models the following year. It is a common misconception that the 280ZX's L28 engine is less powerful than the L24 engine of the 1970 240Z: the difference is due to Nissan adopting the SAE net standard of power measurement, which resulted in lower power ratings than the earlier gross figures and added emissions. However, Nissan designers deliberately sacrificed raw acceleration for improved fuel economy in the 280ZX, so the early 1979 models rated at 145 hp (108 kW) actually had slower acceleration than the 240Z, largely due to increases in weight and emissions control strangling. This overall performance deficit was not addressed until the release of the 280ZX Turbo in 1981. Net HP Gross HP 240Z 121 151 260Z 130 162 280Z (75-78) 136 170 280ZX NA (79-83) 145 182 [edit] Marketing and sales The 280ZX was branded in the American and Australian markets as the Datsun 280ZX; and in the local Japanese market as the Fairlady Z. In the 1979 model year in the American market, it was co-branded Datsun by Nissan through the 1983 model year. These were considered transition 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 L-engined Fairlady 280Z used the L20 engine common in Nissan family cars of the same era. Export markets all got the L28-powered version. The preference for 2.0 L engines in the Japanese market was a by-product of taxation laws. Two trim levels were offered in America, with a no-frills 2-seater and the Grand Luxury (GL) ZX carrying the full equipment list. Leather seats were optional, and an optional digital instrument cluster was introduced in 1982. 1982–1983 Series II (above) and Series I (below) Nissan gave the 280ZX a face lift in 1982 with revised NACA ducting in the hood, new alloy wheels (14 in. 6-spoke alloys for non-turbo models, and 15 in. 4-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. 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 headlights were left on after the vehicle was turned off, if the parking brake was on while the vehicle was in motion, and many other warnings. 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. As in 1981 both turbo and normally aspirated engines were offered, but non-turbo cars now used the uprated L20E for the Japanese Market or L28E for the export market, which on the 2.8L version, due to increased compression, were rated at 145 hp (108 kW) rather than the earlier engine's 135 hp (101 kW). With these performance modifications the 280ZX still could not keep up with the faster Volvo 240 Turbo Intercooler (8.5s) or the BMW 325 (8.4s) as it boasted a sluggish 9.4 second acceleration time and average 1/4 mile time.[citation needed] The 1983 280ZX Turbo however saw a cylinder head change, as the P90 head was phased out for the P90A, which used hydraulic lash adjusters, rather than the conventional adjustable lash adjusters. This produced a nearly silent-running engine, required no valve clearance adjustment, and eliminated the valve noise that the L series engines are prone to. It has since become a popular modification on 1983 Turbos to remove the P90A head and replace it with the earlier P90, as the hydraulic lash adjusters are no longer available, and have proven unreliable after many years of use.[citation needed] The (US market only) 280ZX Turbo was offered with a manual transmission; this was a Borg-Warner T-5 5-speed model (this was the first Nissan and Japanese car in general which used a non-Japanese transmission; the T-5 was also used, most notably, in the GM F-bodies and Ford Mustang) in addition to numerous other American domestic vehicles. 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.