Nissan Cima

• Y33/Y34 offer best value, comfort, and import timing
• Low-km, stock cars command the biggest premiums
• VH41/VH45 V8 cars are smooth but costlier to keep
• Air suspension is the #1 ownership risk on many trims
• VIP demand supports prices; modified cars sell narrower
• Parts are workable, but trim/electronics can be tough

• JDM-market full-size luxury flagship sedan
• Front-engine, rear-wheel-drive layout across the imported generations
• V6 and V8 petrol engines depending on generation and trim
• F50 generation shares its platform with the Infiniti Q45
• Right-hand drive throughout all JDM production

The Cima had four V8/V6-era generations from 1988 until 2010, and each one feels like a different car to own. The Y31 is the original bubble-era hardtop that started the Cima phenomenon. The Y32 brought the VH41DE V8 in, the Y33 made the Cima exportable as the Infiniti Q45, and the F50 is the most modern Cima you can buy.

The Cima is a car where the strong points and the weak points have stayed the same across the whole run. Nissan built it to be quiet and smooth and VIP coded, and the things it gives up are exactly what you'd expect from that brief.

The Cima is mechanically sound, but it's old. Most of the trouble comes from age rather than design. The VH41DE V8 is durable, and the VQ30DET turbo is durable too if it's been serviced. The active and air suspension setups are the biggest cost risk, and the bubble-era electronics on the Y31 and Y32 need attention.

The Y31 and Y32 Cimas were JDM-only — no export equivalent was sold. From the third generation (Y33, 1996-2001), the Cima was exported to North America as the second-generation Infiniti Q45; the fourth-generation (F50, 2001-2010) Cima was similarly exported as the third-generation Q45. Two structural differences matter for buyers comparing imports to the US Q45. First, the JDM Cima retained the VH41DE V8 throughout Y33 and the VK45DD direct-injection V8 plus VQ30DET turbo six in the F50, both rated at the 280 PS JDM gentleman's agreement; the export Infiniti Q45 used different engines (most notably a 340 hp version of the V8 in the F50 generation, per Wikipedia). Second, the JDM Cima retained Japan-specific trim grades — 30TR/30T/30L/30LV/41TR/41LV on Y33 and 450VIP/450XV/450XL/450GT on F50, plus AWD 'FOUR' variants using ATTESA E-TS — that were never replicated on the Q45. For VIP-style builds the JDM-grade trim, rear-seat package availability and right-hand drive driving position are the markers that separate a Cima from a re-trimmed Q45.

The Cima ran two engine families across its life. The Y31 used the VG30DE and VG30DET V6s. Every Cima from the Y32 onward got the VH41DE V8, and the F50 added the direct-injection VK45DD V8 alongside the carried-over VQ30DET turbo six. The gearbox stayed at a 4-speed automatic for most of the run, and RWD was standard with ATTESA E-TS AWD optional on V8 cars from the Y32 onward.

Engine options

Transmission options

JDM Cima trims are about features rather than the engine or chassis. The Y33 and F50 add ATTESA AWD on the 'S-Four' and 'FOUR' badged cars. The Y32 added the Type II Limited S-Four in 1992 as the first AWD Cima, and the F50 450VIP FOUR is the rarest of the run.

The Y31 sold 36,400 cars in its first year and 129,000 across the generation per Wikipedia. That's the Cima phenomenon. After the bubble collapsed, the Y32 sold less than the Y31 even though it was the better car. Sales settled into the 6,000 to 12,000 per year range for the Y33 and F50, and Nissan ended production in August 2010.

The Cima never had a fixed US MSRP because it was a JDM-only car. The Infiniti Q45 export sibling is the closest comparable, and that car launched in the US around $38,000 in 1989. The numbers below are what a Cima costs today. Clean Y33 examples sit in the middle of the market because they balance VH41DE durability against parts that cross with the Q45, and documented low-mile F50 cars are starting to climb as the 25-year rule catches up.

Today's market range: $6,000 to $45,000 (median ~$16,500). Source: JDMBUYSELL / USS Auction.

Market is firming as VIP sedans gain collectors and Y33 supply shrinks. Stock, low-km cars rise fastest; modified/high-km examples lag. Early F50 interest is building ahead of 25-year eligibility, supporting gradual upside.

Walk this list with the seller, not in front of them. The Critical items mean walking away if there's no paperwork backing them up. The High items can usually be priced into the deal. Twenty minutes at idle and a 30 minute drive will surface most of what you need to know about a Cima.

If the Cima doesn't end up being the right car, the natural alternatives are the Toyota Celsior if you want quieter and more reliable, the Toyota Crown Majesta if you want the broader trim ladder, or the Nissan President if you want chauffeur-grade rarity. The second-generation Infiniti Q45 is the same car as the Y33 Cima with US specs and easier parts.

Among the JDM flagship sedans, the Cima is the most VIP coded, the Celsior is the most reliable, and the President is the rarest. The table below compares the Cima honestly, including where the Celsior wins on parts and durability and where the Cima wins on presence and turbo V6 option.

Which Nissan Cima generation is best to buy?

Most buyers target Y33 (1996-2001) for value and usability. Y32 is older/complex; F50 is newer but heavier and more tech.

What are the most common problems on a Cima?

Air suspension failures, aging electronics, worn bushings, and cooling system neglect. Check for warning lights and uneven ride height.

Is the VH41DE/VH45DE reliable?

Generally strong bottom-end and smooth, but age-related issues matter: cooling, leaks, sensors, and neglected fluids cause most failures.

Should I avoid air suspension cars?

Not necessarily. Budget for struts/compressor or buy one with documented replacement. Coil conversions improve reliability but reduce originality.

What should I inspect before buying/importing?

Verify auction sheet, rust, air system operation, cold start, transmission shifts, and all interior functions. Confirm mileage consistency and service records.

Are modified VIP Cimas worth more?

Clean, tasteful mods can help, but the highest premiums go to stock, low-km examples. Extreme stance/audio builds often narrow the buyer pool.

How does it compare to a Toyota Celsior?

Celsior is typically more reliable and easier for parts; Cima offers stronger VIP identity and often better value for similar luxury.

What’s the market outlook for Cima prices?

Expect steady support from 25-year imports and VIP demand. Best appreciation is in low-km, unmodified cars with documented maintenance.