Nissan Fairlady Z

• S30 (240Z/260Z/280Z) values hinge on rust and originality
• Z32 Twin Turbo is the best value-per-performance classic Z
• Z33/Z34 are trackable bargains; mods can hurt resale
• RZ34 demand is strong; markups easing but still common
• JDM specs (2+2, NA, auto) usually trade at discounts
• Documentation and stock parts matter most at resale

• Front-engine, rear-wheel-drive sports coupe across all generations
• JDM 'Fairlady Z' nameplate; sold as Datsun/Nissan Z in export markets
• Inline-six in the S30/S130; V6 power from the Z31 onward
• Two-seat and 2+2 body configurations offered across multiple generations
• Right-hand drive throughout all JDM production

The Fairlady Z ran from 1969 all the way to today across seven generations. The S30 is the analog one everybody wants. The S130 went softer and more grand-touring. The Z31 was the first Z without an inline-six. The Z32 is the technological halo with the VG30DETT twin-turbo. The Z33 350Z brought the Z back as an affordable sports car under Renault. The Z34 370Z sharpened it. And the RZ34 is the modern one with the VR30DDTT making 400 hp. Each Fairlady Z feels like a different idea of what a Z car should be.

The Fairlady Z is the longest-running Japanese sports car nameplate that's still alive, and that shows in how the strengths and weaknesses have evolved across the generations. What you give up depends on which Z you're buying. The S30 trades modern usability for analog purity. The Z32 trades reliability for that 300 hp twin-turbo experience. The Z33 and Z34 trade exclusivity for daily-driver durability.

Every Fairlady Z generation has its known weak points, and almost all of them are well-documented. The S30 rusts everywhere it can find moisture. The Z32 timing belt service is non-negotiable at 60,000 miles. The Z33 and Z34 burn oil by design, and treating that as a fault is the fastest way to ruin a VQ engine. None of these are deal breakers if you know about them going in.

The Fairlady Z badge was JDM-only. Every Z exported from Japan from 1969 onward wore a numeric designation that reflected its engine displacement (240Z = 2.4L L24, 260Z = 2.6L L26, 280Z = 2.8L L28, 300ZX = 3.0L VG30, 350Z = 3.5L VQ35, 370Z = 3.7L VQ37) until the RZ34, which dropped the displacement number entirely and is simply 'Z' in export markets and 'Fairlady Z' in Japan. Mechanically the JDM and USDM cars are largely the same, but the JDM-only specifications are meaningful: the S30 Fairlady Z 432 used the S20 inline-six from the Hakosuka Skyline GT-R (twin-cam, twin-carb, 160 hp) and is one of the rarest factory Zs ever built; the S130 280ZX-T turbo was sold in the US but a JDM-only 200ZR Z31 used the RB20DET inline-six rather than the VG-series V6; JDM Z32 grades like Version R and Version S were never sold in North America; and JDM Z33/Z34 trim names (Version T, Version ST, Type C) do not map directly to US Touring/Sport/NISMO badging. The 240Z launched in the US at $3,526 in 1970 — a price Mr. K's marketing team chose specifically to undercut the Jaguar E-Type by half, and to position the Z as the credible Japanese sports-car alternative to British and Italian imports.

1999 Z32 Nissan Fairlady Z 300ZX 2by2 (JDM RHD)

Four engine families ran across the Fairlady Z lineup. The L-series inline-six powered the S30 and S130 from 1969 to 1983. The VG-series V6 took over for the Z31 and Z32, and the VG30DETT twin-turbo made 280 PS in JDM trim and 300 hp in the US. The VQ-series naturally aspirated V6 ran the Z33 and Z34 from 2002 to 2020. The VR30DDTT twin-turbo V6 in the RZ34 makes 400 hp.

Engine options

Transmission options

JDM Fairlady Z trim names don't line up with what was sold in the US. The S30 had the Fairlady Z 432 with the S20 twin-cam from the Hakosuka GT-R. The Z31 had a JDM-only 200ZR with the RB20DET inline-six. The Z32 had Version R and Version S grades that never crossed the Pacific. The Z33 and Z34 had Version T, Version ST, and Type C trims that don't map to US Touring or NISMO. If you're shopping a JDM import, learn the JDM grade hierarchy first.

The 240Z launched in the US at $3,526 in 1970, which is what made it the bargain alternative to the Jaguar E-Type at $5,725 and the Corvette at $5,192. The numbers below are what a Fairlady Z costs today. Concours-grade S30 cars trade well into six figures. Driver-grade S130 and Z31 cars are still the cheapest way into Z ownership. Clean Z32 Twin Turbo cars are the 1990s collector pick and prices are climbing.

Original MSRP: $3,526 at launch in 1970. USD launch price of the 240Z in the United States. Contemporaries: Jaguar E-Type was approximately $5,725; Porsche 914-6 was approximately $6,099; Chevrolet Corvette base coupe was approximately $5,192. Nissan/Datsun deliberately set the price to undercut every European competitor in the segment. JDM Fairlady Z launch pricing was set in yen and varied by trim grade (Fairlady Z 432, with the S20 engine, was substantially more expensive than the L20A-powered base car).

Today's market range: $4,500 to $250,000 (median ~$38,000). Source: JDMBUYSELL / USS Auction.

S30 remains top-tier with premiums for rust-free originality. Z32 TT has climbed on 90s nostalgia; clean manuals lead. Z33/Z34 are steady with NISMO premiums. RZ34 prices are normalizing as supply improves, but low-mile cars still command strong money.

Walk this checklist with the seller on the car, not from a printed sheet. The Critical items are walk-away items if there's no paperwork backing them up. On an S30 or S130 the rust check matters more than anything else. On a Z32 it's the timing belt history. On a Z33 or Z34 it's the oil consumption pattern and the clutch hydraulics. Spend 30 minutes driving it.

If the Fairlady Z isn't the right Z car for you, the obvious alternatives are the Toyota Supra A80 for a JZ-powered grand tourer, the Mazda RX-7 FD for a lighter rotary-engined rival, and the Honda S2000 for an analog-feeling roadster. None of them have the 56-year nameplate continuity the Z does, but each one solves a different part of the same problem.

Toyota GR Supra A90

Modern turbo coupe; strong tuning; premium interior

Mazda RX-7 FD3S

90s JDM icon; lighter feel; higher upkeep than Z32

Full guide →7 for sale →

Toyota Supra JZA80

2JZ legend; higher buy-in; strong long-term demand

112 for sale →

Honda S2000 (AP1/AP2)

High-rev NA purity; smaller cabin; strong resale

Full guide →122 for sale →

Porsche Cayman 987

Mid-engine balance; higher service costs; great dynamics

The Fairlady Z's competitors changed across the generations. The S30 took on the Jaguar E-Type and the Porsche 914-6. The Z32 fought the Supra JZA80 and the RX-7 FD. The Z33 was aimed at the Porsche Boxster and the BMW Z4. The RZ34 sits against the Supra A90 and what's left of the affordable sports car market. The table below leans toward the Z's strengths because that's where the Fairlady Z actually wins.

Which Fairlady Z generation is most collectible?

S30 (240Z-era) leads for classics; Z32 TT is the 90s collector pick; top RZ34 may age well.

What’s the biggest issue when buying an S30/240Z?

Rust and prior repairs. Check frame rails, floors, doglegs, hatch area, and quality of metalwork.

Is the Z32 300ZX Twin Turbo reliable?

Yes if maintained, but expect heat-related aging, vacuum lines, and strict timing belt service history.

Which 350Z is best to buy?

Most buyers prefer 2007-2009 HR for revs and updates. Prioritize 6MT, records, and clean mods.

What are common 370Z problems?

Manuals can suffer CSC failure; look for upgraded clutch hydraulics. Also check oil leaks and bushings.

Are modified Z cars worth less?

Often yes. Heavy mods, missing stock parts, or unknown tunes reduce value; OEM+ builds hold best.

What trims/specs command the highest prices?

S30 early cars, Z32 TT 2+0 5MT, 350Z/370Z NISMO, and RZ34 Performance with low miles.

When is a Fairlady Z US-legal to import?

Under the 25-year rule, eligibility is model-year based. Example: 2000 Z32 became legal in 2025.