nissan 300 zx

[narb]

Datsun 280ZX, Nissan 300ZX, April 2, 2000
Reviewer: Anthony J. Nip (Windham, NH USA) - See all my reviews
This book is a "must have" for enthusiasts of the legendary Datsun / Nissan Z-car. Brian Long does a good job describing the continuing story of the original Datsun Z-car, as it evolved from a sportscar into a GT and finally into a supercar. The book starts with a recap of the history of Datsun / Nissan and the original 240Z, 260Z, 280Z series, which Long covered in his earlier work - Datsun Z.
As the title suggests, this book picks up on the Z-car story with in-depth coverage of the 280ZX (the second generation Z-car) and both generations of the 300ZX, including the 1990s Twin Turbo supercar which the Z-car finally evolved into. Long also describes the various versions of the 280ZX and 300ZX which Datsun / Nissan sold in different part of the world. This gives the reader a more comprehensive picture and a real global understanding of the Z-car. Long's book is wonderful reading, and the text is supplemented with excellent photographs and illustrations, including pictures of Nissan's original marketing materials for the 280 and 300ZX.

If you are a fan of the Z-car, if you are a member of a Z-club, if you own a Z-car, then this book definitely belongs in your bookcase.

[narb]

1976. It was our country's bicentennial, Jimmy Carter was elected president, "Rocky" was the big movie that year and Romanian gymnast Nadia Comaneci attained the first-ever perfect scores in Olympic gymnastics. Oh, and Honda introduced the Accord.

Joining the successful but diminutive Civic, the larger Accord was a smash success right away. Having felt the sting of an oil crisis a few years prior and realizing that, indeed, fossil fuel is a finite entity, Americans began seriously considering (and buying) small, economical cars. With the Civic, Honda had quickly established itself as a builder of a high-quality, fun-to-drive, dependable and fuel-stingy little car. The Accord took this concept to a higher level by offering more room, style and power while still being economical, reliable and easy to park.

Initially available only in two-door hatchback form, the Accord rode a 93.7-inch wheelbase, weighed about 2,000 pounds and sported a clean, uncluttered body style. The interior layout featured a combination of comfortable seating, logical control/gauge placements and high-quality switchgear. These characteristics would all become associated with Honda in the years to come. Another reason for the Accord's success was the car's generous standard equipment list (for the mid-1970s, anyway), which included features such as AM/FM stereo radio, rear defroster/wiper/washer and remote hatch release.

With an output of 68 horsepower, the Accord's 1.6-liter four-cylinder engine pales in comparison to some "economy" cars of today that have double this output from their four bangers. But remember, back in '76 many American V8s were struggling to put out 140 horses. A unique feature of the Accord's engine was Honda's CVCC head design that promoted cleaner, more efficient combustion. The CVCC design, introduced a year earlier on the Civic, did not require a catalytic converter nor unleaded fuel to meet emissions standards. Nearly every other U.S. market car underwent the change to exhaust catalysts and unleaded-only fuel requirements the year before. Transmission choice consisted of the standard, slick-shifting five-speed manual gearbox or a two-speed "Hondamatic" that blunted any attempts at peppy performance.

There were no changes in the Accord's sophomore year, 1977.

An LX version debuted in 1978 and had standard luxury accoutrements such as velour upholstery, air conditioning and a digital clock (the last item was a big deal back then). Accord's popularity grew rapidly as sales rose from 18,643 in 1976 to over 120,000 for 1978.

1979 saw the logical expansion of the Accord family with the addition of a four-door sedan, aimed to do battle with the likes of Toyota's Corona and Mazda's "new" 626. Though it shared the same platform and wheelbase as the two-door hatchback coupe, the sedan was nearly 9 inches longer due to the three-box body style. Unlike the coupe, the sedan came only in one trim level; an "LX" version was still five years away. The engine grew in size to nearly 1.8 liters and output went up to 72 horsepower. Other improvements included the addition of an oil cooler, power steering and a tachometer to the standard features list, a larger radiator and more efficient exhaust system.

Other than the optional automatic transmission having three speeds instead of the former two, and minor cosmetic upgrades, not much else changed for 1980.

In 1981 a full-blown luxury trim level, called the SE, was offered. Sending out the first- generation Accord in style, the SE stocked an Accord Sedan with leather seating, power windows and door locks, alloy wheels and a sound system with cassette deck. Though this may not seem like a big deal now, back in 1981 manual window cranks and vinyl seats were typical for small cars while leather seats were reserved for big American luxury cars or expensive European makes such as BMW.

As far as pricing went, a 1976 Accord was $3,995. By 1980 the base hatchback's price had gone up 50 percent, to $5,949, and the LX version was $1,000 more. The 1980 Accord Sedan was $6,515. Unfortunately for consumers, demand for the early Accords was greater than supply, so dealers would typically add a second window sticker next to Honda's. Appearing on this second sticker would be vastly overpriced dealer-added options such as pinstripes, mud flaps and rustproofing. And, as if this wasn't bad enough, sometimes this huge profit "tool" (the second sticker) wouldn't even show anything tangible being added to the car, just the letters "A.D.M.U" (which stood for Additional Dealer Mark-Up) or the words "Market Value Adjustment" followed by a dollar amount that could oftentimes exceed $1,000. Nonetheless, people were willing to pay a premium to drive this jewel of a small car.

[McLareN]

Why the hell is a riced accord in there???

[SPHFerrari]

and its not even real, its a chop

[narb]

The stunning Noble M12 GTO is yet another fantastic design from the drawing board of Lee Noble. Lee made his name with such designs as the Ultima road car and produced re-creations of exotic Italian sports-racing cars, as well as specialist models such as the Prosport 3000 one-make race cars and the Ascari supercar.

Lee surpassed himself in the design of the M12 GTO. Amongst its peers Autocar magazine declared it "Better than the Lotus Elise" and enthused "come rain or shine it will drive right 'round the outside of an Elise on any corner you might choose to select.

"The GTO is powered by a twin-turbocharged 24 valve V6 engine mounted behind the driver, which produces 310 bhp and 320 lb/ft in a car weighing only 980 kg. Each car is hand-built to the customer's specification by Noble Moy automotive, who manufacture most of the vehicle components in-house.

[McLareN]

That secound Noble pic is nice but too small

[stratos]

just tell me one thing why are you posting those things ?!?!

[narb]

Aston Martin's recovery from the lows of the early 1990s recession has been consistent, but has relied almost totally on the DB7 coupe and cabriolet. Unlike the DB7, which was partly based on the Jaguar XJ-S, the Vanquish is an all-new car, packed with new materials and new technology. It replaces the old Virage/V8 series - Aston's last remaining connection with its cash-strapped history. Under Ford's guidance, the Vanquish is intended to re-cast Aston as a forward-looking, ultra-modern car maker - a laboratory for new ideas within Ford, according to one senior source. With a build rate of just 300 cars per year, the Vanquish already has a two-year waiting list, although a premium price is likely to secure an example if you're very keen.

[narb]

The Tuscan is one of TVR's most successful models. A two seater, with a stowable targa roof the Tuscan can be had with either a 3.6-litre or a 4.0-litre straight-six engine. In either form it's ridiculously quick - TVR customers wouldn't accept anything less - and it has the sound and looks to back up that huge performance. Everything about the Tuscan is dramatic, even getting into it with its servo-assisted handle-less doors is an event, though you'll soon forget that when you get inside. The interior is a hand-crafted masterpiece, TVR lovingly produces all the knobs, switches and other controls - to tremendous effect. There are clever touches like the instruments moving with the steering column, the bespoke interior shaming more expensive manufacturers who raid parent company's parts bins for the odd switch and stalk. Fiercely independent, unquestionably British and enormously powerful, the Tuscan has very few, if any direct rivals.

[narb]

The E-Class is one of those cars that is always a safe, if not entirely thrilling, bet, and the estate version is an obvious option in this market sector. But stick a 354 bhp 5.5-litre V8 engine under the bonnet, tune the suspension, fit ultra-low profile tyres on 18-inch alloy wheels, and install race-developed brakes, and things suddenly look more interesting. The AMG badge shows that this E-class has been tweaked by Aufrecht Melcher Grossaspach, builders of bespoke high-performance vehicles, aftermarket upgrades and motorsport engines, now part-owned by Mercedes-Benz, and signifies the ultimate E-class option. The E-Class range as a whole may be due for renewal - the next-generation models are launched in spring 2002 - but the E55 AMG will help the current range to go out on a high note.

[deffenbaugh03]

just tell me one thing why are you posting those things ?!?!

yea really, explain your paterns of random postings please, i mean there pretty good pics but... yea

[Wolf03]

Why is he posting these??
Lemme put it the nice way...He's a mentally disabled loner who's got no life and wants to feel *special* and have attention. There ins't a better reason than that.

[McLareN]

Why is he posting these??
Lemme put it the nice way...He's a mentally disabled loner who's got no life and wants to feel *special* and have attention. There ins't a better reason than that.

Actually he is a a kid who has nothing better to do

[narb]

Actually he is a a kid who has nothing better to do

MORE RESPECT NUNO

[McLareN]

MORE RESPECT NUNO

Sorry my friend