Nsx/300 zx/rx-7/3000 gt/supra: classic cars 90s-hightech from japan

NSX/300 ZX/RX-7/3000 GT/Supra: Classic Cars

NSX/300 ZX/RX-7/3000 GT/Supra: Classic Cars

274 hp, V6-cylinder mid-engine, rear-wheel drive; 0-100 km/h in 6.1 s; 271 km/h top speed; 130.000 marks (1991) . >> More about Classic Cars

Photo: AUTO ZEITUNG 5 Japanese fighters: Nissan 300 ZX Twin Turbo

283 hp, V6 front engine, rear-wheel drive; 0-100 km/h in 6.2 s; 250 km/h top; 95.195 marks (1993)

5 Japanese fighters: Mazda RX-7 Turbo

240 hp, twin-disc Wankel front engine; rear-wheel drive; 0-100 km/h in 5.9 s; 250 km/h top speed; 85.500 Mark (1992)

5 Japanese fighters: Mitsubishi 3000 GT

286 hp, V6 front engine, all-wheel drive; 0-100 km/h in 6.4 s; 250 km/h top speed, 98.500 Marks (1993)

5 Japanese fighters: Toyota Supra

286 hp, R6 front engine, rear-wheel drive; 0-100 km/h in 6.4 s; 250 km/h top, 98.500 Mark (1993)

5 Japanese fighters: Honda NSX

Honda NSX: For many it is the best sports car that Ferrari never built

5 Japanese fighters: Honda NSX

Spinning wheels are no problem thanks to enough power. The traction of the mid-engine sports car is nevertheless good

5 Japanese fighters: Honda NSX

You are comfortably accommodated in the Honda NSX – airbag and air conditioning included

5 Japanese fighters: Honda NSX

The pilot cannot complain about a lack of information. The rev limiter doesn’t kick in until 8000 rpm

5 Japanese fighters: Honda NSX

The three-liter V6 is positioned transversely to the direction of travel and bristles with ambitious technology such as connecting rods made of lightweight titanium

5 Japanese fighters: Nissan 300 ZX Twin Turbo

Nissan 300 ZX: Powerful coupe with the option of convertible-like open-air fun

5 Japanese fighters: Nissan 300 ZX Twin Turbo

The 300 ZX isn’t a petite car, but it’s a well-balanced one. The rear wheels steer actively

5 Japanese fighters: Nissan 300 ZX Twin Turbo

Black plastic was already big in fashion back then. Nissan also used it across the board. The control satellites on the steering wheel are impractical

5 Japanese fighters: Nissan 300 ZX Twin Turbo

Beneath the many hoses slumbers a willingly responsive bi-turbo that has its strongest moments at medium engine speeds

5 Japanese fighters: Mazda RX-7 Turbo

A picture with symbolic character: The lightweight Mazda is very agile, but hysterical at the limits

5 Japanese fighters: Mazda RX-7 Turbo

Mazda RX-7: Filigree, fast lightweight coupe with extravagant Wankel

5 Japanese fighters: Mazda RX-7 Turbo

Mazda presents the driver with an uninviting plastic landscape. As compensation there are chrome frames around the beautiful instruments

5 Japanese fighters: Mazda RX-7 Turbo

If it has to be eccentric, then it has to be right: Mazda puts the dainty twin-turbo Wankel under pressure with two turbochargers

5 Japanese fighters: Mitsubishi 3000 GT

Permanent all-wheel drive, all-wheel steering, adjustable shock absorbers: The 2+2-seater Gran Turismo offers everything that’s good and expensive

5 Japanese fighters: Mitsubishi 3000 GT

Tall drivers don’t sit comfortably behind the large airbag steering wheel

5 Japanese fighters: Mitsubishi 3000 GT

Mitsubishi also pulled out all the stops when it came to aerodynamics: the rear spoiler and front apron adjust as the speed changes

5 Japanese fighters: Mitsubishi 3000 GT

With 286 hp, the Mitsubishi sets the bar very high. The many little horses can easily swallow 20 liters per 100 kilometers at a gallop

5 Japanese fighters: Toyota Supra

Toyota Supra: Roundly shaped torque bull with a hefty 441 Newton meters

5 Japanese fighters: Toyota Supra

Discreet is different: For the German market, the Toyota got a monstrous rear wing out of respect for “The Autobahn

5 Japanese fighters: Toyota Supra

Comfortable seats, good functionality. However, the black cave does not offer flair

5 Japanese fighters: Toyota Supra

The air intakes are reminiscent of solutions on mid-engine cars. But the steam comes from the front

5 Japanese fighters: Toyota Supra

The R6 biturbo is considered indestructible. Tuners later liked to blow it up to 800 hp and more. No real sound

In the 1990s, Japanese sports cars stepped on the gas in a big way. We remember the Classic Cars Honda NSX, Mazda RX-7, Mitsubishi 3000 GT, Nissan 300 ZX and Toyota Supra.

Today, the nineties seem to be the golden era of ambitious sports cars from Japan. Honda NSX, Mazda RX-7 or Mitsubishi 3000 GT appear in the rearview mirror with raised flip-up headlights, followed by Nissan 300 ZX and Toyota Supra with little safety margin. We can also be different, was the statement of the flat men, who wanted to show it with quite own technical accents of the sports car elite in the new and old world. In Europe, these sports cars only danced for a few years, a decade at most. Then stricter emission laws made import to Europe impossible. And the increasingly unfavorable exchange rate made Nippon’s sports car gloria so extremely expensive in the USA that demand collapsed. It was a short and violent dance on the high-performance tightrope, and the highest-profile racer was undoubtedly the Honda NSX. More on the subject: This is the Toyota Supra
50 years

Subaru BRZ/Lexus RC F/Nissan NSX/Toyota Supra/Nissan GT-R: Fascination

NSX/300 ZX/RX-7/3000 GT/Supra: Classic Cars

The NSX came into the world in 1990 after six years of birth pangs, targeting mid-engine racers from Maranello. Honda had given its top model everything that could appeal to technophile men of money. So not only the chassis but also the body was made of aluminum. And in the cockpit, the one that found 130.000 Mark, a quality that Ferrari could only dream of at that time. There it did not diminish the fascination of the NSX that behind the two seats only a transversely installed V6 did duty. Because it had it with the variable valve control VTEC and subtleties such as lightweight titanium connecting rods fist thick in itself, combined long courage in traffic jams and at low speeds with blazing fire between 5000 and 8000 crankshaft revolutions. The fact that none other than Ayrton Senna, who had won the 1988, 1990 and 1991 Formula 1 titles with Honda power, had played a decisive role in the tuning of the 274 hp Honda was not only good for the image, but also exhilarating for the driving experience: The NSX also cut a good figure on the racetrack with predictable handling, good traction and sensitive, servo-free steering. In the course of several small facelifts, the displacement increased from three to 3.2 liters, a Targa version followed, and then the last series without folding headlights. Although the NSX started in 1990 with a base price of 130.000 Marks, Honda has made good progress with the until 2005 18.000 produced racers according to expert opinions no money earned. The long development was too expensive, the production too complex. Nevertheless, the NSX can be considered a success, because for many it is the best mid-engine sports car that Ferrari never built.
Novelties

Honda NSX Type S (2021)

Almost 300 hp in the Nissan 300 ZX Twin Turbo

More powerful than the NSX was Nissan’s 300 ZX Twin Turbo with model code Z32. It came to Germany in 1990 and crowned the legendary Z-series with a twin-turbocharged V6 engine. 283 HP and 375 Newton meters of the three-liter aggregate mounted in the bow longitudinally stood against a good 1.6 tons of weight. The power went according to the pure sports car doctrine exclusively to the rear axle. Their wheels steered- a pinch of Hightech could not deny itself Nissan also in the chassis area- computer-controlled briefly against the front wheels, to then switch to parallel operation. The Super HICAS (High Capacity Actively Controlled Steering) four-wheel steering system gave the not exactly small 2+2-seater appealing handiness and predictable handling. However, the 300 ZX had and has its strongest moments not on the racetrack, but on the long straights, where its beastly bi-turbo power plant turns miles into kilometers. If desired the roomy Nissan ZX, which is a child of the experiment-joyful nineties with control satellites arranged close to the steering wheel, lets even sun and wind in, because with view of the important US market it carries a T-Roof with two removable roof parts. 1991 Mazda crowned its Wankelmotor-series RX-7 finally with the RX-7 Turbo. The date was perfect, because in the same year Johnny Herbert, Volker Weidler and Bertrand Gachot had won the 24 hours of Le Mans with the brute Mazda 787B powered by a four-disc Wankel engine. The RX-7 Turbo wasn’t that wild. Two superchargers helped his twin Wankel to 240 hp, which at first doesn’t sound that huge. But the petite, somewhat retro-styled coupe weighed in at just 1.3 tons and sprinted like much more powerful cars. 5.9 seconds to 100 km/h measured AUTO ZEITUNG, for which Walter Rohrl tested the RX-7 on the Nurburgring-Nordschleife at the time. He grumbled a bit about the steering that peaked around the center position and then drifted into indecision, and also about the shiftability of the transmission. Engine and chassis get better marks.
News

Nissan GT-R facelift (2022)

Hightech: Mitsubishi 3000 GT was ahead of its time

However, this great forgiving good nature at the limit, which distinguishes the Mitsubishi 3000 GT, remained alien to the Mazda. It could be bitchy like basically all cars of that era, when the driver could initiate neat drifts or else hefty spins with a stretch of the foot. As the GT in the name suggests, Mitsubishi saw the 2+2-seater, which was sold in the U.S. almost identically as the Dodge Stealth, as a Gran Turismo, a sporty touring coupe so. The 3000 GT comes with a little bit of a gearbox and with 1740 kilograms kerb weight it is really no model athlete. But Mitsubishi was on fire with this coupe influenced by American fashions The car is a firework of technology that makes the price of just under 100 Euros worthwhile.000 marks could well justify. In Germany, no one less than Franz Beckenbauer was engaged as advertising ambassador. Two turbochargers connected in series, an electronically controlled speed-dependent adjustment of the front apron and rear spoiler, permanent all-wheel drive, shock absorbers adjustable from comfort to sport and even all-wheel steering were on board. This caused a sensation at the beginning of the wild nineties, as did the immense fuel consumption (20.3 liters in the test) and raised the anxious question of how long it would all work for. As befits a car from Japanese production, the complex technology was as durable as the very plastic dashboard. The Mitsubishi is not a case for long guys. Our guest tester Rohrl found no proper seating position behind the large airbag steering wheel. He certified the 2+2-seater however a well functioning all-wheel drive and in the extreme a good-natured understeering driving behavior. There’s probably no nicer way to say that the 3000 GT wasn’t a greedy corner-scraper.
Classic Cars

Lancer vs Quattro - Rally stars of yesterday

Toyota Supra with XL-wing for the highway

The Toyota Supra, introduced in 1993, does not belong to this category either. Only the wide body of the narrow 2+2 and the high weight of 1642 kilograms due to the very rich standard equipment thwart aggressive fun on narrow country roads with as tight curves as possible. With the fulminant 330 hp of its twin-turbocharged, unspectacular-sounding three-liter R6, this Toyota took aim at the Porsche 911 Turbo, which was popular as a highway burner. And on long journeys, the Supra cut a fine figure with its comfortable seats and relatively low driving noise levels. Discreetness was not the thing of this Targa coupe with its partially aluminum body. The rounded basic shape built a formal bridge to the much cheaper Celica- but in Germany the thick end came quite literally at the end in the form of an enormous rear wing. Too big was the respect of the Toyota men for the non-limited highways, than that they would have wanted to do without a little more downforce at the rear axle. In 1996 Toyota stopped sales in Germany after only about 500 Supra were registered, then in 2002, after about 45.000 cars marketed, also end in Japan. Reason came to the helm.
News

Toyota GR Supra Sport Top (2020)

Technical data of NSX, 300 ZX, RX-7, 3000 GT and Supra

TECHNOLOGY
HONDA NSX
DRIVE V6-cylinder, mid-transverse; 4-valve; four overhead camshafts, timing belt drive; electronic fuel injection; catalytic converter.Bore x stroke: 90.0 x 78.0 mm; displacement: 2977 cm³; compression ratio: 10.2:1; power: 201 kW/274 hp at 7300 rpm; max. Torque: 284 Nm at 5400 rpm; five-speed gearbox; rear wheel drive
BODY+CHASSIS Self-supporting aluminum body with two doors; independent suspension all around on double wishbones, springs, dampers, stabilizer; rack-and-pinion steering; brakes: all-round internally loaded. discs, ABS; tires: v. 205/50 ZR 15, h. 225/50 ZR 16; wheels: v. 6.5 x 16, h. 8 x 16
MEASUREMENTS Acceleration.: 0 to 100 km/h in 6.1 s, 0 to 120 km/h in 8.0 s; top speed: 271 km/h; consumption: 14.6 l S/100 km
SPECIFICATIONS L/W/H: 4430/1810/ 1175 mm; wheelbase: 2530 mm; track width v./h.: 1510/1530 mm; turning circle: 12.4 m; kerb weight: 1396 kg; payload: 214 kg; fuel tank capacity: 70 l; built: 1990 to 2005; number of units: approx. 18.730; Price (1991): 130.000 Mark
NISSAN 300 ZX
DRIVE V6 cyl. front longitudinal; 4-vent.; Bi-turbo; four overhead. Camw.,
Toothed belt drive; electr. fuel injection; Cat.Bore x stroke: 87.0 x 83.0 mm; displacement: 2960 cm³; compression ratio: 8.5:1; power: 208 kW/283 hp at 6400/min; max. Torque: 375 Nm at 3600/min; five-speed gearbox; rear-wheel drive
BODY+CHASSIS Self-carrying. Steel sheet body with two doors and removable. Roof halves; front: McPherson struts, electr.,
double wishbone, Stabi.; rear: McPherson-springb., multi-link, Stabi.; rack-and-pinion steering., Servo., steering rear axle; brakes: all-round inboard. discs, ABS; tires: v. 225/50 ZR 16, h. 245/45 ZR 16; wheels: v. 7.5 x 16, h. 8,5 x 16
MEASUREMENTS Beschl.0 to 100 km/h in 6.2 s, 0 to 120 km/h in 8.8 s; maximum speed.: 250 km/h (abger.); Consumption: 16.8 l S/100 km
SPECIFICATIONS L/W/H: 4520/ 1800/1255 mm; Wheelbase: 2570 mm; Track width v./h.: 1495/1555 mm; turning circle: 11.2 m; kerb weight: 1627 kg; payload: 388 kg; fuel tank capacity: 70 l; built: 1989 to 1998; number of units: approx. 150.000; price (1993): 95.195 Marks
MAZDA RX-7 TURBO
DRIVE twin-disc Wankel, front transverse; bi-turbo; electronic
injection; chamber volume: 2 x 654 cm³, total 1308 cm³; compression ratio: 9.0:1; power output:: 176 kW/240 hp at 6500/min; max. torque: 294 Nm at 5000/min; five-speed transmission; rear-wheel drive
BODY+CHASSIS Self-supporting sheet steel body with two doors; all around: McPherson struts, double wishbones, stabilizer; rack-and-pinion steering, power steering; brakes: all around ventilated discs, ABS; tires: all around 225/50 ZR 16; wheels: all around 8 x 16
MEASUREMENTS Acceleration: 0 to 100 km/h in 5.9 s, 0 to 120 km/h in 8.5 s; top speed: 250 km/h (governed); consumption: 15.4 l S/100 km
SPECIFICATIONS L/W/H: 4295/1750/1230 mm; wheelbase: 2425 mm; track width front/rear: 1460/1460 mm; kerb weight: 1300 kg; payload: 190 kg; fuel tank capacity: 74 l; built between 1991 and 2002; number of units: approx. 68.500; price (1992): 85.500 mark
MITSUBISHI 3000 GT
DRIVE V6-cylinder; front transverse; Bi-Turbo; 4-Vent.; four overhead. Camshafts, toothed belt drive; elektr. Fuel injection; Bore x stroke: 91.1 x 76.0 mm; Displacement: 2972 cm³; Compression: 8.0:1; Output: 210 kW/286 hp at 6000 rpm; max. Torque: 407 Nm at 3000 rpm; five-speed transmission; all-wheel drive
BODY+CHASSIS Self-supporting sheet steel body with two doors; front: McPherson struts, triangular wishbones, electr. adjustable dampers, Stabi.; rear: McPherson struts, multi-link, electr. adjustable. Dampers,
Stabi.; rack-and-pinion steering, power steering, self-steering rear axle; brakes: internally ventilated discs all round,
ABS; tires: 225/50 ZR 17 all-round; wheels: 7.5 x 17 all-round
MEASUREMENTS Accelerator.: 0 to 100 km/h in 6.4 s, 0 to 120 km/h in 8.8 s; maximum speed.: 250 km/h; consumption: 20.3 l S/100 km
SPECIFICATIONS L/W/H: 4560/1840/1285 mm; wheelbase: 2470 mm; track width v./h.: 1560/1580 mm; kerb weight: 1740 kg; payload: 380 kg; fuel tank capacity: 75 l; built: 1991 to 1999; number of units: ca. 15.500; Price (1993): 98.500 mark
TOYOTA SUPRA
DRIVE R6-cylinder, front longitudinal; 4-valve; two overhead. camshafts, toothed belt drive; electronic fuel injection; bore x stroke: 86.0 x 86.0 mm; displacement: 2997 cm³; compression ratio: 8.5:1; output: 243 kW/330 hp at 5600/min; max. Torque: 441 Nm at 4800/min; six-speed transmission; rear-wheel drive
BODY+CHASSIS Self-supporting sheet steel/aluminum body with two doors; front: McPherson struts, double triangular wishbones, stabilizer bar; rear: McPherson struts, upper wishbones, lower wishbones,
stabilizer; rack-and-pinion steering, servo; brakes: v. inside load. discs, h. discs, ABS; tires: v. 235/45 ZR 17, h. 255/40 ZR 17; wheels: v. 8 x 17, h. 9,5 x 17
MEASUREMENTS Acceleration.0 to 100 km/h in 6.4 s, 0 to 120 km/h in 8.6 s; maximum speed.: 250 km/h; Consumption: 15,8 l S/100 km
ECKDATA L/W/H: 4520/1810/1275 mm; wheelbase: 2550 mm; track width v./h.: 1520/1525 mm; kerb weight: 1642 kg; payload: 318 kg; fuel tank capacity: 80 l; build time: 1993 to 2002; number of pieces: ca. 45.000; Price (1993): 106.000 Mark

alt=”from AUTO ZEITUNG” />by AUTO ZEITUNG

The powerful coupes of the nineties stand for an era in which the Japanese put their dreams on wheels without regard to the costs. Over and done with, some now complain. But there is no reason for that. Mazda did end the import of the RX-7 successor RX-8 in 2011 and the new Honda NSX started in 2015: but with the GT-R and 370 Z, Nissan is still doing a lot of sport today. Toyota maintains the legacy of the Supra with the new generation. Only Mitsubishi does not currently build a delightfully unreasonable fun device anymore.

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