ma71supraturbo
09-25-2005, 09:46 PM
SUPRA VS. 280ZX 2+2 (Motor Trend, June 1979)
Two new six shooters from the Land of the Rising Sun prove that the Japanese have learned to speak American
by Peter Frey
A causal glance at the new Toyota Celica Supra and Datsun 280ZX might prompt the viewer to wonder what is so different about them. They look basically the same, though the Toyota seems a little longer in the nose than previous models, and the Datsun looks somehow more angular. The visual similarities to their ancestors is great, but a closer inspection reveals that these two have enough about them that's completely new to let them stand proudly apart from their forebears.
The Supra is a derivation of the rebodied Celica that won the MOTOR TREND Import Car of the Year award in 1978. In a superb styling exercise, Toyota has lengthened the front end by 8 inches and included the inline 6-cylinder engine that formerly occupied the engine compartment of the Cressida sedan. Along with restyled from sheet metal, they have made a number of items standard equipment, including 4-wheel disc brakes, power steering, power windows, air conditioning, and a 4-speaker AM/FM sound system. This has placed the Supra squarely in the market area ruled exclusively by the Datsun Z-cars and lately invaded by cars like the Porsche 924 and Mazda RX-7.
Apart from the engine change, the Supra retains the basic Celica configuration: that of a front engine rear-wheel-drive hatchback. Unlike the 280ZX, there is no 2-seat configuration available, but considering the passenger/cargo demands of today's American consumer, this is not a significant factor.
We chose the Datsun 280ZX (in its 2-seat configuration) as our 1979 Import Car of the Year, and for good reason. Nissan has taken an already good car -- one that in earlier incarnation revolutionized the "sports car" concept and introduced a generation of enthusiasts to automotive pleasure the like of which had never been seen before -- and has made it even better. Over the years, as the demands of the American consumer have changed, the Z-cars have grown away from their sporty origins, and become simultaneously more luxurious and more efficient. The 4-seat configuration appeared in 1974 and is also available in the latest version. It differs from the 2-seat models only in weight and certain basic dimensions.
The mechanical layout has remained the same throughout the years, with a straight-six engine driving the rear wheels, over which is situated a useful cargo area accessible by a hatch.
Drivetrains
The inline 6-cylinder engine of the Supra is slightly smaller than that of the Datsun, displacing 156.4 cubic inches (2563 cc) and producing 110 horsepower at 4800 rpm. Fuel is supplied by an electronic fuel injection -- a first for Toyota passenger cars in the U.S. The familiar 5-speed manual transmission is standard, with an optional 4-speed automatic. It's an unusual automatic: 4th gear is an overdrive that allows a 30% reduction of engine rpm, resulting in improved fuel economy and a reduction of engine wear and noise transmitted to the driver's compartment. A driver-activated lockout switch allows the transmission to be kept in 3rd gear if driving conditions merit it. Cruise control is standard with the automatic and optional with the 5-speed.
The powerplant of the 280ZX is the latest refinement of the tried and proven straight six that has powered Z-cars since the beginning. The engine displaces 168.0 cubic inches (2753 cc) and produces 135 horsepower at 5200 rpm. As with the Toyota, fuel is squirted into the combustion chamber by an electronic fuel injection which in the Datsun has an auxiliary fan to cool the gas inside the injector unit and hoses.
Other changes have been made to the control circuitry of the injector system as well as to the ignition, which is now a hybrid integrated circuit mounted directly to the distributor. A cruise control is offered with both the 5-speed manual and 3-speed automatic transmissions.
Chassis
The unitized body of the Supra is suspended in front by MacPherson struts with coil springs, stabilizer bars and double-acting shock absorbers. In the rear is a live axle located by a 4-bar link and lateral track bar, coil springs and double-acting shocks. The steering is power assisted recirulating ball with 3.4 turns lock-to-lock. The brakes -- 10-inch diameter in front and 8.6 inches in the rear -- are power-assisted 4-wheel discs unique to the Supra.
The 280ZX features unibody construction, with MacPherson struts at all four corners, coil springs, double-acting telescopic shock absorbers, and stabilizer bars. The front suspension is located by "tension" rods that extend forward, as opposed to the "compression" rods the extended rearward in previous models. The rear suspension is located by semi-trailing arms.
The steering is by power-assisted variable rack and pinion that has been redesigned with a higher gear ratio and reduced friction. Lock-to-lock is 2.7 turns. The brakes are power assisted discs, with diameters measuring 9.9 inches in front and 10.6 inches the rear.
Interiors
The interiors of cars such as these are large factors in the impressions that their manufacturers strive to create. "Sports touring" implies a quality of luxury and driver comfort as well as dashboard-generated visual impressions that we associate with performance.
The overall height of the Supra is slightly greater than that of the Datsun, and this manifests itself in the interior as more open, upright feeling. The padded dashboard contains a full completement of gauges, with oil pressure/volts and fuel level/water temperature being combined in a pair of rectangles set in to the right of the 85-mph-limit speedometer. To the left of the tachometer is a panel containing a multi-colored array of warning lights that monitor headlamps, handbrake, seat belts, catalytic converter and low brake fluid.
All accessory controls are easily visible and located within the drivers reach, save the right-side rearview mirror, the control for which is in the passenger's door. Headlight and wiper switches are mounted on steering column stalks, with the wiper switch being somewhat awkwardly placed with respect to the ignition switch. Inserting and turning the key without turning the wipers on requires a conscious act of avoidance. The cruise control is set into the center console, forward and to the left of the shift lever. Between the front seats is a center armrest whose top flips up to reveal a small storage compartment and a mobile map light with a magnetic back.
In the driver's-side armrest are a small coin box and the controls for the power windows. Below that, on the floor, are two small levers that are releases for the rear hatch and gas filler door.
Seating comfort in the Supra has been given considerable attention, especially for the driver. Both front seats have a considerable amount of fore-aft movement and adjustment of the seatback angle. The driver's seat also has a three-position lumbar support control and another little lever that allows the bottom seat cushion to be tilted. Further accommodation for driver comfort is the six-position adjustments of steering column height. Rear seat passengers will find getting in and out awkward, hampered somewhat be the driver's seat belt, but once in, hip and head room are surprisingly adequate. Available leg room obviously depends on the adjustment of the front seats, but even at best, adults will not be comfortable for very long.
The ventilation system is excellent, with a number of adjustable outlets for air. For the rear seat passengers there are a pair of adjustable fresh-air vents with intakes located in the leading edge of the side pillars. These are non-powered, so the car must be in motion to produce any airflow.
The Supra rear cargo area is adequately large for normal use and can be expanded significantly by folding down the split backs of the rear seat. This results in a cargo floor 65.8 inches long. Small items can be hidden from view by a vinyl curtain attached to a removable take-up roller. Toyota has also provided a cargo light that comes on as the hatch is opened. The only draw-back to the vehicle's cargo-carrying capabilities is that the back bumper protrudes so far that trying to lift a heavy package over it puts considerable strain on your back.
The interior of the 280ZX manages to convey the impression of a much more expensive car, primarily on the strength of space-age design and superb attention to detail. All the gauges are large, well lighted, and totally visible, aided by the unique configuration of the steering wheel. Located between the tachometer and 130-mph-limit speedometer is a small dark rectangle labeled "Check". Press the button and a sequential display will inform you of the status of the head, tail, and brake lights, and the battery and wiper fluid levels.
The major controls of the 280ZX are situated for the driver's convenience. The wiper control, headlight on-off, high-low beam, and cruise control are located on steering column stalks. the rear view mirrors are electrically controlled by a pair of joysticks located in the leading edge of the center console, which acts as an armrest and has a large storage compartment under its flip-up lid.
The ventilation system is a sophisticated marvel that includes air conditioning and a wealth of vents. There is even a set of vents located at the extreme ends of the dashboard, designed to blow warm defroster air on the side windows. Rear seat passengers can supply themselves with fresh air by opening the rear quarter windows, which are hinged at the front and open from the rear on an over-center hinge.
As with the Toyota, the driver is catered to most in terms of seating. Both fabric-covered front seats have adjustable backs, as well as seat cushion tilt control and lumbar-support adjustment for the driver. A nice touch is that the control lever to flip the passenger's seat back up to grant entrance to the rear seat is located on the inside where the driver can reach it. Lift up and the whole seat back flips forward, and the whole set moves forward on its tracks, providing as much room as possible for entry or exit.
The rear seats are fairly comfortable, with adequate hip room, but head and knee room are severely limited, and the rear wheelwell intrudes, giving no place to rest your arm. The seat backs are split and can be folded down by pulling a lever, resulting in a cargo floor length of 54.5 inches.
Driving Impressions
The Supra possess a quality of slickness that seems to be a trademark of Toyota cars. Everything seems to operate with a silky feel, from the engine to the major controls, right down to the little switches and levers. The engine starts easily and idles smoothly. The available power and torque, combined with a good selection of gear ratios, produces performance that is solid if not spectacular. Quarter mile times of 18.4 seconds at 74.6 mph are largely the result of a 25.9 lb./hp power-to-weight ratio. Hard acceleration from a stop requires some delicacy because any wheelspin quickly turns into a severe axle tramp. The same holds true for powering out of tight corners.
The driving process is made pleasurable by this quality of smoothness. The steering is light and precise, as is the shifting. The brakes, too, operate with a minimum of effort, stopping the vehicle in a straight line, with just a bit of nose-dive and only trades of fade under repeated hard use. We recorded stops of 35 feet from 30 mph and 168 feet from 60 mph.
Road inputs through the suspension and steering have all been carefully massaged and subdued by the time they reach the driver. Even over extremely rough pavement, noise and harshness are notably absent. The handling tends toward an easily controlled understeer with moderate body roll.
The 280ZX is also a smooth machine, at least in the 2-seat version. In the transfer to the 4-seater, it seems to have lost some of the qualities of solidness that impressed us during our Car of the Year testing. The simple act of slamming the door produces a tinny vibration, and driving over rough surfaces creates considerable noise and harshness. Driving over California's freeway lane-divider markers produces a sensation similar to someone beating on the undercarriage with a hammer. And the suspension is sufficiently soft, so that it takes a conscious effort to shift gears without the pronounced fore-aft pitching motion that is reminiscent of larger BMWs.
On the plus side, the engine pulls strongly to redline, producing instrumented quarter mile times of 18.0 seconds at 77 mph. Shifting is smooth and beautifully precise, as is the steering. Handling is well into sports car levels, tending ultimately to oversteer again with moderate body roll. The brakes are superb, stopping the car in 34 feet from 30 mph and 160 feet from 60 mph, without fade or other drama.
Conclusions
Both cars are new -- the Supra more radically so than the 280ZX -- due to the engine change. The lineage of both has been proven over the years, and the results show up in the quality, finish and attention paid to detail and driver comfort and convenience. The supra needs a bit more power and a little more work at keeping the rear axle under control. The 280ZX needs some tinkering with sound insulation and shock absorber settings to eliminate ride harshness and noise.
In a point-by-point comparison of the mechanical execution of the cars, what emerges is a striking similarity. The basic mechanical configurations are identical, as are the profusion of devices that are part of the cars in this category. Both manufactures have evidently arrived at the same conclusion about what the American consumer wants. The supra costs significantly less than the 280ZX, a major consideration in light of the similarities. In any reasonable comparison, that alone would dictate the winner, but such cars are not judged reasonably, and we must finally resort to gut reactions. The Supra is today. The 280ZX is tomorrow. The Supra is a handsome car. The 280ZX is a ground-bound spaceship. It's up to you to dictate how much that difference is worth."
Specifications:
......................1979 Datsun 280ZX...........1979 Toyota Celica Supra
GENERAL
Vehicle type:.....Front-engine rear-drive......Front-engine rear-drive
......................2+2 hatchback sport..........4-pass hatchback sport
......................coupe....................... .......coupe
Base Price:.......$11,599............................$9 ,578
Options on
test car:..........Grand luxury package..........Black paint, rear window
.................................................. ..........wiper, cruise control
Price as tested:.$13,203...........................$9,850
ENGINE
Type:...............inline six, overhead cam......inline six, overhead cam
.....................water-cooled cast iron block.water-cooled cast iron block
Bore&Stroke:.....3.39 X 3.11" ....................3.15 X 3.35"
Displacement:....168.0 ci ..........................156.4 ci
Compression ratio: 8.3:1 ...........................8.5:1
Fuel system:......EFI.................................. EFI
Recomended octane: 91 RON......................91 RON
Emission control:.CA..................................CA
Valve gear:........OHC................................OH C
Horsepower (SAE Net): 135 @ 5200 rpm ......110 @ 4800 rpm
Torque (SAE Net): ......144 @ 4000 rpm ......136 @ 2400 rpm
Power to weight ratio:. 21.6 lb/hp...............25.6 lb/hp
DRIVETRAIN
Transmission: .... Manual 5-speed............... Manual 5-speed
Final drive ratio:. 3.7:1............................. 3.9:1
DIMENSIONS
Wheelbase:........99.2"............................. 103.5"
Track F/R:.........54.5/54.9"....................... 53.7/53.7"
Length: ............181.9"............................ 181.7"
Width: ..............66.5" ............................ 65.0"
Height: .............51.4" ............................ 51.8"
Ground Clearance: 5.9" ............................ 5.7"
Max load length: .54.5" ............................ 65.8"
Curb Weight: ......2915 lbs ....................... 2855 lbs
Weight Dist. F/R: .TK............................... 53/47%
CAPACITIES
Fuel: .................21 gals......................... 16.1 gals.
Crankcase: .........4.8 qts......................... 5.5 qts.
Cooling System: ..11.1 qts........................ 11.6 qts.
Cargo Volume: ....18.2 cubic feet............... 24.3 cf
SUSPENSION
Front:
........................MacPherson strut, tension....MacPherson strut, coil
........................rods, coil springs, stabilizer...springs, stabilizer bar
........................bar, double acting shock......double acting shocks
Rear:
...................Independent, MacPherson strut...Live axle, 4-bar link,
...................semi-trailing arms, coil srpings.....stabilizer bar, double
...................stabilizer bar, double acting........acting shocks
...................shocks
STEERING
Type:...........Power assited variable-ratio.........Power assisted
...................rack and pinion..........................recirculating ball
Turns lock-to-lock: 2.7..................................3.4
Turning circle:....... 34.8' ..............................34.8'
BRAKES
Front: ..........Power assisted ventilated............Power assisted 10" discs
...................9.9" discs
Rear: ...........Power assisted 10.6" discs...........Power assisted 8.6" discs
WHEELS AND TIRES
Wheel size:....6 X 14" ....................................5.5 X 14'
Wheel type:...aluminum alloy ...........................stamped steel
Tire Make & size: Bridgestone 195/70 HR14.........Bridgestone 195/70 HR14
Tire Type:......steel radial................................steel radial
Recomended pressure F/R:...............................24/24 psi
TEST RESULTS
ACCELERATION
0-30: .............. 3.3 secs .............................. 3.6 secs
0-40: .............. 5.5 secs .............................. 5.7 secs
0-50: .............. 7.7 secs .............................. 8.3 secs
0-60: .............. 11.3 secs ............................ 11.5 secs
0-70: .............. 15.0 secs ............................ 15.7 secs
0-80: .............. 19.5 secs ............................ 21.5 secs
1/4 mile: .......... 18.0/77mph ......................... 18.4/74.6mph
BRAKING
30-0: ............... 34' .................................... 35'
60-0: ............... 160' .................................. 168'
FUEL CONSUMPTION
EPA city: .......... 18mpg ............................... 19mpg
MT 73mi loop:..... 19.4mpg ............................ 20.7mpg
SPEEDOMETER
Indicated:...........30...40...50...60............ ....... 30...40...50...60
Actual mph:.........29...38...47...56.................. 28...38...48...58
Two new six shooters from the Land of the Rising Sun prove that the Japanese have learned to speak American
by Peter Frey
A causal glance at the new Toyota Celica Supra and Datsun 280ZX might prompt the viewer to wonder what is so different about them. They look basically the same, though the Toyota seems a little longer in the nose than previous models, and the Datsun looks somehow more angular. The visual similarities to their ancestors is great, but a closer inspection reveals that these two have enough about them that's completely new to let them stand proudly apart from their forebears.
The Supra is a derivation of the rebodied Celica that won the MOTOR TREND Import Car of the Year award in 1978. In a superb styling exercise, Toyota has lengthened the front end by 8 inches and included the inline 6-cylinder engine that formerly occupied the engine compartment of the Cressida sedan. Along with restyled from sheet metal, they have made a number of items standard equipment, including 4-wheel disc brakes, power steering, power windows, air conditioning, and a 4-speaker AM/FM sound system. This has placed the Supra squarely in the market area ruled exclusively by the Datsun Z-cars and lately invaded by cars like the Porsche 924 and Mazda RX-7.
Apart from the engine change, the Supra retains the basic Celica configuration: that of a front engine rear-wheel-drive hatchback. Unlike the 280ZX, there is no 2-seat configuration available, but considering the passenger/cargo demands of today's American consumer, this is not a significant factor.
We chose the Datsun 280ZX (in its 2-seat configuration) as our 1979 Import Car of the Year, and for good reason. Nissan has taken an already good car -- one that in earlier incarnation revolutionized the "sports car" concept and introduced a generation of enthusiasts to automotive pleasure the like of which had never been seen before -- and has made it even better. Over the years, as the demands of the American consumer have changed, the Z-cars have grown away from their sporty origins, and become simultaneously more luxurious and more efficient. The 4-seat configuration appeared in 1974 and is also available in the latest version. It differs from the 2-seat models only in weight and certain basic dimensions.
The mechanical layout has remained the same throughout the years, with a straight-six engine driving the rear wheels, over which is situated a useful cargo area accessible by a hatch.
Drivetrains
The inline 6-cylinder engine of the Supra is slightly smaller than that of the Datsun, displacing 156.4 cubic inches (2563 cc) and producing 110 horsepower at 4800 rpm. Fuel is supplied by an electronic fuel injection -- a first for Toyota passenger cars in the U.S. The familiar 5-speed manual transmission is standard, with an optional 4-speed automatic. It's an unusual automatic: 4th gear is an overdrive that allows a 30% reduction of engine rpm, resulting in improved fuel economy and a reduction of engine wear and noise transmitted to the driver's compartment. A driver-activated lockout switch allows the transmission to be kept in 3rd gear if driving conditions merit it. Cruise control is standard with the automatic and optional with the 5-speed.
The powerplant of the 280ZX is the latest refinement of the tried and proven straight six that has powered Z-cars since the beginning. The engine displaces 168.0 cubic inches (2753 cc) and produces 135 horsepower at 5200 rpm. As with the Toyota, fuel is squirted into the combustion chamber by an electronic fuel injection which in the Datsun has an auxiliary fan to cool the gas inside the injector unit and hoses.
Other changes have been made to the control circuitry of the injector system as well as to the ignition, which is now a hybrid integrated circuit mounted directly to the distributor. A cruise control is offered with both the 5-speed manual and 3-speed automatic transmissions.
Chassis
The unitized body of the Supra is suspended in front by MacPherson struts with coil springs, stabilizer bars and double-acting shock absorbers. In the rear is a live axle located by a 4-bar link and lateral track bar, coil springs and double-acting shocks. The steering is power assisted recirulating ball with 3.4 turns lock-to-lock. The brakes -- 10-inch diameter in front and 8.6 inches in the rear -- are power-assisted 4-wheel discs unique to the Supra.
The 280ZX features unibody construction, with MacPherson struts at all four corners, coil springs, double-acting telescopic shock absorbers, and stabilizer bars. The front suspension is located by "tension" rods that extend forward, as opposed to the "compression" rods the extended rearward in previous models. The rear suspension is located by semi-trailing arms.
The steering is by power-assisted variable rack and pinion that has been redesigned with a higher gear ratio and reduced friction. Lock-to-lock is 2.7 turns. The brakes are power assisted discs, with diameters measuring 9.9 inches in front and 10.6 inches the rear.
Interiors
The interiors of cars such as these are large factors in the impressions that their manufacturers strive to create. "Sports touring" implies a quality of luxury and driver comfort as well as dashboard-generated visual impressions that we associate with performance.
The overall height of the Supra is slightly greater than that of the Datsun, and this manifests itself in the interior as more open, upright feeling. The padded dashboard contains a full completement of gauges, with oil pressure/volts and fuel level/water temperature being combined in a pair of rectangles set in to the right of the 85-mph-limit speedometer. To the left of the tachometer is a panel containing a multi-colored array of warning lights that monitor headlamps, handbrake, seat belts, catalytic converter and low brake fluid.
All accessory controls are easily visible and located within the drivers reach, save the right-side rearview mirror, the control for which is in the passenger's door. Headlight and wiper switches are mounted on steering column stalks, with the wiper switch being somewhat awkwardly placed with respect to the ignition switch. Inserting and turning the key without turning the wipers on requires a conscious act of avoidance. The cruise control is set into the center console, forward and to the left of the shift lever. Between the front seats is a center armrest whose top flips up to reveal a small storage compartment and a mobile map light with a magnetic back.
In the driver's-side armrest are a small coin box and the controls for the power windows. Below that, on the floor, are two small levers that are releases for the rear hatch and gas filler door.
Seating comfort in the Supra has been given considerable attention, especially for the driver. Both front seats have a considerable amount of fore-aft movement and adjustment of the seatback angle. The driver's seat also has a three-position lumbar support control and another little lever that allows the bottom seat cushion to be tilted. Further accommodation for driver comfort is the six-position adjustments of steering column height. Rear seat passengers will find getting in and out awkward, hampered somewhat be the driver's seat belt, but once in, hip and head room are surprisingly adequate. Available leg room obviously depends on the adjustment of the front seats, but even at best, adults will not be comfortable for very long.
The ventilation system is excellent, with a number of adjustable outlets for air. For the rear seat passengers there are a pair of adjustable fresh-air vents with intakes located in the leading edge of the side pillars. These are non-powered, so the car must be in motion to produce any airflow.
The Supra rear cargo area is adequately large for normal use and can be expanded significantly by folding down the split backs of the rear seat. This results in a cargo floor 65.8 inches long. Small items can be hidden from view by a vinyl curtain attached to a removable take-up roller. Toyota has also provided a cargo light that comes on as the hatch is opened. The only draw-back to the vehicle's cargo-carrying capabilities is that the back bumper protrudes so far that trying to lift a heavy package over it puts considerable strain on your back.
The interior of the 280ZX manages to convey the impression of a much more expensive car, primarily on the strength of space-age design and superb attention to detail. All the gauges are large, well lighted, and totally visible, aided by the unique configuration of the steering wheel. Located between the tachometer and 130-mph-limit speedometer is a small dark rectangle labeled "Check". Press the button and a sequential display will inform you of the status of the head, tail, and brake lights, and the battery and wiper fluid levels.
The major controls of the 280ZX are situated for the driver's convenience. The wiper control, headlight on-off, high-low beam, and cruise control are located on steering column stalks. the rear view mirrors are electrically controlled by a pair of joysticks located in the leading edge of the center console, which acts as an armrest and has a large storage compartment under its flip-up lid.
The ventilation system is a sophisticated marvel that includes air conditioning and a wealth of vents. There is even a set of vents located at the extreme ends of the dashboard, designed to blow warm defroster air on the side windows. Rear seat passengers can supply themselves with fresh air by opening the rear quarter windows, which are hinged at the front and open from the rear on an over-center hinge.
As with the Toyota, the driver is catered to most in terms of seating. Both fabric-covered front seats have adjustable backs, as well as seat cushion tilt control and lumbar-support adjustment for the driver. A nice touch is that the control lever to flip the passenger's seat back up to grant entrance to the rear seat is located on the inside where the driver can reach it. Lift up and the whole seat back flips forward, and the whole set moves forward on its tracks, providing as much room as possible for entry or exit.
The rear seats are fairly comfortable, with adequate hip room, but head and knee room are severely limited, and the rear wheelwell intrudes, giving no place to rest your arm. The seat backs are split and can be folded down by pulling a lever, resulting in a cargo floor length of 54.5 inches.
Driving Impressions
The Supra possess a quality of slickness that seems to be a trademark of Toyota cars. Everything seems to operate with a silky feel, from the engine to the major controls, right down to the little switches and levers. The engine starts easily and idles smoothly. The available power and torque, combined with a good selection of gear ratios, produces performance that is solid if not spectacular. Quarter mile times of 18.4 seconds at 74.6 mph are largely the result of a 25.9 lb./hp power-to-weight ratio. Hard acceleration from a stop requires some delicacy because any wheelspin quickly turns into a severe axle tramp. The same holds true for powering out of tight corners.
The driving process is made pleasurable by this quality of smoothness. The steering is light and precise, as is the shifting. The brakes, too, operate with a minimum of effort, stopping the vehicle in a straight line, with just a bit of nose-dive and only trades of fade under repeated hard use. We recorded stops of 35 feet from 30 mph and 168 feet from 60 mph.
Road inputs through the suspension and steering have all been carefully massaged and subdued by the time they reach the driver. Even over extremely rough pavement, noise and harshness are notably absent. The handling tends toward an easily controlled understeer with moderate body roll.
The 280ZX is also a smooth machine, at least in the 2-seat version. In the transfer to the 4-seater, it seems to have lost some of the qualities of solidness that impressed us during our Car of the Year testing. The simple act of slamming the door produces a tinny vibration, and driving over rough surfaces creates considerable noise and harshness. Driving over California's freeway lane-divider markers produces a sensation similar to someone beating on the undercarriage with a hammer. And the suspension is sufficiently soft, so that it takes a conscious effort to shift gears without the pronounced fore-aft pitching motion that is reminiscent of larger BMWs.
On the plus side, the engine pulls strongly to redline, producing instrumented quarter mile times of 18.0 seconds at 77 mph. Shifting is smooth and beautifully precise, as is the steering. Handling is well into sports car levels, tending ultimately to oversteer again with moderate body roll. The brakes are superb, stopping the car in 34 feet from 30 mph and 160 feet from 60 mph, without fade or other drama.
Conclusions
Both cars are new -- the Supra more radically so than the 280ZX -- due to the engine change. The lineage of both has been proven over the years, and the results show up in the quality, finish and attention paid to detail and driver comfort and convenience. The supra needs a bit more power and a little more work at keeping the rear axle under control. The 280ZX needs some tinkering with sound insulation and shock absorber settings to eliminate ride harshness and noise.
In a point-by-point comparison of the mechanical execution of the cars, what emerges is a striking similarity. The basic mechanical configurations are identical, as are the profusion of devices that are part of the cars in this category. Both manufactures have evidently arrived at the same conclusion about what the American consumer wants. The supra costs significantly less than the 280ZX, a major consideration in light of the similarities. In any reasonable comparison, that alone would dictate the winner, but such cars are not judged reasonably, and we must finally resort to gut reactions. The Supra is today. The 280ZX is tomorrow. The Supra is a handsome car. The 280ZX is a ground-bound spaceship. It's up to you to dictate how much that difference is worth."
Specifications:
......................1979 Datsun 280ZX...........1979 Toyota Celica Supra
GENERAL
Vehicle type:.....Front-engine rear-drive......Front-engine rear-drive
......................2+2 hatchback sport..........4-pass hatchback sport
......................coupe....................... .......coupe
Base Price:.......$11,599............................$9 ,578
Options on
test car:..........Grand luxury package..........Black paint, rear window
.................................................. ..........wiper, cruise control
Price as tested:.$13,203...........................$9,850
ENGINE
Type:...............inline six, overhead cam......inline six, overhead cam
.....................water-cooled cast iron block.water-cooled cast iron block
Bore&Stroke:.....3.39 X 3.11" ....................3.15 X 3.35"
Displacement:....168.0 ci ..........................156.4 ci
Compression ratio: 8.3:1 ...........................8.5:1
Fuel system:......EFI.................................. EFI
Recomended octane: 91 RON......................91 RON
Emission control:.CA..................................CA
Valve gear:........OHC................................OH C
Horsepower (SAE Net): 135 @ 5200 rpm ......110 @ 4800 rpm
Torque (SAE Net): ......144 @ 4000 rpm ......136 @ 2400 rpm
Power to weight ratio:. 21.6 lb/hp...............25.6 lb/hp
DRIVETRAIN
Transmission: .... Manual 5-speed............... Manual 5-speed
Final drive ratio:. 3.7:1............................. 3.9:1
DIMENSIONS
Wheelbase:........99.2"............................. 103.5"
Track F/R:.........54.5/54.9"....................... 53.7/53.7"
Length: ............181.9"............................ 181.7"
Width: ..............66.5" ............................ 65.0"
Height: .............51.4" ............................ 51.8"
Ground Clearance: 5.9" ............................ 5.7"
Max load length: .54.5" ............................ 65.8"
Curb Weight: ......2915 lbs ....................... 2855 lbs
Weight Dist. F/R: .TK............................... 53/47%
CAPACITIES
Fuel: .................21 gals......................... 16.1 gals.
Crankcase: .........4.8 qts......................... 5.5 qts.
Cooling System: ..11.1 qts........................ 11.6 qts.
Cargo Volume: ....18.2 cubic feet............... 24.3 cf
SUSPENSION
Front:
........................MacPherson strut, tension....MacPherson strut, coil
........................rods, coil springs, stabilizer...springs, stabilizer bar
........................bar, double acting shock......double acting shocks
Rear:
...................Independent, MacPherson strut...Live axle, 4-bar link,
...................semi-trailing arms, coil srpings.....stabilizer bar, double
...................stabilizer bar, double acting........acting shocks
...................shocks
STEERING
Type:...........Power assited variable-ratio.........Power assisted
...................rack and pinion..........................recirculating ball
Turns lock-to-lock: 2.7..................................3.4
Turning circle:....... 34.8' ..............................34.8'
BRAKES
Front: ..........Power assisted ventilated............Power assisted 10" discs
...................9.9" discs
Rear: ...........Power assisted 10.6" discs...........Power assisted 8.6" discs
WHEELS AND TIRES
Wheel size:....6 X 14" ....................................5.5 X 14'
Wheel type:...aluminum alloy ...........................stamped steel
Tire Make & size: Bridgestone 195/70 HR14.........Bridgestone 195/70 HR14
Tire Type:......steel radial................................steel radial
Recomended pressure F/R:...............................24/24 psi
TEST RESULTS
ACCELERATION
0-30: .............. 3.3 secs .............................. 3.6 secs
0-40: .............. 5.5 secs .............................. 5.7 secs
0-50: .............. 7.7 secs .............................. 8.3 secs
0-60: .............. 11.3 secs ............................ 11.5 secs
0-70: .............. 15.0 secs ............................ 15.7 secs
0-80: .............. 19.5 secs ............................ 21.5 secs
1/4 mile: .......... 18.0/77mph ......................... 18.4/74.6mph
BRAKING
30-0: ............... 34' .................................... 35'
60-0: ............... 160' .................................. 168'
FUEL CONSUMPTION
EPA city: .......... 18mpg ............................... 19mpg
MT 73mi loop:..... 19.4mpg ............................ 20.7mpg
SPEEDOMETER
Indicated:...........30...40...50...60............ ....... 30...40...50...60
Actual mph:.........29...38...47...56.................. 28...38...48...58