1990 Nissan 300 ZX Turbo Coupe VG30DET Japanese Motor T-top

Nissan should rename itself "the Phoenix Motor Corporation." Like the wondrous bird of ancient legend, he Japanese automaker has burned the weary persona of its past and arisen from the ashes bold, evitalized, and supremely competitive. Consider the sleek new 240SX, he rejuvenated Maxima, he daring Axxess minivan-all proof of Nissan's newfound talent and awareness. Or scan these pages and drink in the most convincing evidence of all: the breathtaking, ll-new 300ZX.

This is not the flabby, isco-poseur's 300ZX of old. That tawdry beast is gone, aid to rest in a special graveyard reserved for stretch slacks, usk colognes, nd slap-on chest hair. In its place is a car created by designers who understand design, ngineers who grasp the needs and wants of enthusiasts, nd-perhaps most important management with the guts and the savvy not to stand in the way of its creative corps. New from the ground up, he new 300ZX is, uite simply, ne of the most alluring cars to appear on the U.S. market in years.

But that's obvious, sn't it? Let your eyes wander over the Z's sensuous form for a moment. The shape is lean, ow, nd provocative-and, nlike the previous edition, t's restrained and sophisticated. This is not a flashy, oy racer's strutmobile. Some viewers say the nose (which houses new flush headlights instead of the old model's pop-up units) looks heavy, nd others find the overall shape derivative and unoriginal. But we aren't among the naysayers. The new 300ZX is stunning in the metal, beautiful and exciting car that looks exotic without being quirky. That Nissan designed the car entirely in-house is further proof that it is a company with the resources and audacity to push bold programs into production.

At present, issan offers the new Z only in normally aspirated form; a twin-turbo version will appear this fall. Two body styles are available: the two-seater pictured here and a slightly longer two-plus-two. Both are shorter, ider, nd lower than their respective predecessors. And both body styles are available in the U.S. only with T-tops. The Z's T-roof is one of the best we've ever encountered-tight, eak-free, nd easy to remove-but we're still bewildered and bothered by Nissan's decision not to offer the even-more-solid japanese-market fixed-roof coupe in the States.

Under the new Z's T-roof glass sits perhaps the most beautiful and efficient cockpit in the sports-car kingdom. The instrument panel blends seductive curves and handsome materials. The gauges are clear, conspicuous analog dials. Ancillary controls nestle on easy-to reach pods surrounding the wheel. The steering wheel itself is a meaty three spoke design that feels hefty and reassuring in your palms. The leather-wrapped shifter sits close at hand. Tasteful fabric trims the doors, he console, nd the dash. And the seats are deeply sculptured, easy to adjust, nd extremely comfortable. (Our test car's thrones were covered in optional leather-part of a $1000 option package-but natty-looking cloth seats are standard.) Trust us: sports-car cockpits don't get any better than this.

We still have a couple of gripes, hough. The first concerns the optional automatic climate control system. Designed to be a set-and-forget unit, his system instead behaves as a set and reset-and-override-and-get-annoyed unit. It offers only two manual fan speeds, nd there is no way to channel the airflow where you want it. Although we didn't have a chance to try the standard, anual climate-control system which offers four fan speeds and five options for air routing-it should be far more accommodating.

We also have a few complaints about the optional Bose sound system. We don't claim to be audio experts, ut we agree as a group that this system-like some other Bose units we've sampled sounds undistinguished. And it has no fade or balance controls whatsoever, bviously implying that Bose knows better than the users of its systems how these parameters should be set. Happily, here is an easy solution to both of our cockpit gripes: skip the optional electronic power package. You'll give up the heated rear-view mirrors and the power controls for the driver's seat, ut you'll bypass the automatic climate-control system and the Bose stereo-and save $1600.

Enough talk of sound systems and cabin accouterments. You want to know the serious stuff, he power and the glory, he fury and the dust.

The power is provided by a version of Nissan's fine 60-degree 3.0-liter V-6, ut it's been so thoroughly reworked that you wouldn't recognize it. The new engine sports twin cams, 4 valves, ent roof combustion chambers with centrally located spark plugs, lectronic fuel injection, new intake and exhaust manifolds, nd a variable intake-valve-timing system for improved performance throughout the rev band. Horsepower is up to 222 at 6400 rpm more than in last year's Turbo-and torque is increased to 198 pound-feet at 4800 rpm.