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Common acronyms and terminology relating to the Z32. Ctrl+F (Windows) or Apple+F (Mac) will allow you to quickly and easily search this page.
The chassis code that refers to the car sold as the Nissan 300ZX between 90-96 (US) and 89-2000 (JP). The full chassis code is "GCZ32."
Naturally Aspirated. This refers to cars that are not turbocharged or supercharged, and receive intake air through the downward intake stroke of the 4-stroke internal combustion engine.
Twin Turbo. At a higher price, a Twin Turbo version of the Z32 was sold. It featured parallel twin
(and later, SuperHICAS), and various other
The model code for the Z32's engine. As per Nissan's standard engine coding, VG refers to the engine model (such as KA, SR, RB, L, etc). 30 refers to the displacement (3.0 Liters), D for the cam configuration (Dual Overhead Cam), E for Electronic Fuel Injection and TT for Twin Turbo if the car was turbocharged. Note: There also exists a single turbo
engine, which was sold in various Japan-only cars (Nissan Cedric, Gloria, Cima, and Leopard).
Front Upper Control Arms and Rear Upper Control Arms. This is usually referring to aftermarket versions of said components to allow you to change the wheel's
HICAS and SuperHICAS
High Capacity Active Suspension (/steering?). This was a form of rear-wheel steering included with TT Z32s (as well as a few other cars, like the R32 and certain models of the 240SX).
Fuel Pressure Regulator.
New/Old Style, Phase 1/2, P1/P2
There were two "sub-generations" of Z32 sold in the United States. These usually refer to
. The P1 injectors (found 90-92 in NAs, 93 in convertibles, and 90-94 in TTs) used a slightly different design than the P2s and are very prone to corrosion from the
found in today's fuels. P2 injectors used a "pintle-less" design and are much more resistant to corrosion. P1 PTUs featured large metal cooling fins, but were prone to overheating, causing the car to shut off completely. Because this posed a safety risk (the car shutting off would eliminate power steering and brake assist), it was recalled in the United States through a
that installed P2 PTUs in cars which originally came with P1's. As it featured a different connector, the Service Campaign also included a subharness that made it easy to connect the P2 unit to the P1 car.
Some other components saw the switch, such as the CAS connector which was largely unchanged, other than the electrical connector.
Power Transistor Unit
Crank Angle Sensor
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