The 2025 Camry starts at just under $30,000, serving up hybrid efficiency, a roomy cabin, and Toyota’s reputation for reliability. It’s one of the most sensible new cars money can buy. But for the same lump of money, adventurous buyers can score themselves a far more exciting proposition from the land of Japan. It comes with twin-turbos, a raft of impressive technology, and could once outpace Corvettes and rival European exotics.
The only caveat would require an explanation to your significant other why a 30-year-old, underrated sports car relic occupies your driveway instead of that sensible four-door Camry.
Back in 1990, the Nissan 300ZX Twin Turbo (coded Z32) packed a 3.0-liter VG30DETT V6 beneath the sweeping bonnet. Those well-versed with Nissan lingo will know the VG represents the engine family, while the 30 refers to displacement in metric units. “DETT” signifies a high-performance engine with Dual Overhead camshafts, Electronic fuel injection, and Twin Turbochargers.
Depending on the market and derivative, the 300ZX could be bought with the same VG engine but without the turbochargers, serving up less power and torque in the process. The one worth talking about came with the forced induction, because the additional breathing apparatus gave it the ability to run with some of America and Europe’s best in the same segment.
Engine
3.0-liter twin-turbocharged V6
Transmission
5-speed manual, 4-speed automatic
Power
276 hp (Japan), 300 hp (Global)
Torque
283 lb-ft (Global)
Source: Nissan
While Japanese manufacturers had a gentleman’s agreement on a power cap, global examples of the twin turbocharged 300ZX would reveal around 300 hp on the dyno. Modest by today’s standards for sure, but when compared with America’s Sweetheart sports car of the era, it wasn’t too far off. Referring specifically to the sleek mid‑’90s Corvette C4 with its 5.7L V8, the extra two cylinders to its Japanese counterpart meant it was up 30-50 hp depending on the comparative model.
On paper, the Chevy might win with the peak power metric, but in real‑world tests, the Nissan’s instant forced induction torque had it beating the Corvette in 0‑60 and quarter‑mile runs. Nissan’s lightweight chassis, sophisticated aerodynamics, and superior balance helped put the 300ZX firmly in the “Corvette killer” category and cemented itself as a Japanese juggernaut built to outperform American muscle with fewer cylinders but twice the boost.
Performance comparisons have always mattered in the performance realm, especially to enthusiasts. The V8-rumbling 1990 Corvette C4 ZR‑1 pumped roughly 375 hp, but cost a staggering $60K at launch, which was nearly 20% more than its Japanese foe. The more comparable base C4 with its 5.7L V8 made about 230 hp and had slower off-the-line behaviour compared to the turbocharged V6 Nissan.
Nissan 300ZX (Z32) Twin Turbo
Chevrolet Corvette C4
Displacement
3.0 L (183 cu in)
5.7 L (350 cu in)
Configuration
Twin Turbocharged V6
Naturally Aspirated V8
0-60 mph
5.2 seconds
5.8 seconds
Top Speed
159 mph
157 mph
Source: Fastest Laps
In real-world magazine tests, 300ZX TTs often matched or beat the base Corvette in 0‑60 mph and mid‑range acceleration thanks to turbo spool and better traction setup. And torque delivery was more usable in everyday driving, not just at high revs. The Corvette was more raw and visceral, but the Nissan was lauded for offering a refined punch.
Having slain America’s sports car and various other Euro rivals at the time, the 300ZX can be picked up for ridiculously little money in 2025. On marketplaces like classic.com, 1990‑96 Nissan 300ZX Twin Turbo values range on average between $15,500 and $34,000, with many 300ZX TT examples clustering around the $18K–$22K range, depending on mileage and condition.
Only very few mint examples with low mileage are asking upwards of $50K. Other than these outliers, the average 300ZX TT up for sale now is a chunk of change cheaper than the new 2025 Camry, even above its base trim. You can snag one for just under what you’d pay for a brand‑new SE Camry ($31K base MSRP). And for those who prioritize condition, rarity, or a manual shifter, you may spend closer to the Camry’s XSE pricing (just shy of $35K). As much as the Camry can convince buyers of practicality and reliability, what it doesn’t offer is a tech-filled 300-hp sports car that makes all the right noises with the turbocharged setup…
Speaking of which, this article was never going to be about convincing readers to buy the Camry, despite the solid proposition it offers. Its $30K base sticker price for the fuss-free hybrid powertrain and sensible four-door layout isn’t likely to ignite the senses, despite the good value it represents. For around the same price, prospective buyers could instead opt for a piece of Nissan’s V-series engine history, with the addition of twin-turbos and looks that can still snap necks today. Lest it be forgotten that the 300ZX was outfitted with some impressive technology for the time, that may or may not bankrupt buyers if things start to go awry.
On the topic of tech, it is baffling how much of it came standard with the 300ZX in the early ’90s! First and foremost was the twin‑turbocharging when most competitors still ran naturally aspirated engines. This was, after all, at a time when turbocharging was coming to the fore (courtesy of success and experimentation in motorsport), and manufacturers were toying with harnessing as much power from their motors. The standard and non-turbocharged 300ZX, which also employed the VG, was significantly down on power, and had a limited modification ceiling without the addition of breathing apparatus.
Another boon which aided performance was Nissan’s Super‑HICAS (High Capacity Actively Controlled Steering) four‑wheel steering, which not only helped high-speed cornering abilities but has seen a resurgence become more prevalent in the 2020s. Complementing this was a sophisticated suspension that smoothed rough surfaces surprisingly well.
The 300ZX came at a time when digital was being embraced, omnipresent when seated in the cabin and greeted with electronic climate control and digital displays. To add to its versatility, the T‑top roof panels could offer an open‑air experience without the inherent limitations of conventional cabrios. Plus, drivers would be rewarded with a more audible, front-row experience of those boost noises.
All of this was available in a car that could outperform many mid‑’90s exotics but today, its party trick list feels about as advanced as some base‑level new cars. Even many features in new sub‑$30K cars only mimic what the 300ZX delivered back then.
The 300ZX TT hasn’t skyrocketed in value… yet. But interest in clean JDM classics is rising. Enthusiasts and collectors are rediscovering the Z32 as one of the last analog performance icons before the era of drive-by-wire and turbo lag. Cars in well-maintained, unmodified condition (especially with manuals, low mileage, and original paint) are starting to edge toward the $25K–$30K bracket, especially in Europe and Japan-import markets. Supply of clean examples is limited, but as with most JDM models from the era, demand is rising. So, while example prices hover around Camry territory today, the value gap is shrinking fast.
Beneath the sculpted bodywork of the 300ZX Twin Turbo sat the revered VG30DETT. This was Nissan’s all-aluminum 3.0-liter V6 with dual overhead cams, twin Garrett turbochargers, and intercoolers, pushing out 300 horsepower and 283 lb-ft of torque. Its spec sheet numbers were great for sales pitches, but it had real motorsport DNA that also helped market the Japanese coupe. The VG platform had already seen success in Nissan’s IMSA GTP and Group C racing programs, with heavily modified versions powering the championship-winning GTP ZX-Turbo, which dominated American sports car racing in the late ’80s.
That same racing pedigree was carefully refined for road use in the Z32. Turbo lag was minimal for the era, power delivery was broad and smooth, and the car responded sharply at speed. The factory even included oil coolers, which was an unusual level of overengineering for a streetcar at the time. It wouldn’t be a worthy feature on the 300ZX if there was no mention of the optional Super-HICAS four-wheel steering, which gave it the ability to keep up with the best in the corners, too. A fun fact about the 300ZX is that later model Lamborghini Diablos borrowed its headlights, after global mandates ratified the fitting of fixed headlights over pop-ups.
But where many turbocharged sports cars of the ’90s felt raw and stripped-down (like its JDM rivals), the 300ZX TT took a more balanced approach. It was designed to be a GT car as much as an occasional track weapon or canyon carver. Buyers could choose between leather, velour interiors, alcantara, or suede interiors, all offering power-adjustable seats with bolstering. T-top roof panels brought in natural light and allowed the outside world to permeate in, while dual-zone digital climate control, cruise control, and premium sound systems gave the Z32 a refined, yet high-tech persona.
Sources: Nissan, Toyota, Carsales.com, Classic.com.
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