Compared to the more overtly sporting earlier models, the 280ZX was a much softer, heavier car, with less focus on driving and more on driver comfort and refinement.

[1] Softer suspension, better sound insulation, more comfortable seats, and ample equipment including high-end audio systems defined the new ZX.

The rear of the car was stretched to accommodate a larger 80 L (21.133 US liquid gallons) fuel tank.

Overall, the new body design gave better fuel economy and high-speed stability (one of the known issues from the first generation Z-car).

The 280ZX initially offered either unassisted rack-and-pinion steering or a Datsun 810-derived recirculating-ball with power assistance.

However, Nissan designers deliberately sacrificed raw acceleration for improved fuel economy in the 280ZX, so the early 1979 models rated at 135 hp (101 kW) actually had slower acceleration than the 240Z, largely due to increases in weight and taller gearing, as well as power losses to emissions controls.

Two trim levels were offered in North America, with a no-frills two-seater and a fully equipped 2+2 GL.

Some lamented the transformation the Z-car had made to a grand tourer, while others appreciated the improvements in refinement, comfort, and overall market appeal.

At the same time the Japanese domestic market received L20ET (2 L turbo) in both manual and automatic transmissions.

Other export markets (Europe and Australia) continued to receive only the normally aspirated 2.8 L engine with manual or automatic transmission.

This engine was considered too powerful to receive type approval by Japan's Ministry of Transportation, who would only allow turbochargers to be installed in sub 2 litre-engined cars, and it was therefore never sold in its homeland.

Nissan's design philosophy at the time led to boost being limited to 6.8 psi (0.47 bar), despite the lowered compression of the turbo engine (7.4:1 with dished, cast aluminum pistons).

One criticism of the early 280ZX was a reduction in spring rates, giving a softer ride and making the car rather difficult to drive hard through corners without transient oversteer, which was a feature of trailing-arm rear suspensions.

The release of the turbocharged model in 1981 saw the introduction of a revised rear suspension, which Nissan continued to use in the 1982 and 1983 turbos, as well as the non-turbo from mid-1982 onward.

Changes were made to the rear suspension layout, which also meant the exhaust pipe now exited from the left, rather than right-hand side.

As in 1981 both turbo and naturally aspirated engines were offered, but non-turbo cars now used the uprated L20E for the Japanese market or the L28E for the export market, which on the 2.8 L version, due to increased compression, were rated at 145 hp (108 kW) rather than the earlier engine's 135 hp (101 kW).

This was one of the first Nissan and Japanese car in general which used a non-Japanese transmission; the T-5 was also used in the GM F-bodies and Ford Mustang in addition to numerous other American domestic vehicles.

It was the fastest, most expensive, and most powerful (with 200 PS or 147 kW) Japanese car offered to that point in Germany.

Significant results include: The 1983 Electramotive 280ZX Turbo produced over 700 hp (522 kW), and reached a terminal speed of 140 mph (230 km/h) in the standing quarter mile.