The 50 Greatest Japanese Sports Cars

Ok, so it's not that fast, nor does it handle particularly well, and its looks are as polarizing as an oversized white bear peddling cola. What the CR-Z does is reboot the CRX in modern terms, which is reflected in its hybrid powerplant. To appreciate what Honda's achieved, go drive a Prius. To see what Honda didn't, go drive an NSX. Meet in the middle and skew down and that's the CR-Z. Not bad for something "green".

Known primarily for their motorcycles in the U.S., Suzuki is actually good at making, gasp, cars. Take the Swift Sport for example. Powered by a stout 123 hp 1.6-liter engine, stiffer suspension, and sporty features, New Zealanders were so inspired, a one-make Suzuki Swift Sport Cup comprised entirely of these hatches was born. Ok, so it's a bit of a stretch, but if anything, the Swift Sport proves that Suzuki can make something with more than two-wheels fun.

No, that's not a typo or some newfangled text-message talk. What the FTO is, besides spelling out to "Fresh Touring Origination" (gotta love the Japanese's take on English), is a front-wheel drive sports car offered in an inline-4 and V-6 engine option. Winner of the 1994-1995 Japanese Car of the Year, which is voted on by a panel of Japanese automotive journalists, the FTO cemented its spot on the list by appearing alongside Jackie Chan in the movie Thunderbolt.

Carrying the mid-engine lineage from the MR2, despite the exotic layout, the MR-S was more Miata fighter than Porsche. Aptly so, because the sprightly and agile nature of the convertible combined with the price puts it as a viable contender to the Mazda Miata. Just make sure you're perfectly comfortable with where you lie in the manhood spectrum.

What happens when you take an entry level five-door hatchback and stuff it with a turbocharged four-cylinder? If you guessed Audi A3 or VW SportWagen, you'd be right, but on the wrong continent. Being a list of the Japanese sort, it would mean the Mazdaspeed3. Don't let wagon-esque family disposition fool you, the 'Speed3 is capable of 3G speeds beyond that of AT&T, with a 13.8-second quarter-mile time and 5.3-second 0-60 mph time.

While they were relegated to commuter status here during the '80s, in Japan, with the advent of the fourth generation and its four-wheel independent suspension (read: where the whole "handling on rails" attributes originated), the Civic was seen as sporty. So much in fact, that Honda released an SiR trim with a 1.6-liter DOHC 4-cylinder capable of 160 hp—not so stellar in today's hefty cars that weigh in at over 3,000 pounds, but fantastic in the SiR's chassis, which was two-thirds the weight.

After the death of the RX-7, Mazda added a number to the model and two suicide doors, thus spawning the RX-8. Sans a turbo option, the naturally aspirated rotary engine made 238 hp in manual-transmission trim and carried the "RX" soul of a well-balanced machine. Underpowered and heavy, we're still eagerly anticipating the next RX-7.

Built in coupe and convertible configuration, the S600 was Honda's first mass-marketed car. Equipped with a dual camshaft inline-4 engine, the 57 hp roadster was pivotal in establishing the Honda name from motorcycle manufacturer (the world's largest) to an automotive one. Millions of riced-out Civics terrorizing strip mall parking lots later, mission accomplished.

Whereas previous versions were a trim of the Celica, starting from the third generation, the Supra broke out as its own model. And it's a good thing it did. The turbocharged Supra made 230 hp and boasted advancements such as ABS and TEMS (adjustable suspension), which was the closest thing to automotive photons and lasers for the era.

When people think of Japanese halo cars from the '90s, the 3000GT VR-4 is often overlooked. Strange, considering the 296 hp V-6 came with all-wheel drive, twin-turbo, four-wheel steering and auto-adjusting front and rear spoilers. Maybe it's because all that high-tech wizardry caused the Mitsubishi to weigh-in close to 3,800 lbs, anorexic if you think Lisa Lampanelli is hot.

Mid-engine and turbocharged, we like to think of the 200 hp MR2 Turbo as the Calvin Klein of Japanese cars. Semi-exotic, snug around the crotch, and relatively affordable, it was the closest thing the masses could get to owning something Italian.

Similar to the Civic of the same era, the CRX went sporty, upgrading to independent rear suspension. As is the modus operandi of Japanese OEs, the Land of the Rising Sun's version of the Si came equipped with the stouter, dual-cam 1.6-liter engine, while we received the pathetic single cam, prompting the advent of Honda shade-tree mechanics.

Before the first Fast and Furious film infamously Skittled one lime green with horrible, horrible graphics, the second generation Eclipse was actually a pretty cool car. Available in either front-wheel or all-wheel turbo trim, the Mitsubishi was a performance bargain for the price. If you were to purchase one, used, as you would in bed, you'd want to keep it vinyl free.

The first and only widely sold All-Trac in America, this was the one Celica to make the trans-Pacific crossing with some wasabi-toned cojones. In full turbocharged, all-wheel drive regalia, the All-Trac earned its stripes in the dirt, winning three Driver's Championships (1992, 1993, 1994) and taking two Constructers' Championships (1993, 1994) in WRC, the most grueling of motorsports.

Continuing the legacy of the Z, the 350Z picked up where the twin-turbo 300ZX left off, in a chassis with comparable dimensions, but without the boost. Packing a naturally aspirated 3.5-liter, the 350Z was able to eke out more power, deficient of turbos, making 306 hp and 268 lb-ft of torque in its latter years and garnering praise from journalists the world over, again.

Another Civic in a list of so-called sports cars? Yes, but this is the last one, we swear. Taking the formula found in the SiR, established two generations prior, Honda decided to go from sporty to race and dropped the first Type R version of the Civic. Starting with the same engine found in the SiR, but tweaking it to make 185 hp, improvements were also made to the chassis and weight. Too bad it never saw the light of day here.

If you've heard of the AE86 Corolla, you're likely one (or more) of three things: a fan of drifting, a fan of the cult anime series Initial D, or you're of Asian descent, specifically Japanese or Filipino. Long before it became the neutered appliance it is now, there was a window in time where the Corolla came in rear-wheel drive and was actually sporty. Shocking, we know.

Our version of the Silvia died a muffled death with the end of the 1998 240SX, but in Japan, she lived on as the S15 chassis Silvia. With an improved turbo and engine, the rear-wheel drive Silvia made 250 hp from the factory, making it the drift car du jour overseas.

The Type R Integra was significant for several reasons. First, Honda waved its red "R"-shaped magical wand, bumping power, reducing weight, and stiffening the chassis. Second, this was the one and only Type R to make it Stateside. Subsequently, third, it was one of the most stolen models, ever—of the five people I knew who owned one, each of them had theirs raped and pillaged worse than a Mongoloid invasion. Mine included. Only it wasn't really a Type R, just clad as the Japanese one. I should've kept it stock.

When you think engine size in a gas-operated motor vehicle, you think number of pistons. Well, Mazda doesn't. The only OE to still use the rotary engine, unlike a conventional engine with dozens of moving parts, the rotary only has, coincidentally, three and carries a much smaller displacement. Rotary 101 aside, the sporty RX-3 was campaigned in the Japanese Grand Prix of 1972, where it was the only car to topple the previously undefeated GT-R.

If you thought the 350Z was the cat's meow, the sixth iteration of Z, the 370Z, is the bee's knees. Take all the goodness from its predecessor and cram it into a smaller yet wider body for agility and stability, bump horsepower up to 332 and increase chassis rigidity and you get the current generation 370Z, the absolute dog's bollocks.

Most of us celebrate our birthday with a cake and some booze. Honda, for its 50th, one-upped the party by building a car. And not just any car, but the convertible S2000. With its buff cross frame, small 2.0-liter, high output 237 hp motor, the balanced Honda was lauded by journalists as the most balanced object since the weighing scale or California's budget. Well maybe not so much the latter, but you get the idea. Happy belated, Honda.

Although the VII went with an all-new larger chassis, the EVO VIII played a significant role as the first of the Evolutions to be sold in the States. Retaining the same engine from previous generations, but with minor improvements, output stayed the same at 276 hp. Where the VIII differed the most from the VII was in aesthetics.

The first of the proud, yet distinctly odd, RX-7s, this rotary engine-equipped Mazda boasted a perfectly balanced 50/50, front-to-rear weight ratio in a featherweight chassis. With 100 hp, the RX-7 made 0-60 mph in 9.2 and pulled a 0.779g on the skidpad. Like leg warmers and tights, this was impressive during the early '80s.

Back before the Z put Nissan on the map, there was the Datsun 2000. A roadster in vein with the British, outfitted with an optional Competition package with an upgraded carburetor and camshaft that bumped power from 133 hp to 150 hp, the Datsun 2000 was still significantly lower in price than its competitors, igniting the motoring ethos of Japan: affordable performance.

Once you get past the female-slash-fabulous aspect of the Miata, what lies under the removable top is the heart of a mighty sports car. Paying homage to European roadsters of yearsteryear the Miata combined light weight with moderate power, making it the automotive equivalent of a bouncy ball coming out of a gumball machine: it was small, cheap, and fun.

Initially offered in a 5-door hatchback form only, the current STI made headlines after starring in Ken Block's Gymkhana Two viral video and X Games/MTV star Travis Pastrana jumped it a world-record shattering 269 feet, live on New Year's Eve 2009. Now available in a sedan trim, the third-gen STI retains the turbo flat-4, all-wheel drive core, only in an improved chassis.

Mitsubishi saw a complete overhaul with the EVO X. Not only did the chassis change, but so did the aging motor. The new powerplant, still a turbo inline-4, produced 291 hp in a much more rigid, yet heavier body. New, for the pansies, was the introduction of a twin-clutch automatic transmission.

The second generation STI took the turbocharged flat-four and all-wheel drive orientation of the first and upgraded it to a 6-speed transmission (previous 5-speed) and stiffer chassis. Beginning with the 2004 model, the sedan made its Stateside debut with 300 hp and 300 lb-ft of torque, paving the way for Ken Block's first Gymkhana video. Abandoned parking lots and Segway riders have never been the same.

For the purist, the fifth generation (R34) was the last of the GT-Rs. And no, not because of its recurring Fast and Furious film cameos, but because it retained the services of the inline-6 first used in the R32, albeit refined, and a clutch pedal. Automatics are for sissies. Stuffed into a tighter package than its R33 predecessor, the R34 would continue the GT-R's dominance in motorsports, opening can after industrial-sized can of whoop-ass.

The last of the RX-7s, Mazda tweaked the rotary to make 252 hp out of a super advanced, yet overtly complicated, sequential twin-turbocharged system—great out of the factory, but a pain in the arse (and wallet) once past warranty. But where the RX-7 undeniably shined was its chassis. Balanced at 50/50 weight distribution, it is regarded as one of the greatest handling vehicles of all time.

In music, the benchmark for success is going platinum. In automotive, it's proving your mettle at Nurburgring, the brutal 12.8-mile German race track. The fourth generation GT-R (R33) made the trek to the western forests of Germany, becoming one of the first production cars to break the elusive 8-minute barrier, the equivalent of an artist selling eight million records in a week, post Napster.

Today, Korean cars are seasoned to taste like that of the Japanese. Imitation, after all, is the sincerest form of flattery. However during the infancy of Japanese automotive exportation, Rising Sun manufacturers used to borrow strong cues from the then-dominant European OEs. Take for instance, the 510. Strongly resembling the BMW, it came packed with a fuel-efficient 96 hp 4-cylinder, independent suspension, and front disc brakes, helping Nissan establish a foothold in the American market.

The car to usher in the era of the '90s Japanese sports car came, naturally, in the form of a Z. In turbocharged form, the 300ZX made 300 hp with 283 lb-ft of torque, good for 0-60 mph blasts in 5.0 seconds. Highly acclaimed by automotive journalists, the 300ZX amassed multiple accolades from Road & Track, Car and Driver, Motor Trend, and Automobile magazines and was just as successful in racing, dominating IMSA, 24 Hours of Daytona, 24 Hours of Le Mans, and many others.

The last of the great supercars to land from Japan during the heyday of the '90s, the fourth-gen Supra and its damn-near impervious turbocharged inline-6 motor, the 2JZ-GTE, was wicked fast from the factory. Capable of 0-60 mph in 4.1 seconds and the quarter-mile in 13.1 seconds, Vin Diesel, with the help of Paul Walker would cinematically shave 2-plus seconds for the world's longest 10-second drag race, in The Fast and Furious.

After a lapse in the new millennium, Nissan dropped the GT-R in Japan in 2007, and, for the first time, in the U.S. in 2008. Its return marked several changes to the GT-R. Manual transmission was scrapped in favor of an ultra-quick twin-clutch automatic, the inline-6 folded into a powerful V-6, the body got supersized and Nissan deleted the "Skyline" moniker. Changes and spiteful purists (us) aside, the R35 GT-R astounded the world with its 7:38 Nurburgring time, shattering the record for a production car at the time.

While technically, the LFA isn't available on the market yet, we've been fortunate to get some wheel time behind the Lexus, and as it turns out, it's all that it's been ballyhooed to be. From the epic exhaust note from its V-10, carbon fiber-reinforced chassis to its futuristic digital cluster that could have only come from the country behind Gundam, Robotech, and hentai anime, the LFA is the super-est of super cars. Now only if we could afford one...

Three generations into the Skyline model, Nissan introduced the premium GT-R trim. Using technology trickled down from their Japan Grand Prix experience, the rear-wheel drive "Hakosuka", as the Japanese refer to it, made an impressive 160 hp in a lightened chassis and would go on to Michael Phelps the competition—pre-bong—at the race track, forging the GT-R name.

Short for Subaru Tecnica International, the STI division was formed to dominate the WRC, the premier rally series (think X-Games Rally, only global and much more challenging). On its first generation out, the turbocharged flat-4 motor-equipped STI did precisely that, winning the Constructors' Championship in 1997, 1996, and 1995, the latter in which the late Colin McRae took the Driver's Championship.

It's well advertised that James Bond and Aston Martin go together like martinis and shakers. Lesser known is that double-o-seven dabbled in Toyotas. Appearing alongside Sean Connery in You Only Live Twice, the limited run of 351 production-built 2000GTs, with their Yamaha-tuned 150 hp, inline-6 motor, is considered Japan's first stab at the supercar. These days, 2000GTs fetch top dollar at auctions.

Having dropped the GT-R during the '70s due to the global fuel crisis, the performance-centric trim returned in 1989 with all-wheel drive and rocking a twin-turbo inline-6 (engine code: RB26DETT) rated by the factory at 276 hp, well below its actual output. With this combination, the GT-R competed in the All-Japan Touring Car Championship, killing the competition, including Porsches, and winning all 29 races to seal the Championship. The GT-R accomplished similar feats in Australia, earning the reputation of "Godzilla" from local press.

Mid-engine V-6, rear-wheel drive and aluminum body, the NSX was not only Honda's sickest car, it was the first exotic car widely produced by Japan, giving the design and pasta-loving Italians a marinara-tinged run for their money. As if the NSX needed any more street cred, Ayrton Senna, three-time F1 Champion, assisted in the development of it.

From all of the makes and models to emerge from Japan, there is no brand that is as staunchly iconic as the "Z". Introduced in October of 1969, this 4-wheel independent suspension, 151 hp Datsun (American name for Nissan) ran a 0-60 mph in 8.0 seconds and was capable of 125 mph, holding its own against much pricier European models.