Nissan Cima for Sale - Import from Japan

Launched in the late '80s during Japan’s economic boom, the Nissan Cima was born as a high-end luxury sedan aimed at executives who didn’t want to follow the Crown or Cedric crowd. From laser-guided cruise control as early as 1991 (yes, seriously) to the whisper-quiet V8s of later generations, the Cima consistently punched above its weight—just never loudly. The Y31 and Y32 chassis earned early praise for innovation, but it was the third-gen F50 (2001–2010) that really cemented its prestige. This wasn’t Nissan’s idea of a family car. This was Japan’s gentleman-tuner sleeper: full-size body, rear- or AWD, 4.5L V8, and leather everywhere. It quietly served CEOs in Tokyo and politicians in Nagoya. Now, it's sliding into import eligibility—and enthusiast garages—in the US, UK, and Australia. And with auction floors in Japan still showing clean examples—often Grade 4 or higher—the time to import is now.

Here’s the part that makes Cima more than just a cruiser: under the hood of the F50 lies the VK45DE—a naturally aspirated 4.5L V8, factory-rated at 280ps (276hp) thanks to JDM horsepower-gentlemen’s agreements, but in reality? It’s capable of significantly more with mild tuning. The power delivery is smooth, almost deceptively so. Torque comes early—402Nm at just 3,600rpm—which makes it absurdly effortless on highways. Pair that with Nissan's famed ATTESA E-TS AWD system in the GNF50 models, and you've got grip levels that embarrass most Euro luxo-barges. Sure, the 5-speed auto won't win any paddle-shift drag races, but this car was built for rolling in understated speed—not quarter-mile times. Want numbers? With tuning, intake, and exhaust, some owners are pulling 400+hp without breaking daily reliability. And fire it up cold, and you’ll recognize the silky V8 growl—more velvet than bark, but still enough to surprise the heck out of your local Lexus GS crowd.

Step inside and two things hit you: space and silence. The Cima’s cabin—especially in leather-trimmed F50 models—feels like a boutique suite on wheels. Soft-touch everything, reclinable rear seats, and a ride that floats over bumps like it’s sliding on glass. But don’t mistake soft for sloppy. While the steering is on the heavier side, it's precise. Even with its size, the Cima doesn’t wallow. The optional HICAS 4-wheel steer keeps it reasonably nimble, although it can feel floaty above highway speeds. On long drives, tire and wind noise are minimal. The V8 pulses under throttle but hushes when cruising. It’s road-quiet in the Lexus sense—but without the clinical boredom. The Cima feels built for distance and dignity. Just don’t expect minivan practicality—no sliding doors, and the trunk's lift height isn’t stroller-mom friendly.

If you’re serious about owning a Nissan Cima, importing from Japan is the move. Why? The best examples are still in their homeland—low-mileage, grade 4+ cars from Okinawa to Chiba are still showing up weekly in auction sheets. Most Japanese owners treated these cars like crown jewels, no joke. But don’t wing it. Reality check: dashboard cracks on pre-2005 interiors are common, V8 timing chains stretch after ~150,000km, and AWD models need transfer case checks. That’s where companies like ZervTek shine. We inspect auction cars inward and out—laser scan paint thickness, underbody rust checks, and even playback cold start videos when available. And remember—post-1999 models like the F50 are hitting 25-year eligibility now. Whether you’re importing to the U.S., heading for the UK’s MOT madness, or eyeing Australia's JDM pipeline, ZervTek handles the full logistics—auctions, paperwork, transport, customs, and international shipping.

It’s not all smooth sailing. Here’s what we know firsthand: - Timing chain stretch (VH41/VK45) starts around 150,000km. You’ll hear a rattle at cold starts—ignore at your wallet’s peril. - Transfer case leaks on AWD GNF50s—telltale whining or oil spray underbody. Regular fluid changes help. - Turbo wastegate flutter on older turbo VQ30DET (Y32/FHY33) versions—not a problem on the V8 F50. Fixes are straightforward but need attention. Thankfully, parts support isn’t bad, and Nissan’s global engine platforms share more than you’d suspect. You’ll mainly be replacing gaskets, sensors, and occasionally re-trimming cracked dashboards. Don’t sleep on rust either—rear subframes and wheel arches take salt abuse on northern Japan cars. Opt for inland units. Bonus: they often come with OEM extras and unmarked interiors. As for daily use? The Cima makes more sense than you'd think: comfortable commute, solid torque for overtakes, and enough room for passengers without shouting “dad car.” It’s an introvert’s VIP lounge with just enough bite to stay interesting—especially when tuned.

Here’s the real kicker: the Nissan Cima F50 is investment-grade JDM, hiding in plain sight. With Toyota Crown Majestas and Lexus LS400s getting expensive, the Cima is still lurking under the radar—but not for long. The tuning crowd in Japan is starting to sniff around. Forums are lighting up with VK45 swap guides and VIP build threads. Combine that with ever-tightening local supply, and you’ve got a car that’s cheap today, collectable tomorrow. The sweet spot? 2001–2004 rear-drive GF50s with verified service records. They hit the tuner-friendly powertrain + luxury trifecta, without all the hybrid-electric complexity of late HGY51s. And if you're shopping globally, the demand is spreading. Uganda and Kenya love the comfort. Germany wants the old-school V8. America’s finally waking up to its raw value under the 25-year import rule. Still skeptical? Compare it to anything with a 4.5L engine and this level of refinement, and the Cima crushes the numbers without crushing your bank account. Use our Shipping Methods & Ports guide to see how fast we can get one to your dock.