Nissan Figaro for Sale - Import from Japan

Born from Nissan’s Pike Factory—a skunkworks-style design studio within the company that also birthed the Pao and Be-1—the Nissan Figaro debuted at the 1989 Tokyo Motor Show, officially entering limited production in 1991. Unlike anything else on the road at the time, it intentionally nodded to 1950s European elegance but underpinned it with JDM reliability. Only 20,073 were made, and all were sold via lottery in Japan, making it a coveted novelty right from launch. Built on the first-gen Nissan Micra (March) platform, the Figaro featured a fully retractable soft-top roof, fixed window frames, and retro chromework that made it feel like a postmodern icon. For such a tiny car—just 3.74 meters long and 810 kg—it packed big personality. Despite the sports_performance label in some modern databases, this isn’t a drift car or track toy. It's a retro city cruiser—nimble, charming, and turbo-boosted just enough to make you grin out of corners.

Under the hood sits the MA10ET: a 987cc turbocharged inline-4, single overhead cam, putting out 75 hp and 78 lb-ft of torque. Doesn’t sound like much? It isn’t. But the Figaro only needs to move 810 kg of sheet metal, giving it just enough snap to make city driving a delight. Boost comes early thanks to that tiny turbo, and there’s something oddly satisfying about wringing it out in second gear at 6,000 rpm while the turbo whistles and the whiny four-cylinder rasp takes over the cabin. Steering is sharp—rack-and-pinion hydraulic with fast lock-to-lock response. The 3-speed automatic box is the car’s biggest mechanical bottleneck, often holding revs longer than ideal, but the quirky gearing ends up adding to the charm. It’s not fast. It's not trying to be. But toss it down a side street or along a twisty B-road, and you'll feel the clarity and joy of motion only lightweight cars can deliver. This isn’t “performance” in the GTR sense. It's performance in the Pixistyle sense—urban agility with just enough spice.

Step inside and it's like opening a tin of design candy. Ivory leather seats with piped edges, wrinkles and all, give it that analog lounge feel. The dashboard—a curved panel with chrome-bezeled HVAC knobs, retro radio, and discrete ECCS engine controls—feels more ‘60s Milan than ‘90s Nagoya. The seats are surprisingly supportive in turns, and the upright driving position means excellent visibility with the top up or down. Wind noise? Oh yes—at 50 mph with the roof open, expect a full blunt-force sensory engagement. The Figaro’s character isn’t quiet or refined. It buzzes through your palms via the steering wheel, rattles a little over bumps (blame the firm suspension), and hums with engine note at high throttle. It's endearing, like a dachshund that thinks it’s a greyhound. And don’t underestimate parking-lot appeal. Whether in Brooklyn or Berlin, people stop and point. It’s that rare kind of car that brings strangers over just to say: “What is that thing?”

Owning a Nissan Figaro means balancing charm with maintenance realities. Top three issues? Head gasket failure due to turbo heat over time, sticking rear drum brake cylinders, and worn 3-speed transmission valve bodies. If mileage is north of 100,000 km, don’t skip pre-import inspections. In Japan, cleaner Figaros often live in southern regions like Kyushu—which means less rust. But many from Hokkaido or Tohoku suffer corrosion on the rockers, arches, and fuel tank braces due to salt exposure. Another common issue is sun-damaged dash tops that warp or split around the vents. Also, that signature folding soft-top? The original mohair style with drain tubes can leak if improperly stored. At ZervTek, we audit these pain points during auction inspections and dealer checks. Whether sourcing from dealer stock or Japanese auctions, we look for Grade 4 cars with clean underbodies, correct folding-roof operation, and intact ECCS wiring—often the Achilles heel for these quirky turbo city cruisers.

Despite growing demand, the cleanest Figaros are still in Japan. Many have been cherished second-cars, stored in garages, and serviced under Nissan’s domestic support network. Auctions in 2025 still show a healthy flow of Grade 4+ units, especially early VINs (under FK10-001622) that are rising in collector interest. Importing from Japan unlocks access to better condition, better color selection—remember, the Figaro came in just four original shades: Lapis Grey, Topaz Mist, Emerald Green, and Pale Aqua—and verifiable mechanical condition based on auction sheets. Want the full picture on costs? We’ve got a detailed breakdown at our Cost of Importing a JDM Car resource. The short version: Done right, importing is smarter than buying local—just make sure you're working with someone who knows what to inspect and when to walk away.

All Figaros were built in 1991, but not all are equal. The true collector bait lies in the early VINs—units under FK10-001622, made in February '91. These were part of the original allocation and are notably cleaner, with better panel gaps and mohair roof seals before later production cuts. Color-wise, Topaz Mist and Emerald Green are most collectible due to low issuance (each around ~3,000 units), with Pale Aqua and Lapis Grey more common in export markets. Whether you want the rarest example or just a clean driver, use specialists like ZervTek that can help you view all used Nissan Figaro models in Japan before you commit. We also flag VIN clusters known for midyear mechanical updates, like revised cylinder head castings and improved crankcase venting already showing up by June '91 builds.