Road test: Nissan 350Z

By Feann Torr

The Zed is back on the bitumen and, oh, what fine form it's in too. Back in the late 60s Nissan assumed there was a market for an 'affordable' sportscar, and so the Datsun 240Z was engineered to perform, and in the early 1970s it did just that.

Winning many motorsports titles, including rally racing and blacktop circuit racing, the 240Z's reputation boomed and potential buyers became so numerous for this astounding inline six-cylinder slink-mobile that second hand cars would often sell for more than their showroom tag, such was the demand.

The 240 stood for the engine's capacity [2.4-litres] and the 'Z' began a legacy that would go on to include the 260Z, the 280Z and then the 300ZX falling under the Nissan badge, the latter of which was also available in twin turbocharged form.

The 'Zed' moniker has been reintroduced in 2003 with a modern interpretation of the classic and highly revered coupe, but while many marques seem to be going down the retro path, making new what was once old, the theme appears to be waning, as vehicles like the Chrysler PT Cruiser and VW Beetle begin to lose their old-world shine. Ergo, can the new 350Z hold it's head high?

You better believe it.

While it does have some retro cues, today's modern take on the Zed car is very pleasing indeed, with some elements that will bring a tear to the eye of Datto fans, while at the same time incorporating a ream of ultra-modern features, such as a driveshaft made with carbon fibre composites, a quad-camshaft V6 engine chock-o-block with racing technology and a drag coefficient that makes the Concorde supersonic jet seem like a fur-covered brick.

But enough with the history lesson, and on with the review.

Make: Nissan
Model: 350Z Touring
Price: $59,990 (as tested)
Transmission: 6-speed manual
Engine: 3.5-litre, Vee Six-cylinder, 24-valves, quad camshafts, variable valve timing
Fuel Consumption (average): City cycle - 10.0-litres/100km, Highway cycle - 14.0-litres/100km
Seats: 2
Safety: Driver and passenger SRS airbag, two side front (thorax) airbags, two curtain airbags, ABS, EBD, Traction control

Drive

2003 Nissan 350Z

The two new guns provoking huge interest in Europe at present are the Mazda RX-8 and this here Nissan 350Z.

Why? Because they're innovative cars that perform as brilliantly as they look.

Both are rear-wheel drive coupes, both offer impressive power-to-weight ratios and their fore-aft weight ratio is nigh on perfect, meaning they track round corners with aplomb.

Interestingly, Mercedes is already working on a four-door coupe akin to the RX-8, originally planned to have the suicide doors, but later dropped for crashworthiness.

The Euros imitating the Japs?

'Tis true, and not really all that surprising after punting the entry-level 350Z Touring around NSW for the week.

Not only does it trigger most normal human beings into asking "What is it?" and "Can I have it?" and "Gee, it looks like a Porsche, mate," but it also goes like stink and makes a mockery of many other so-called 'sportscars' both in a straight line and while carving through the apex of a corner.

The 350Z Touring we tested weighs [tare] 1463kg, has 206kW of power at the crankshaft, 17-inch seven spoke alloy wheels shod with fairly chunky (50-profile side walls) but high performance compound tyres and has a weight distribution front-to-rear of 53:47, all of which results in one very inspired, precise and confident drive.

Starting off in Melbourne, we set the 'change gear' light [located under the central mount tacho] @ a lowly 5600rpm and took the Nissan two-seater to Bairnsdale, cruising through picturesque Lakes Entrance and up the Princes Highway into southern NSW.

After half a day in the saddle, the Zed proved to be a very capable tourer, happy to sit on 112km/h (love that 3km/h tolerance...) whilst providing our backsides with a firm, but far from uncomfortable seating position.

Crossing the border and coasting through the luscious south-east chunk of NSW via Eden, Bega and then Narooma, we were grinning like school kids as we pushed the 350Z steadily harder through the region's long sweeping bends and rolling hillocks, discovering that while it does have a limit to its grip, it offers a most communicative ride, and by our third day in the low-slung cockpit, it started to feel like an extension of our bodies.

It's a brilliant drivers car once you're comfortable with the controls: All you do is aim your eyes at the furthest point of the corner you can see, and mister Zed of the 350 denomination seemingly reacts with a telekinetic level of compliance. It really is that good.

'Tenacious grip' can be overpowered if need be...

With the Traction Control System (TCS) switched on, you can coax the car into short-lived tail-out oversteer with liberal throttle applications, which is useful when you've plunged into a corner that quickly tightens on you and threatens to make you look like an amateur. Ahem.

It'll pop the rear hoops out for a second, perhaps a few tenths more if you're brutal with the electronic throttle, after which the TCS kicks in without too much fanfare and tidies up your premeditated surge of power oversteer. Turn it off and be prepared for some hairy driving moments, however.

That said, the car is inherently controllable and the talkative chassis lets you know what each of the four wheels is doing, and those with track experience will relish the time spent with the 350Z, no doubt putting it into predictable and oh-so-enjoyable drifts at all possible times (not unlike the trained baboon driving the Zed pictured right).

The car grips tenaciously, and together with the punchy engine, exiting corners has never been so much fun. The brakes were rather impressive too, and stood up to a hard days workout in the Blue Mountains with only a touch of fade accompanied by that iffy burning smell that makes you wince and squint your eyes.

While the chassis is tip-top, the suspension hard enough to keep the wheels gripping even with high lateral loads pushing the cars weight about and the levels of body roll impressively low, it's the engine that has ultimately burned unforgettable memories and sensations into my brain.

When everything's all said and done and the argumentative types have quietened down, citing ridiculously low levels of luggage space and poor rearward visibility, I say this: Nissan builds a brilliant engine.

For a shade under 60 thousand clams, what you get is Nissan's bullet-proof 3498-cubic centimetre engine.

Or rather, an all-alloy 3.5-litre V6, fitted with chain-driven quad overhead cams (two per cylinder bank) with variable valve timing, four valves per cylinder, a fairly high 10.3:1 compression ratio for snappy throttle response and 6600rpm redline, giving you an extra 400rpm after peak power of 206kW hits @ 6200rpm, which comes in handy more often than not.

Though we'll look at the characteristics of the strong Nissan motor in more detail on page two (or click here to got there now if this is boring you), reliability is second to none and one of the most important cars to come out of Japan in a long time did not falter, wheeze, malfunction or throw even a minor hissy fit in seven days of driving fairly hard across two well-apportioned Australian states.

So while the car is a brilliant piece of engineering as far as ride, handling and power delivery goes, doing everything you ask of it and then begging for more, the Zed is far from the complete package.

Exterior

Normally I flounder a bit when trying to best describe the look of a vehicle, both when it is standing still and when peacefully cruising at 80km/h down the freeway, but with the 350Z it is not so hard.

It's curvy, it's low and it demands attention

This because I reckon the 350Z is a stunner of the car. I love the look, and though some of the more grizzled and wisened types here at Wombat Motoring thought it wasn't quite as amazing as I made out, almost everyone agreed that it demands attention.

And that is does, starting with its ultra-low stance (it's only 1320mm tall) and smart 17-inch seven spoke alloy wheels.

While the 50-profile side walls seemed a little too tall for a car with such intent, they help provide a much more easygoing ride (not to mention easier power slides), but more on that on page 2.

From the front, you'll see a long bonnet with obligatory power lines, that curves gracefully down to the front bumper where there's a massive air dam to keep the engine's oxygen supply ample.

Above this and to either side of the long bonnet are the two front headlight clusters, complete with xenon discharge globes [mounted in fancy bezels] for sensational low light visibility.

Flanking the techno-cool headlights are deeply flared wheel arches and together with fairly short front overhangs, the front of the car exhibits a very curvaceous and unique nose.

From the side the car looks two parts Audi TT, and one part Porsche 911, what with its tapered off and steeply raked rear windscreen and larger than life 'look at me' twin exhaust system. The rear wheel arches also get a bit of flare, though it's very smooth, which no doubt helps give the vehicle it's drag co-efficient of 0.30 (0.29 in the dearer Track model).

Our test model was finished in silver and looked great, and while the burnt copper (orange) and sky blue models look good, we saw a black 350Z cruise by on Parramatta road in Leichardt that just looked amazing - it set off the lighter-coloured alloy wheels brilliantly.

The view other drivers will have of the 350Z as you pass them is quite an agro one - all bulgy wheels arches, big-bore exhaust pipes and angular tail lights. One couple asked us if it was a kit car, which is understandable when you step back and admire the somewhat unorthodox styling.

The cabin is pushed quite far back and is slightly reminiscent of the old 240Z of the 1970s and, in all, the exterior is best described as purposeful, yet strikingly bold.

Interior

In the Drive section above I mentioned that while the car is an absolute gem when it comes to tackling demanding blacktop, there was also some cryptic boulderdash about the Zed being "...far from the complete package."

The seats are comfortable even after 8 hours

Well, when you've planned your interstate trip, packed your clothes, charged the digi-cam's batteries and quenched your thirst with a tipple of octane booster, you'll be saddened by the fact that a) there's bugger all cargo space and b) what space there is has been plundered by a dirty great big brace that helps keep the sub frame hyper-rigid.

But in hindsight, I am more than happy to forgo boot space in return for hyper-rigidity.

But again, this is a drivers car, built for going hard and not much else. And, if a luggage-space eating reinforced chunk of plastic and metal makes the Zed turn in a little better, so be it. I have no qualms with such a design decision.

If practicality is high on your list when buying a sexy sportscar, you should probably look for something along the lines of Ford's GT-P or perhaps a mighty Monaro CV8, but neither of these cars will keep up with the 350 along a winding coastal road. They may beat it in a straight line, but anyone can lob a big engine in a car - it's making it all work in harmony that's the tricky bit.

Apart from the severe lack of bootspace, further handicapped by its high floor (thanks to the space-saver spare tyre), there are many small stowage areas, including a generous lockable glovebox behind the passengers seat. The lower part of the door inners have pockets too small for a street directory-sized book, but then you could always splash out on the sat-nav.

If you don't, in it's place is one of the worst small storage areas I've ever seen. It'll hold a couple of CDs standing upright or a bag of fizzy lollies, or maybe even a small camera, but its opening/closing mechanism is so flimsy it feels like it's going to snap off every time.

It's as though Nissan finished the car and forgot about vehicles not fitted with satellite navigation and so hastily tacked on this very lame compartment. Tisk tisk...

Still, all these shortcomings are partially neutralised by the wonderfully supportive seats, which after almost a week straight in saddle managed to do their job with surprising suppleness. They look great too, contrasting the fairly dull dark grey interior plastics with their bright orange - almost Ferrari-tan - coloured leather. There's even seat heaters if you like driving about with the windows down.

The instrument cluster sitting in front of and below the drivers line of sight is focussed and very informative. The dials look pretty good, though I'm no fan of orange backlights - give me blue or white anyday.

Still, the fact that the tacho features prominently, sitting smack bang in the middle and also happens to be the biggest instrument is a great touch and the trip computer is very useful, coming in handy for computing your, umm, trip.

>> Page 2: Comfort & Handling, Engine, Extras, Overall