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Track models have subtle front and rear spoilers and extra underbody panels that drop the car's drag coefficient to 0.29. All cars have zero degrees of front lift, and Track cars have zero degrees of rear lift, as well.
(Photo courtesy of Nissan Motors Corporation Inc.)
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Leather seating is part of the Touring trim. If a car is equipped with the optional navigation system, the screen is mounted in the center of the instrument panel. A rather flimsy plastic lid can be pulled down to cover it when not in use.
(Photo courtesy of Nissan Motors Corporation Inc.)
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There are a few styling hints from previous Z cars. Mostly, the shape is new and distinctive. Our staff isn't all that enthusiastic about the overall look, though the car does look considerably better in person and in motion.
(Photo courtesy of Nissan Motors Corporation Inc.)
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Road Test: First Drive Test
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First Drive: 2003 Nissan 350Z
Excellence on a Budget
By
Brent Romans, Senior Automotive Editor
Date posted: 07-03-2002
Super Bowl XXIV. Like most Super Bowls, this one was a snooze; the San Francisco
49ers humiliated the Denver Broncos to the tune of 55 to 10. If there was a highlight,
however, it was a Ridley Scott-directed commercial for the then-all-new 300ZX.
This 1990 spot showed a twin-turbo Z out-accelerating motorcycles, a race car
and, finally, a jet plane. As car commercials go, it's actually pretty rad. The
subtext, however, hints at the car's ultimate demise. It was too advanced and
too expensive for a market that was increasingly unwilling to plunk down large
chunks of cash. By 1996, the 300ZX's EKG was near flatline. Nissan pulled the
plug, and its flagship sadly winked out like a Steven Bochco cop show.
Within the depths of Nissan, however, the eternal light wasn't quite extinguished.
At the 1999 North American International Auto Show in Detroit, the Z Concept appeared.
Created in secret by a team of designers at Nissan's Southern California studios,
this orange-painted car relied heavily on cues from the first-generation 240Z.
Its styling wasn't perfect, and the hardware underneath was mostly 240SX, but
it was enough to get Nissan's top execs — as well as the public — excited
about another Z.
So now, almost a decade later, the Z is back. It's pumped. It's buff. It's The
Matrix's Neo after he packs up and reloads to rescue Morpheus from the agents'
grasp. The 350Z is here to kick Porsche and BMW tail.
This latest iteration stays true to the sports car formula: two seats, front-mounted
engine, rear-wheel drive and a tidy size. T-tops aren't available and there is
no 2+2 variant. Nissan also wants it to be accessible, meaning less like the '90-'96
car and more like the original 240Z that got the whole party started. There will
be plenty available (about 30,000 units the first year), and they will have price
tags not much more than your average Ford Explorer's.
The 350Z is built on Nissan's new FM platform. FM stands for front midship
and refers to the positioning of the engine. Compared to most front-engine cars
in which a considerable amount of engine weight is placed over the front wheels,
the 350Z's engine is located further rearward behind the front wheels. The engine
isn't fully behind the front axle (like it is in a Honda S2000), however. Only
the engine's centerline is.
Therefore, the Z isn't a true front mid-engine car, but the gains from this platform
are tangible and real. It boasts a compact engine compartment, a long wheelbase
(104.3 inches), wide wheel tracks, short overhangs (an overall length of 169.7
inches) and a 53:47 front-to-rear weight bias. Compared to a '91 300ZX, it's about
the same length, but with a better weight bias and a much longer wheelbase. The
new platform also gives the 350Z a high level of stiffness and rigidity.
Reduced flab was another goal. With an approximate 3,200-pound curb weight, the
new car is about 300 pounds lighter than a '91 300ZX Twin Turbo. That means the
car has a power-to-weight ratio of about one horsepower for every 11.1 pounds.
For reference, this is roughly the same ratio that Mustang GTs and Chevy Camaro
Z28s have.
For power, the 350Z relies on Nissan's increasingly popular 3.5-liter V6. Different
versions of "VQ" engines are found in products like the Maxima, Altima, Pathfinder
and Infiniti G35. This advanced V6 features 24 valves, dual overhead cams, variable
valve timing and an electronically controlled throttle. For the 350Z, Nissan has
applied its most astringent state of tune yet, including redesigned intake ports,
increased valve lift and a 10.3:1 compression ratio. These changes allow the engine
to make 287 horsepower at 6,200 rpm and 274 pound-feet of torque at 4,800 rpm.
It's connected to either a six-speed manual or five-speed automatic transmission.
From here, power is routed to the rear wheels via a carbon-fiber driveshaft. Nissan
says this special driveshaft is quieter and weighs 40 percent less than a comparable
steel unit.
We had a chance to drive a selection of 350Zs at Nissan's brief one-day press
introduction. There are five trim levels
available, ranging from base trim to the top-level Track. There's nothing special
or gimmicky about getting started — just turn the key, buckle your seatbelt
and go. Around town, the V6 is quite docile, and the manual transmission's clutch
is easy to depress. Open it up a bit, and the dual exhaust pipes produce an enjoyable
and throaty V6 growl. In our experience, few V6s sound truly special, though.
Compared to the bass-heavy rumble of a domestic V8 or the frantic revving of an
S2000 or Boxster S, the 350Z's soundtrack isn't as inspiring.
But there sure is enough power to have fun. Plant the throttle, let the tach swing
north and the Z shoves you back in the seat. Power delivery is linear and athletic,
with the most fun coming on around 4,000 rpm. Redline is 6,600. Though we haven't
had an opportunity to test the car yet, expect a 0-to-60-mph time less than 6
seconds and a quarter-mile time somewhere in the 14s. Top speed, should you somehow
manage to sneak out onto Indianapolis Motor Speedway's tarmac, is limited to 155
mph.
The six-speed's shifter has short throws and precise gates, and the automatic
can pop off impressively fast upshifts. The auto also has a sequential-shift mode
to give the driver more control, especially during handling maneuvers. Unlike
most other sequential-shifting automatics, the manual mode really is manual —
if the driver bumps into the rev limiter, the transmission won't shift until the
driver selects the next gear.
Equally impressive is the car's handling. It's an easy car to get acclimated to
and drive fast. The suspension is fully independent, with advanced multilink designs
both in front and back. Many of the suspension components are made out of aluminum
to reduce unsprung weight. Front and rear stabilizer bars are standard, as are
front and rear suspension tower braces. For braking, the 350Z has ABS- and EBD-equipped
vented discs at each corner. Track models have brakes designed by aftermarket
brake specialist Brembo. These rotors are larger and thicker and are clamped down
upon by larger calipers. On certain trim levels (including the Track), Nissan's
Vehicle Dynamic Control (VDC) stability control system is available.
Like the suspension, the wheels are made out of aluminum. They are 17 or 18 inches
in diameter, depending on trim. The front wheels have a 7.5-inch width, and the
rear wheels are 8 inches wide. For the seven-spoke 17-inch wheels, the tires are
summer-compound W-rated 225/50R17s in front and 235/50s in back. Cars with six-spoke
18-inch wheels get stickier Bridgestone Potenza RE 040 tires sized at 225/45R18
in front and 245/45R18 in back. Cars in Track trim get the bonus prize: special
18-inch lightweight wheels, with the rear wheels having an 8.5-inch width.
When driving over rough or bumpy pavement, one can feel how solid the body structure
is. The suspension does all of the work, allowing the Z to stay composed. Outright
grip is high, and the car feels well balanced. The steering, too, is properly
weighted and presents decent feedback to the driver. Overall, the car stakes out
new territory. It's not as nimble as the S2000, but it's also not as fidgety.
There's no doubt that it's much more maneuverable than a Corvette. After our brief
drive, we'd say the 350Z's handling and demeanor most closely matches the BMW
M3 or M Coupe.
The 350Z isn't hardcore, though. It's tuned softly enough to be a decent daily
driver. Highlights for the cabin include a gauge cluster that moves in tandem
with the tilt-adjustable steering column (it doesn't telescope, unfortunately),
automatic climate control and an optional navigation system. Depending on trim,
you can also get leather seating (cloth is standard), an autodimming rearview
mirror and a six-disc in-dash CD changer. Side airbags are optional.
As in most sports cars, there's not much storage or luggage space. The Z lacks
a glovebox, and the only real storage comes from two bins located inconveniently
behind the seats. Cargo space behind the seats (the car is still a hatchback)
measures just 6.8 cubic feet. The rear suspension tower brace, though cool-looking
and certainly effective in stiffening the body, takes up a lot of room. We didn't
get a chance to test this ourselves, but Nissan says the cargo area will hold
two golf bags. Fitted luggage, available from the dealer, is rumored to be available.
The 350Z arrives in dealerships in August 2002. Our choice would be the Performance
trim level, as that nets the most desirable equipment for less than $31,000. If
that doesn't float your boat, perhaps you'll be intrigued to know that Nismo high-performance
parts will be available soon after launch, or that the Z roadster arrives in February
2003. For the money, the 350Z looks to be one of the best performance buys to
come out in a long time. If we're lucky, maybe Mr. Scott will direct another commercial
for Super Bowl XXXVI.
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