Nissan 350Z 2006 Review

What we liked
>> Design and structural integrity
>> Agile, vice-free handling
>> Value for money

Not so much
>> Roadster’s tight headroom
>> Top-end engine coarseness
>> Holes in torque delivery

OVERVIEW
Australia is the 350Z's fifth biggest out of its 95 global markets and Nissan's 2006 upgrade is aimed at maintaining strong Australian sales. When only the US, Japan, Germany and UK are bigger 350Z markets, the improvements reflect a combination of European, US and local priorities hence they are a real plus for Australian buyers.

Since the 350Z's global 2002 release and February 2003 local launch, Nissan has sold 160,000 units, a figure that the previous model took 11 years to reach. Like Porsche, Nissan has found that returning to sports car basics is far more profitable than producing fat and heavy coupes.

The philosophy behind the 350Z was to revive the "simplicity and spirit of the original 240Z with strong visual and driving appeal, durability and reliability". Nissan succeeded in most areas but even hair-shirted owners of the original 240Z would have found the ride and everyday driving feel of the first 350Z examples too harsh and uncompromising. The latest facelift which includes a suspension and steering re-think almost completes the refining process that had to be implemented virtually since the new model first hit the road.

A highlight of this series was the 35th Anniversary Limited Edition released earlier in 2005. Nissan joins the growing ranks of manufacturers (HSV being the most blatant) that have offered a special limited model then spread the inducements across the mainstream range. Thick-skinned marketing suits will only have themselves to blame when buyers wise up and direct a one-fingered salute to anything that smacks of limited edition or limited release.

Hence the starting point for the 2006 350Z is the 35th Anniversary upgrades. The 35th Anniversary's 221 kW engine is now standard in all 6-speed manual models as are the 18 inch alloys. The 5-speed auto models retain the 206 kW engine with its extra torque which may make it more suitable for everyday use but more of that shortly.

You will need to be quick to spot the new 350Z, not only because it is quick but the exterior has changed so little. Look for a mildly re-styled front bumper fascia, new Xenon headlights which give it a slightly startled look and LED tail lights.

Nissan is now committed to an annual freshen-up for the 350Z to maintain sales in an increasingly competitive market. When first launched, the 350Z attracted two types of trade-ins: BMW 3-series and no trade-in. This suggests that the 350Z has defined a niche as an affordable "feel good" purchase outside everyday transport needs. Nissan aims to keep these buyers by providing an improved 350Z without destroying its core appeal.

The body style sales split varies from 60:40 coupe/roadster in winter months then reverses between November and March.

FEATURES
The 350Z feature levels don't make much sense until they are equated with who is buying what and their intended application.

The Coupe is offered at Touring level with a choice of a 6-speed manual 221 kW or 5-speed auto 206 kW drivetrains. It is then offered as a Coupe Track as a 6-speed manual 221 kW only.

The Roadster is offered only as two models: a Roadster Track as a 6-speed manual 221 kW only or Roadster Touring with 5-speed auto and 206 kW.

The Touring Coupe comes with most luxury and safety features including standard leather trim, heated and power adjustable seats, climate control air-conditioning, 6 CD integrated 240 Watt Bose audio system with 10 inch bass woofer and new steering wheel controls, Xenon headlights with washers, front, side and curtain airbags, cruise control, drilled pedals, 18 inch alloys and ABS with brake assist.

The Coupe Track adds Vehicle Dynamic Control, a variation of the amazing self-stabilising capabilities first launched by Mercedes-Benz as ESP, front spoiler extension, rear under diffuser and tail spoiler and Brembo brakes.

Both Roadsters generally follow their Coupe equivalents except for the curtain airbags. The Roadster Track also loses the extra spoilers of the Coupe Track because the different rear styling can't accommodate the rear spoiler which must be fitted with the other aero aids.

The special 35th Anniversary yellow is not available but Burning Red makes a comeback. An optional Burnt Orange leather interior is available on certain Track and Roadster models.

The auto option price drops from $2800 to $2000, possibly as some compensation for the drop in power that comes with it.
Entry price is $62,990 for the Coupe Touring manual or $64,990 for the auto. The Track Coupe costs $67,990 or the same as the 35th Anniversary model.

Both manual and auto Roadsters are priced at $73,990, as Nissan equates the extra cost of the auto with the manual Track's extra features.

COMFORT
The big story here is the major rework of the suspension which, in conjunction with the new steering, would be a good enough reason on its own for some existing 350Z owners to make the switch.

Nissan lists a new suspension tune in classic Jinglish that features "dual flow path shock absorbers with enhanced sense of grounding and agility". In Australian sports car speak that would normally conjure up an image of bottoming out and leaving the exhaust system behind on the road. The reality is the exact opposite as one of its vital functions is to reduce initial bump harshness and shock. More than anything else, it enhances 350Z comfort and keeps it glued to the road.

The cabin is subtly upgraded with soft feel paint on most surfaces, a feature that Renault first put to good use in the Clio Sport. The layout is outstanding but the overall effect is on the border of a little "toy-like" which is fine in a hot baby hatch but not entirely consistent with the strong presence of the 350Z.

Because the cabin is so intimate, Nissan has been forced to use the limited space more intelligently. The cup holders have been re-located centrally for extra convenience while additional 500 ml bottle holders have been added to the doors. A CD storage net is now fitted to the transmission tunnel in the passenger's footwell while the seat heater switches have been relocated to avoid the accidental use of the previous layout.

For a tight cabin, the 350Z offers some neat storage solutions including hidden compartments that are a boon in the roadster and a passenger's seat cargo net. A passenger seat tilt lever faces the driver for easy access and power adjustment switches in the driver's seat left bolster are a clever touch when the space between door and seat is almost rice paper thickness.

Unseen is the boost in noise insulation behind the instrument panel and door panels and does make a difference. The standard sports seats hold you like a hammock but the steering column is tilt-adjustable only.

The Roadster cabin, as a result of the high rump and head restraints joined by a clear draught-blocking panel, is unusually refined and turbulence-free. However, this is not the case if you are tall, or long in the upper body, as your head will be sitting above the windscreen rail. There is simply not enough space to slide down in the seat to compensate. If this might apply to you, check whether you can live with a jet stream parting your hair. One of our taller colleagues did a good Noddy impression, his head sat so far above the windscreen. Soft top operation is easy but there is a slight loss of rear quarter vision.

All models have a space saver spare wheel which is better than none but it would only take a passenger and a small amount of luggage to make carrying the flat a problem. The Roadster boot will cater for a spare knickers and toothbrush getaway but leaving home might prove more difficult.

SAFETY
The 350Z delivers a feel of outstanding body strength in Coupe and Roadster feel which usually contributes to a great safety starting point in terms of crash integrity and a rigid platform for consistent suspension geometry under stress. The substantial strut tower braces front and rear are very visible and welcome reminders of the strength in the body.

Nissan claims its new LED stop lights respond 100 times faster than normal globes delivering following motorists an extra five metres in stopping distance at 100 km/h.

The safety list is comprehensive including a full set of airbags except the Roadster's soft top has to lose the curtain airbags, vehicle dynamic control where specified, traction control, ABS with brake assist, electronic brake distribution, bonnet buckling creases, side intrusion bars and fuel tank roll-over safety valve.

MECHANICAL
The big news is the extra grunt in manual models and a more refined close-ratio 6 speed manual gearbox. The revised engine is still based on the VQ35DE V6, which appears in most of Nissan's upper models these days in one version or another, and delivers its 221 kW peak at 6400 rpm. While this sounds good, the engine doesn't really encourage these engine speeds. The torque peak of 353 Nm appears at a fairly heady 4800 rpm.

The auto has 206 kW at 6200 rpm with a healthier 363 Nm also at 4800 rpm. Both feature electronic drive-by-wire throttles which seem more responsive and instantaneous than others. A dual exhaust system contributes to a traditional big six feel and sound.

The drivetrain features a carbon-fibre tail shaft which must account for the pleasing lack of drive train vibration under duress. There is a viscous limited-slip rear differential which is less brutal than the clutch-type. The auto has a manual mode and a Downshift Rev Matching function standard on the Touring Roadster, optional on the Touring Coupe.

All Touring models feature upgraded 320 mm front discs (previously 296 mm) and 308 mm rear discs (previously 292 mm) which also deliver better feel. The Track model's Brembos add four piston front calipers, 324 mm front discs and 322 mm rear discs while rotor thicknesses are boosted from 28 mm to 30 mm at the front, 16 mm to 22 mm at the rear.

The other major mechanical upgrade is the first application of the Infiniti steering system in Australia. It features a variable speed responsive system that makes the steering linear and firm at high speeds while reducing effort at parking speeds.

COMPETITORS
As a Coupe, the 350Z has few rivals at the price when it is a dedicated two seater sports car without too many compromises. The Chrysler Crossfire comes closest at $69,990 but the driving experience, styling and presentation does not match the purity of the 350Z. Yet for those who might want more of a middle line, the Crossfire is a must-drive before you sign on the dotted line.

From a historical perspective, the $54,465 Mazda RX-8 appears to be the most obvious rival for the 350Z but they have deviated in emphasis quite strongly. For some, the RX-8 now looks too close to a sporty four door coupe version of a Mazda 3 with only the smooth rotary engine and rear drive layout to counter the 350Z's stand-alone looks.

Holden's Monaro may have been a rival but the full size four seat cabin and big V8 both point to a different market. You might look at a BMW 3-series coupe but they are not remotely similar in this price range.

The 350Z Roadster's price premium places it amongst some hot and direct competition. The stylish BMW Z4 convertible at $74,500 is close enough depending on lease package and may have enough of an edge in pedigree and certain cabin dimensions to cover the softer engine. You would need to find $86,000 to match the 350Z's harder-edged drivetrain in a Z4.

There is also a Crossfire roadster at $75,990. The Honda S2000 at $72,950 offers an amazing and more rewarding high-revving engine as a manual only but some rear suspension squirm under extreme cornering and electronic dash are not to everyone's liking. Yet a back to back comparison would be close.

The Lotus Elise from $69,990 with its pure sports car focus would have to be on the same shopping list if the ultimate sports car experience is the deciding factor. The Morgan 4/4 Runabout at $85,000 is another answer to the same question. The 350Z must win by a mile in everyday practicality but for a fun Sunday drive, the Lotus and Morgan warrant a closer look.

The new Mazda MX-5 in the $40,000 range is outstanding on enough scores to prompt any sports car buyer to at least drive it before moving up the price range.

ON THE ROAD
The most immediate and endearing 350Z feature is the compact size and lack of excess. Everywhere you look the 350Z packs in no more than is required for the job at hand. Even the styling is what you would expect if you shrink-wrapped the 350Z platform. It marks a refreshing return to the days when sports cars were built for speed and agility and little else. Thus you wear it like a glove and a very comfortable one at that. This defines the driving experience when it frees up so much of the road to explore and enjoy its formidable capabilities.

It's one of the few modern cars left where every control works for you intuitively the moment you turn the key. The handling is neutral and no matter how much the road ducks and weaves or the surface deteriorates, the 350Z tracks exactly as you expect. If you exceed its high limits, the tail will step out so ever so slightly but is easily brought into line. Even over a wide variety of challenging roads and surfaces throughout Tasmania, it never put a foot wrong. While it doesn't yet have the ultimate ride compliance of a Porsche Boxster, it's now heading in the right direction while its roadholding and balance are in the same ball park.

The new steering is so firm even at lower speeds, it can feel heavier than some unassisted steering systems. This weighted steering feel takes time to get used to but the way it makes you stay conscious of what is happening warrants a ranking as a safety feature.

In such an accomplished setting, the drivetrain proves more disappointing than it would elsewhere. I can't remember driving a Nissan six that didn't sing at high revs but this one can get a little uncouth as you access its peak power. Where you would rev a Porsche engine just to drink in the sound, you find yourself changing up earlier in the 350Z than you should just to shut it up. The Roadster with its roof down is so much more enjoyable because you can't hear the engine and that is not how it should be.

This exposes what would otherwise be a perfect set of gear ratios. Nissan has given the 350Z manual a useful and strong second for launching out of corners in track applications before you snap it into third right on the torque peak. It's great in theory but on a tight mountain road you often have to make the choice between an intrusive, roaring engine in second or a sleepy one in third until it climbs back onto its torque peak. While the engine does everything you expect as you power it up and down in second, it is not the pleasure it should be and that comes as a total surprise.

The 350Z also doesn't really come alive and deliver its best until you are doing at least 100 km/h so add another new model to the list that functions at its best well beyond local speed limits.

Ultimately, the Z must be judged on whether it has that X factor otherwise its tight two seater accommodation makes no sense. It scores on its great cabin, its superlative suspension control, its stand alone styling, high performance and traditional engine note at low revs, but the sound and feel of the engine at high revs robs it of the pedigree that it otherwise deserves.