Nissan 350Z 2003 Review

There must be something in the Japanese water. First Mazda rediscovers attitude with the Mazda 6, Mazda 2 and rotary-powered RX-8 troika, now Nissan's found flair with the 350Z. Where once the land of the Rising Sun could be accused of churning out capable, uninspiring vehicles - and some still do - it seems the spark is slowly returning. Whatever the Japanese are drinking, or doing, we hope they don't stop.

Technically, the 350Z is not a replacement for the turbocharged 200SX coupe, which was axed late 2002. Nor is it a substitute for the lovely but lardy 300ZX which went bye-byes in 1996; a coupe still popular with the grey importers. Spiritually the 350Z embodies both those vehicles, and a fair bit of the rich Z-car heritage which stretches way back to the original 240Z, first seen in Australia in 1970.

It follows the traditional Z-car configuration - rear-wheel drive, front-engined, swoopy bonnet, and the cabin set well back on the chassis. Purists will note the absence of a straight six-cylinder engine like the original, Nissan instead commissioning a 3.5-litre V6 in the 350.

Power is a politically correct - for Japan - with 206kW, or 280hp in the old money. Japanese manufacturers are tipped to break that self-imposed ceiling shortly, and though some would say they already have, none have bragged about it. Word from the 350Z launch is that Nissan's next generation GT-R will smash the 206kW agreement with 300kW from its twin-turbocharged V6.

Whatever, get used to the 3.5-litre V6 because it's in our next Maxima, detuned slightly for more luxurious, refined driving. In the 350Z, however, it lets everything hang out. And boy do we like it.

Engine response via the electronic throttle is instantaneous and eager; blipping it sends the tacho needle - and your senses - into ecstasy. The 350Z gallops forward with an urgency that doesn't falter, all the way to its 8000rpm redline, and through most of its six gears.

It's not blisteringly fast in a straight line, though it will cut a mid-14 second quarter mile. It's more the tractability and eagerness of the engine that addicts you. Simply knowing that strong, surging acceleration is waiting beneath your right foot is enough to get your pinkie twitching. Part of the kudos has to go to the carbon-fibre driveshaft, which keeps component weight down.

Do you think 206kW should be quicker in a straight line? So did we, until we saw the Z's kerb weight - all 1450kg of it. The Z's not a lardass, but it's certainly not fighting bantamweight either. It does, however, feel significantly lighter, and even more at home on the twisty stuff.

Weight distribution is a less than ideal 53/47 front to rear, but you wouldn't know it. The suspension and chassis set-up handles the imbalance sublimely, giving you equally thorough reports from both ends of the car. Pushing hard into corners will result in the nose running wide, but the Z still feels lithe and responsive even with its front-end buried deep into the bend.

Unlike the WRX, the 350Z is not a car you can hurl into a corner and sort out at the other end. It's a true sports car that requires commitment and forethought if you're going to extract the most from its abilities. Take a slightly slower entry speed and use engine responsiveness and chassis communication to make the most of your exit speed.

The Z's steering is best described as a precision instrument, responsive to the merest thought or hint. The quick-ratio steering is perfectly in tune with the car, and the low-profile Bridgestone Potenzas have bugger-all tyre wall to dull the process.

Through bumpier corners the front wheels do kick back through the steering, but you've really got to be punting hard to get this. There's a strong argument for this level of feedback in a car as focused as the Z. Look at it not as a fault, but rather another form of communication.

Lurid, larrikin oversteer is there for the taking, but you'll have to switch off the Z's VDC stability control system. CarPoint grabbed the chance on a wet road run down a mountainside to test the invasiveness of system, to find out how badly it'll smack your hand when things turn ugly.

It doesn't. Those who read our Falcon XR6 turbo road test will recall we gave the Ford traction control system the 'best we've ever driven' gong. Sorry, there's a new king in town.

Talk about invisible angels. Always there, yet you're never aware of it. And you know the best thing? Makes you feel like a better driver, which is what good driving aids should do - they should enhance driver abilities, not punish the lack of ability.

CarPoint drove the 350Z track model over two days and 500km of Victoria's best country roads. Its abilities, and performance for the money blew us away. One area where owners may encounter problems is in the ride quality.

Understand the intention of this car. It's a traditionally laid-out sports coupe which gives away little at the altar of comfort. The ride is unforgiving and unyielding on Australia's rougher roads. The entry in my notebook says "unashamedly sports-biased" and that's probably an apt phrase for the whole car.

The sports seats are bolstered and extremely grippy. A good driving position is accessible through the tilt-adjustable steering wheel - on which the instrument binnacle is mounted, so it adjusts along with the wheel. Headroom is not an issue for front seat passengers - and there's no rear seats at all, so forget carrying more than two.

The boot area is actually quite big and easily accessed via the hatch, though space is bisected by a massive cross brace housing between the strut towers.

The 350Z is equipped with the usual comforts such as remote central locking, electric windows and mirrors, CD stacker and cruise control. Safety features include dual-front, side and curtain airbags, seat belt pretensioners, traction control and anti-lock brakes.

There are two models available: the $59,990 Touring and $65,990 Track. At launch only the Touring model has a $2800 optional five-speed automatic transmission.

The Track model adds a more aggressive bodykit complete with underbody diffuser, the aforementioned VDC stability control and higher performance Brembo brakes.

Nissan expects to sell around 800 Zs in Australia yearly, and we reckon they're kidding themselves. Prior to launch Nissan held 220 pre-orders, and once word gets out of the performance bargain to be had, we're tipping the rush will be on. A sports coupe this good won't stay secret for long.