The new Z is a great value for the driving enthusiast. While the previous-generation twin-turbocharged 300ZX (discontinued in 1996) delivered stellar performance, it was too expensive for most of us. The new 350Z is far more affordable, starting at just $26,269. And that's no wimpy base model with a commuter engine. All 350Zs get the same sports suspension and Nissan's superb V6 engine, which punches out 287 horsepower and strong torque. That much power, along with a six-speed gearbox, carbon-fiber driveshaft, drive-by-wire throttle, anti-lock disc brakes vented front and rear with EBD, plus convenience features like automatic temperature control and a premium stereo, do not normally come on cars below 30K.
Nissan says the 350Z was designed to be a sports car an enthusiast can live with every day. While its firm ride, abrupt throttle response, and awkward cup holders don't necessarily make it a great place to drink coffee, eat doughnuts, and make phone calls on the way to work, it is a comfortable car with usable cargo space, and getting in and out isn't impossibly awkward. Order it with the excellent five-speed automatic, and you'll have a better commuter for the daily stop-and-go.
With its bulging front fenders and fast back, the Z reminds me of a Porsche 911. Not everyone agrees with this assessment, of course. Regardless, driving the new Z draws a lot of "nice car" comments, including one from a Porsche Carrera 4 driver.
The shape of the Z suggests a mid-engine design. The engine is in fact in front of the driver, but it's behind the front axle. That's why Nissan calls it a front mid-ship placement. (In that respect, it's somewhat similar to the Mazda RX-7 design.) The Z shares its architecture with the Infiniti G35 coupe and sedan. Moving the engine rearward improves weight distribution, which improves handling balance. The new Z weighs about 3,200 pounds, split front/rear 53/47 percent. It's balanced well for accelerating out of corners.
An extremely short front overhang and a short rear overhang makes for agile handling. It also means you don't scrape driveways like you do in a Corvette. Bulging fender flares make the Z look like it's ready for the racetrack, which it is.
Its shape, besides looking really cool, allows the Z to slice through the air with a minimum of drag (0.29 on the Track model). Airflow is managed well underneath, with zero lift on the front (and zero lift on the rear of the Track model). All this math adds up to relatively low levels of wind noise and a stable sports car at high speeds.
The interior of the Nissan 350Z is a cockpit designed for driving, helping the driver quickly become one with the car. The carbon-fiber colored cloth seats are form-fitting, supportive and comfortable, made of a soft material that grips the body in the corners. The driver's seat features a mound in the center to prevent the driver from sliding forward. Aggressive side bolsters grip the waist to hold the driver in place. The leather seats in the Touring model seem a little firmer than the cloth, and are available in charcoal, burnt orange or frost. Either cloth or leather is a good choice in this case. The supportive seats and a driver's dead pedal mean you never feel like you have to hang on to the car. The seating position should be good for drivers with long legs; I felt a little close to the wheel when the seat was adjusted for my legs. It's worth noting, however, that this feeling went away the moment the key was turned in the ignition.
The interior of the Z seems to suggest a carbon-fiber racecar tub. The material surrounding the shifter and forming the center dash looks like carbon fiber. Likewise, the large expanse of gray material lining the door panels suggests carbon fiber in appearance. The quality of the materials is okay, though some of the pieces would never be allowed in an Audi. It looked austere at first, but quickly grew on us. Stylish interior touches, such as the inside door handles integrated into aerodynamic pods for the side vents, give the Nissan 350Z a racy, modern look. Passengers often grope for the door release the first time they try to get out, distracted by the big grab handles adorned with genuine aluminum and relieved by the Z's dot motif.
Stylish audio controls include a big volume knob, clearly marked buttons for channel seeking, and six station buttons that can be preset simply by holding them down. We confess we were too focused on entertaining ourselves with the car to turn it on, and we drove various models of the Z on both coasts. Below are three large knobs for the automatic climate control system, which comes standard. Nicely designed wiper and headlamp controls are mounted on short stalks. The leather-wrapped steering wheel looks and feels great, and comes with cruise controls on the right spoke. Overhead are well-designed map lights and a bin for sunglasses. Power window switches are auto-up/auto-down.
Turning the key and hearing the engine roar to life is the first indication the Nissan 350Z is no poser. Turning onto a winding road proves this beyond a shadow of doubt. Sharp steering, terrific handling, and excellent grip make this a real driver's car. This car is very fast with brilliant acceleration.
Mounted longitudinally and driving the rear wheels is Nissan's excellent VQ V6 engine. It's smooth and sounds like a big sports car engine. It generates lots of torque at low rpm, pulling smoothly from about 2000 rpm. Maximum torque of 274 pounds-feet comes at 4800 rpm, tapering off as maximum horsepower of 287 hp is reached at 6200 rpm. The engine is still pulling smoothly as the rev limiter steps in somewhere just north of 6500 rpm, but this engine is more about low-rpm torque than high-revving horsepower. Nissan's Continuously Variable Valve Timing Control System helps the V6 produce a nice, linear band of torque. Drive-by-wire technology reduces mechanical weight and complexity.
The short-throw shifter feels good and it's effective. The six-speed gearbox shifts quickly and deliberately. It's so well synchronized you almost don't need the clutch (though Nissan recommends using it). Clutch pedal effort has enough heft to remind the driver this is no Honda Accord.
The automatic transmission works great, really smooth and responsive. Driving the automatic, didn't leave me feeling like I was missing out by not having the manual. The Touring model with the automatic and 17-inch wheels felt like the perfect combination for hurtling down New York's Taconic Parkway.
The Z feels taut and well controlled. It really stuck when accelerating through fast sweepers on California's Palos Verdes Peninsula. The steering is sharp and accurate and the Nissan 350Z changes directions brilliantly in transient maneuvers, without excessive understeer turning in or sloppy oversteer coming out. Cornering is flat, without much body lean. The 17-inch tires generate lots of grip, even when driving in a rebellious manner. It's hard to imagine using it up outside a competitive event or emergency maneuver. The 17-inch wheels offer a better ride than the 18-inch wheels on the Performance model. In either case, the ride does get jouncy on bumpy roads, most noticeably when cruising slowly, but it doesn't beat you up and we expect that with a sports car like this.
The Nissan 350Z stands alone as an affordable, high-performance hardtop sports car. Its rear-wheel-drive chassis is rigid, its suspension is taut for excellent handling, and the V6 engine delivers lots of torque for strong acceleration performance.
Starting at less than $27,000, the new Nissan 350Z delivers with no-frills hardware, including a carbon fiber driveshaft. All models deliver stellar performance. Whether you opt for the six-speed manual gearbox or the five-speed automatic, there are no dogs in the lineup. The interior is the weakest link here, but it grows on you with a little time spent living with it.