Base price: $26,809; Enthusiast, $28,789; Premium, $30,969; Touring, $32,129; Track $34,619
Vehicle type: front-engine, rear-drive; 3-door 2-passenger coupe
Interior volume, F/cargo (cu ft) 50/7
Wheelbase 104.3 in
Length/width/height 169.6/71.5/51.9 in
Turning circle 35.3 ft
Curb weight 3300 lb
EPA city/hwy mpg 19–20/27
Fuel-tank capacity/range 20.0 gal/380–400 mi
Passive restraints driver and passenger front and side (opt) airbags
POWERTRAIN
3.5-liter DOHC 24-valve V-6, 287 hp; 6-sp man, 5-sp auto
SUSPENSION
F ind, multilink, coil springs, anti-roll bar
R ind, multilink, springs, anti-roll bar
BRAKES
F/R vented disc/vented disc
ABS standard
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NISSAN 350Z
The new Nissan 350Z follows the same formula as the original 1970 Datsun 240Z: It offers a huge amount of bang for the buck. With a base price of $26,809, it costs barely 10 percent more than a Toyota MR2, yet it has more than twice its power. And the Porsche 911, which costs two-and-half times as much, has just a few ponies more than the Z’s 287 hp. Even the top-of-the-line Track model—with its front and rear spoilers, forged aluminum 18-inch wheels, Brembo brakes, and raft of nonperformance upgrades—goes for just $34,619, $7810 more than a base Z.
This remarkable bargain is possible because the Z employs mass-produced components from Nissan’s parts bins. The Z’s V-6, for example, is a hopped-up version of the 3.5-liter, 24-valve, quad-cam unit found in everything from the Altima to the Infiniti QX4 sport-utility. The Z’s chassis is a version of Nissan’s FM platform, which was recently introduced in the Infiniti G35, with about eight inches chopped out of its wheelbase (at 104.3 inches it’s about the same as a Corvette’s).
The Z’s structure is rock solid, never yielding so much as a creak or groan, and its suspension, though firm, still takes the hard edge off the bumps and is impressively compliant. It employs a sophisticated independent suspension with multilink geometry front and rear, rack-and-pinion steering, anti-lock brakes, and on the Track model, electronic stability control incorporating a welcome “off” switch.
This hardware makes for more than an impressive spec sheet: 0 to 60 mph in 5.4 seconds and through the quarter-mile in 14.1 seconds at 101 mph; 0.88 g of cornering stick; a stopping distance from 70 mph to standstill in 164 feet; and a top speed of 156 mph. Which is about the same performance as a $50,000-plus Porsche Boxster S.
Despite its performance, the 350Z does not feel as downy light as a Miata or MR2. Sure enough, at 3300 pounds it’s heavier than a Corvette. That said, the Z is a very satisfying drive with terrific control feel.
The 350Z’s excellent seats are supportive and well shaped, with plenty of lateral support. Although the interior is not lavish, the overall mix of plastic panels, molded in various shades and textures of dark gray, is tasteful.
And the 350Z’s lines are distinctive, muscular, and clean, with just the right amount of visual jewelry in the form of the exotic headlights and architectural door handles.
The 350Z is an impressive package. In 1970 we said, “For the money, the 240Z is an almost brilliant car.” Our impression of the new Z-car: ditto.
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