I don't think I will be burned at the stake by the guild of motoring writers' when I say that most motoring journalists consider themselves to be pretty handy behind the wheel. If you are a regular reader of
The Car Enthusiast you may have noticed that we bang on about oversteer and understeer and sliding a car around as if we talking about making a cup of tea. This week though, at the launch of the 2006 Model Year Nissan 350Z, I felt well and truly humbled.
Nissan kindly enlisted the services of the Bedford Autodrome for a full day, with a range of 350Z-flavoured activities to whet our appetites and familiarise ourselves with the new car. On the schedule was as much time as we could handle on a mix of the South and West circuits in the new 350Z Coupe and a bucking B-road route in which to test the Roadster and Coupe. I won't be alone in saying that the star attraction was the dedicated drifting track, on which PalmerSport instructors attempted to teach a bunch of journalists how to drift their slightly modified 350Z instruction cars around a tricky 0.63 mile long circuit; while the circuit was sprayed with water; with the 2005 World Drifting Champion Yasuyuki Kazama making it all look very easy in the
S-Tune GT we tested earlier this year. Did I mention that humble pie was being served up by Nissan's caterers?
In your interests, dear reader, I did my best to avoid the distraction of improving my drifting technique (from non-existent at the start of the day to the bare threads of understanding towards the evening) to drive the car you opened this page to read about...
So what's changed, you might ask? A quick glance at the car reveals little: the front lamps are the same shape as before, but now feature LED technology for the sidelights, which uses less power as well as looking quite distinctive when lit up. The headlights are Bi-Xenon now as standard. Below them is a subtly resculpted bumper incorporating larger scoops either side of a redesigned air intake. At the rear, the distinctive triangular lights also use LEDs, 42 of them to be exact, which illuminate quicker to the benefit of following drivers being aware that you are braking. The only other noticeable external change is the fitment of the gorgeous 6-spoke 18-inch RAYS alloys as standard across the range. Nissan did consider fitting the polished 5-spoke items used on the GT4 special edition, but decided against in consideration of the owners of that limited run of cars.
Mechanical changes are subtle too. The headline figure is 300PS (297bhp), which is now the standard power output from the 3.5-litre V6 mounted just in front of the dashboard. The original 350Z (GT4 and NISMO specials aside) made do with 276bhp. The extra power has been liberated not by the use of electronics, but by extensive reworking to reliably extract extra power and at the same time raise the rev limit.
Allowing the engine to breathe freer, especially at higher engine speeds, is a redesigned intake system including a new intake duct and more significantly (and expensively) a new inlet manifold that is shorter and wider than before. As if that were not enough, Nissan has added new pistons and a revised inlet camshaft profile. These changes are complemented by variable valve timing on the exhaust side as well and a new timing chain and oil pump. Other bits and pieces have been lightened and stiffened to cope with the higher engine speeds.
Sounds like a lot of work for 21bhp we'll admit, but the changes to the 350Z's engine have also resulted in a higher rev limit (all the better to enjoy the soulful sound from the exhausts) and you'll notice that the car now complies fully with Euro IV emissions legislation (the outgoing car was certified to Euro III). Power fiends the world over must finally be breathing a sigh of relief that the Japanese manufacturers' agreement to keep power below 276bhp has been scrapped. The 350Z is but the tip of the iceberg.
Other under the skin changes include a new speed-dependent electric steering system. I must admit that on the track I noticed no difference to the original 350Z's steering, but that's a good thing. Even though the steering has always been on the heavy side for everyday use, it is just right for fast road or track use. The new system seems to keep that characteristic, but has added more assistance at low speeds.
Arguably, one of the most important changes to come through on the 2006MY 350Z is to its interior. We acknowledged previously that the hard black plastic was the 350Z's weak point in an otherwise excellent package, certainly when everything else about it compares well to other premium coupes. Nissan has taken notice of this criticism and the new car is a step in the right direction. Most materials are a little softer to touch, especially the lovely new door cappings; the ventilation controls are more tactile thanks to new aluminium sections and the centre console has been updated to allow the fitting of a latest generation satnav system. Some of the switchgear has been moved too and there are even more cubby holes to stash things in.
Right, so with that knowledge I couldn't resist a few laps of the fast circuit in a 2006 Coupe. Sliding into the supportive driver's seat of a 350Z is like shaking hands with an old friend. It was a dry day so there was no point allowing Nissan's electronics to rein in my fun, so off went the ESP. On a wide track it is easy to lose your perception of speed so many great road cars end up feeling slow and wooden; not the 350Z! This car was blatantly developed on a test track and its flat ride and good communication allow you to lap hard, with just the merest hint of oversteer available whenever you please. Without running the old and new cars back-to-back it's impossible to say how much difference the extra power makes at the top end, but the last quarter of the rev counter seems to be even juicier than it used to be. We were able to hit about 130mph lap after lap on the track. It should be noted that Nissan wisely fitted a higher specification brake pad for the cars that were used on the track. It would be unfair to expect the brakes of many road cars to withstand a full day of committed driving (or should that be driving by the committed?).
I put both the Coupe and the Roadster through their paces on the B-road too and I don't care what anyone else says about body flex thanks to chopping a roof off a coupe; the Roadster is a brilliant drive. On the same torturous piece of tarmac, I enjoyed both versions driven as fast as was prudent. Without a stop watch present, the Roadster felt just as good and was certainly as much fun. Indeed, with the slick hood stowed, the experience is enhanced in the Roadster thanks to hearing every blip of the throttle in stereo. Its steering and brakes are just as good and the gearchange meaty. Heartily recommended.
Nissan must be doing something right. Since its launch in 2002, about 160,000 Nissan 350Zs have found owners, with 15,000 of those in Europe so far. Changes to the 350Z for the 2006 Model Year may be small, but they are significant and the car is set to be a continued success.
Nissan 350Z UK range overview
- Nissan 350Z Coupe: £26,300
- Nissan 350Z Coupe with GT Pack: £28,800
- Nissan 350Z Roadster: £27,800
- Nissan 350Z Roadster with GT Pack: £30,300
