Martin added a topic in General Z Car Discussions370Z Roaster testedfrom:
First Drive: 2010 Nissan 370Z Roadster
Second Time Right
/ By Matt Stone
/ Photography by Matt Stone, Kirk Gerbracht
2010 Nissan 370Z Roadster
Not everyone was a fan of the 2004-09 Nissan 350Z Roadster. The styling was clunky. There was too much chassis flex. It felt heavy. The interior was too low rent. It was noisy inside. The convertible top was unlined and made of cheapish-looking canvas/vinyl stuff.
We'd like to think that Nissan had our gripe list in hand when conceiving and crafting the new 370Z Roadster, but likely not. They just read the tea leaves, fixed everything up, and then threw in some bonus tracks for good measure. The body is more curvaceous and better proportioned. The top is longer, more elegant, lined, and trimmed in a richer cloth. The Z's underguts are structurally stiffer, which makes for more precise suspension tuning, and no squeaks or rattles. The interior has gone upmarket. Bonuses: More power, less weight, and a base price increase of just a hundred bucks.
By now you've read all the stories on how and where the 370Z is different and generally better than the previous gen 350. In summary, it is 2.7-inches shorter overall, riding atop 3.9-inches less wheelbase. Front track is up a half inch, rear track is up 2.2 inches, and overall width increases 1.3 inches. All in, it's shorter, squatter, and more of the visual mass is moved to the rear. And don't ya just love the hips on this thing.
The familiar Nissan VQ-family 3.5-liter V-6 gives way to a 3.7-liter version cranking out 26 more horsepower than before. Transmission choices are strictly high-tech. Standard is a six-speed manual with Nissan's magical SynchroRev Match capability (more in a bit), optional is a seven-speed automatic trans with adaptive shift control, manual mode, and shifter paddles on the steering wheel. The interior remains a driver-centric environment, but the materials choices and design are a cut above the old car's. Best news of all: overall weight goes down, about 150 pounds in the case the 370 vs. 350Z Roadster model. When was the last time you heard of a newer model with more equipment weighing less than the car it replaced?
The morphing of coupe into roadster is anything but a backyard chop job. As mentioned, the new top stack, made by Magna in Germany, is a much higher quality piece. It's lined, and there are no bows or structure visible inside. It's a one-touch deal, and will fully raise or lower in less time than it takes for the light to go from red to green. The old top resembled a football helmet, but this one touches down further back on the rear deck for a longer, sleeker appearance. It's neatly self-covering, with the hard tonneau nicely integrated into the design. Two roll-hoops just aft of the seats look good too, and there's a glass wind-blocker fixed between them. Not going with a retractable metal hardtop saved cost, weight, and complexity. And since the soft-top fits in a small binnacle just behind the seats, there's still a usable trunk.
Heated and ventilated seats are standard; darn handy in a roadster, although the fans for the seat coolers hiss too noisily. Suede inserts on the console and door panels are standard on the Roadster. The top can be raised and lowered from outside the car, using Nissan's new I-Key function, which will be rolling out on other models soon. Don't make fun of the Roadster's longish, deck-mounted radio antenna. It needed to be this height in order to meet Nissan's radio reception quality requirements. But you'll be able to buy a shorter version of it from your dealer, should you wish to sacrifice some AM reception in the name of style.
You can't stack many bowling balls on a bed of Jello. The new Z Roadster's front body section is 49% stiffer torsionally and 10% improved in terms of resistance to bending. The rear body's torsional rigidity is up 45 percent, with 60 percent more resistance to lateral bending. This is huge (sort of makes you wonder how they approved the last one...). The stronger platform means the suspension can be tuned with much greater precision. The other positive byproduct is a whole lot less cowl shake and body shudder when you're on rough, undulating surfaces, or run over a railroad crossing at an angle. We pounded the Z over our favorite really crappy road -- one that will set nearly any car awiggle -- and came away impressed. The worst of it sent one small shock through the structure, but it's nothing objectionable, and a big improvement over the old model. The 370 is now at least on par with a Boxster, one of the best in this area.
Forgetting the hardware and focusing on the drive, this thing is a sunny day blast. The 332-horse motor has got power everywhere, with a fairly linear delivery. The shifter is short, precise, and the tranny's gear ratios are well matched to the power curve. The Rev Match thing is magic stuff. Thumb the button that's imprinted with the shift pattern to activate it (this function has memory, so you don't have to turn it on again after each restart). Then, just hit the clutch and downshift. The computer gives you a Schumacher-quality, rev-matched throttle blip. Think of it as heel-and-toe-by-wire. The old 350's driver inputs felt artificially heavy. The 370's are still meaty, but better balanced. Nicely weighted steering also has good feel, and communication with the front tires. The brakes respond strongly and with a firm, easy to modulate pedal.
Our tester had the optional forged alloy 19-inch rolling stock. That means a pretty firm ride, but it's not over the top (the suspension can be tuned for increased compliance because of the stiffer chassis), and hey, this is a real sports car, not a limo. On the plus side is quick steering and handling response, less body roll than before, and plenty of grip. The new seats are comfortable, and grip you firmly without punishing. Wind noise is commendably low too, with normal conversation still easy at 70 mph with minimal-to-average wind buffeting. Schedules did not permit us to track test the roadster, but we suspect its numbers will be very close to that of the coupe's.
We have issues with the 370Z, and most of them translate to the Roadster. The new 3.7-liter engine has all kinds of power, but sounds harsh and grainy, lacking the sweetness of the old 3.5. Hold the revs at 5000, and it'll vibrate your fillings. We don't notice this problem in the Infiniti G37S coupe, so more NVH work is needed. And the good noise that you get out of the G37 -- the wonderful warble issued by its exhaust pipes -- is too subdued in the Z. The accessory power point is located on the passenger side of the cockpit, below the glove box, at about shin level. Why not put one in the console, were it can be reached without bending over double? The 370's exterior styling is an improvement over the 350s, but the headlight and taillight clusters are over styled. And the hard-to-read, LED fuel/temp/computer readout gauge is another case of function following form.
Track rats will still go for the Z coupe. It weighs less and offers an even stiffer chassis platform. But the Roadster gives up commendably little in terms of performance, and adds all that open air driving pleasure. Did we mention that the base MSRP goes up just $100? Guess we did, but it's worth repeating, because the 370Z Roadster is a much, much improved car for just a measly C-Note.
If you liked the last one, you'll love this even more. If you didn't, it's absolutely time to reconsider.
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Martin added a topic in General Z Car DiscussionsZ Concept cars
This Nissan Z clay model post-dates the 1998 version
The 1999 Nissan Z concept car was introduced in a Field of Dreams setting in New York.
The full-size clay model from the American Nissan design studio was developed as the new 350Z
Shiro Nakamura, Nissan senior vice president of design, shows off the 2001 Z concept car.
The Nissan 350Z testing program included the Mid Sport concept (foreground), a 350Z test mule (center), and a 350Z prototype.
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Martin added a topic in General Z Car Discussions350Z mid life update reviewNissan 350Z Coupe & Roadster (May 2007)
words - Joe Kenwright
More muscle gives 350Z a new lease of life against stiffened competition
What we liked
>> Design and structural integrity
>> Vice-free handling, improved ride
>> Benchmark engine
Not so much
>> Roadster's tight headroom, poor rear vision
>> Styling starting to date
>>No VDC on Touring models
Overall rating: 3.5/5.0
>> Engine, drivetrain and chassis: 4.0/5.0
>> Packaging and practicality: 2.5/5.0
>> Safety: 3.5/5.0
>> Behind the wheel: 4.5/5.0
>> X-factor: 4.0/5.0
The reborn 350Z released locally in February 2003 has been success for Nissan Australia. Selling in 95 countries and with 160,000 sales globally, Australia is the fifth biggest market for the sportscar after the USA, Japan, Germany and the UK. Given Australia's importance, improvements now reach local shores very quickly.
The new VQ35HR engine (HR standing for High Revolution, High Response) covers the main mechanical area that had yet to receive major attention since release. Even if it has arrived late in the model life (and is likely to be the last major change before this series is replaced), it is possibly the single most important mechanical change in the history of the Zed. It nails the muscle sports positioning of the 350 without resorting to forced induction -- hence it raises the bar while preserving the model's sophistication and superb linear response.
Although on-paper specifications change very little, the new engine features 80 per cent all-new components. Those with a historical bent might identify remarkable parallels between this new 350Z engine and Porsche's MY84 Carrera 3.2 upgrade which was also 80 per cent new. The new 350Z engine is so good that it now warrants comparison with some of the latest Porsche engines in delivery and smoothness.
The 350Z is one of the biggest selling sportscars in Australia. The latest changes are intended to keep the 350Z at the front of the pack, especially when it marks the first time that 350Z auto and manual models share the same full-strength powerplant since 2003.
The profile of the 350Z buyer highlights why this upgrade is so important. Over 62 per cent of 350Z buyers specify manual transmission, one of the highest in the business. The split between the manual-only Track specification and the manual/auto Touring models is 40:60. In fact, there were so few buyers for the auto Track version that it has been dropped.
The coupe outsells the roadster in a ratio of 68:32. For a 'canvas'-top design, roadster sales remain quite high and are expected to grow with the next model which Nissan says will offer a folding hard coupe roof. The roadster has a strong female buyer base.
The more brutal power delivery and responsive rear-drive chassis as welcome as both are, have implications for such a broad buyer base.
The sales pattern of the 350Z highlights the fickleness of the sportscar market. Following the 2003 launch as a coupe only, the 350Z sold 1662 cars in its first year as pent-up demand sparked a buying spree. The arrival of the roadster maintained sales at a steady 951 in 2004 before they slid to 643 in 2005 and 533 in 2006, despite the arrival of the MY06 update.
Already, 2007 sales are on track to exceed the 2006 figure as the overall sports segment grows by 10.8 per cent over 2006.
Although Nissan's official launch for the upgrade is May 2007, stocks came on-line in mid-April to generate 43 sales of the new model before its official launch. Despite the extensive engine changes, prices have not changed.
The 350Z's replacement is due in late 2008/early 2009 and while this is expected to be the last major change before then, Nissan will almost certainly introduce special editions to keep the model on the boil until the very end. It is worth noting that the final upgrades of icon sports models tend to achieve collector status in later years.
PRICE AND EQUIPMENT
The big change is the same high performance engine, now standard across automatic and manual models, for a meaner, more consistent sportscar pedigree no matter which model is chosen.
The new engine delivers 230kW/358Nm compared to 221kW/353Nm for the previous manual and 206kW/363Nm for the previous auto. Along with the stronger low-speed torque and higher rev limit, it has changed the character of the whole range into a more flexible and relaxed city cruiser with instant muscle on demand. The good news is that prices haven't changed and equipment is exactly as for the MYO6 upgrade (see here).
The entry level Zed is the Coupe Touring at $62,990 for the six-speed manual and $64,990 for the five-speed auto. The main features Nissan lists for this model include: five-spoke 18-inch alloy wheels, front, side and curtain airbags, ABS, traction control, leather trim, electrically-adjustable and heated front seats, single-zone climate control, six-CD 240-watt Bose audio with steering wheel controls, Xenon headlights and cruise control.
The Coupe Track adds Vehicle Dynamic Control (Nissan's ESP), front spoiler, rear under diffuser, rear spoiler, Brembo brakes and optional Burnt Orange seats with certain external colours. It comes only as a manual for $67,990. The gold calipers and bigger discs of the Brembos are a splendid sight through the sculptured five-spoke alloys.
There are only two Roadster versions. Although both shadow the relevant Coupe specification, both lose the curtain airbags for obvious reasons. The Roadster Touring comes only as an auto at $73,990 while the Roadster Track (which also loses the Coupe Track's spoilers), costs the same. Both can be optioned with the Burnt Orange seats in certain colours.
What is missing is of greater interest. Drivers will notice a large centre dash bin where a satnav display screen would normally sit, only Nissan is unable to source a suitable unit for Australia. This in turn blocks access to MP3 compatibility which is part of the 350Z's DVD and satnav package offered in the USA and Europe.
The model's age is also showing with the absence of dual-zone climate control, a feature more critical in this very tight cabin environment where there is no room to escape someone else's heating and ventilation requirements.
Because the global mix doesn't allow VDC on entry models, it can't even be ordered as an option at Touring level.
Nissan offers some great options for the Zed including a full Bilstein sports suspension kit, several rear spoiler styles for the Coupe and 18-inch alloys. New colours over the 2006 model include a three layer Solar Orange with subtle green highlights, Carbon Silver and San Marino Blue.
The 80 per cent new VQ35HR engine starts with a new block that is now 8.4mm higher. Nissan engineers explain that this is due to longer conrods -- a measure to reduce friction (due in part to side loads on the cylinder bores) and vibration at higher revs. [Ed: note this does not translate into a longer stroke -- rather, the eye-to-eye length of the conrod is longer.]
A re-engineered crankshaft with low-friction coatings and beefier journals and crank pins also add to this freer-revving smoothness.
The new dual path intake system features symmetrical straight air inlets which also contribute to the engine's extra height and dictates a new bonnet pressing with a powerbulge that recalls the original Datsun 240Z.
A more extensive and re-programmed variable valve timing system exploits the better breathing which in turn dictates a new exhaust system with a handsome big bore common length extractor-style system that lowers back pressure and feeds into two big outlets. It generates a deep growl, most unusual and endearing in these heavily restricted times.
The compression ratio has been boosted from 10.3 to 10.6:1, which is always good for extra crispness, throttle response and top-end grunt. The engine needs 98 RON Premium ULP to deliver its best.
To make sure the engine can handle the extra stresses, there is a ladder frame at the base of the block (similar to the 'girdles' of racing engines), to keep the whole lot square and rigid under high revs and loads. The bore and ladder frame is shared with the beefier 4.0-litre version of the same engine and dictates a larger sump. The engine has been lowered by 15mm in the chassis to keep the centre of gravity low and to negate the extra height in engine components.
The powerplant also features improved coolant flow for longer life and rapid warm-up and long-life Iridium-tipped spark plugs that last 100,000km but cost around $30 each when replacement is due.
Together these improvements boost the engine redline to 7500rpm -- 500 higher than before. In reality, the improvements are much more dramatic than a 500rpm lift in revs would suggest. The old engine started to get harsh and breathless well before its 7000rpm redline while the new one simply goes ballistic beyond 6000 without any sense of running out of revs or smoothness until it is electronically restrained. Coupled with the fact that the torque comes in with a wallop at much lower revs then peaks at 4800rpm, it is a sportscar engine from paradise.
Fuel economy is reasonable with a combined 11.7lt/100 km from the manual Coupe, 11.8 for the auto Coupe, 12.0 for the manual Roadster and 12.1 for the auto Roadster. With the 80 litre tank, it should just be possible to complete a relaxed Melbourne-Sydney cruise without a refill, in the Coupe at least.
Where the previous Roadster felt more of a boulevard package compared to the harder-edged Coupe, the Roadster is the big winner with the new engine and is now much more convincing as an open sportscar.
Finding the right tyre for a premium sportscar on Australian roads is never easy. Previous 350Z tyres could be a little harsh and the wear patterns could generate noise and vibration. The 2007 change in tyre specification and further tweaks have moved the bar in refinement on Australian roads almost as far as the more extensive MY06 chassis upgrade did.
The new tyre is the Bridgestone Potenza RE050A, with a 225/45R18 91W fitted at the front and a wider 245/45R18 96W at the rear. If it sounds familiar, it's because it is fitted to various Commodore performance models.
There is a temporary use 155/80R17 space saver spare -- better than nothing while leaving space for a modicum of luggage.
Power bulge aside, the latest 350Z hasn't undergone any other visible or packaging changes. There are some 'plasticky' aspects to the dash and controls that are now starting to date. The new bonnet adds necessary detail to a front that is also starting to look a little bland.
In terms of practicality, space inside the cabin and luggage area is very tight -- especially in the Roadster where a tall driver's scalp will sit above the windscreen.
The different profile of the Roadster explains why the Track model's spoilers are deleted. Indeed, the Roadster's rear boot lid height, the thickness of the rear section of the hood and the tiny rear window are on the limit of common sense in today's traffic and forces the Roadster driver to be constantly vigilant.
Add the low seating position and a rear camera wouldn't be wasted in the Roadster. The optional parking sensors are a must have. Check out this Achille's heel if your Roadster is to be an inner-city daily driver.
From a sportscar perspective, the 350Z is still a very effective exercise in terms of packaging a large capacity front engine, rear-drive design with luxury and safety equipment and mainstream crash protection. There is room for a spare wheel, even if it is a space saver, and any boot space is an achievement when there is serious body bracing including strut braces front and rear.
The Cd for the Track coupe is an effective 0.29 and for a bulbous soft top, the Roadster's 0.34 is not bad either. A wheelbase of 2650mm against a length of 4315mm shows how tight the packaging is.
A turning circle of 10.8 metres is excellent for anything that has this much rubber under the front wheel arches. The Coupe's weight of 1480kg is reasonable but the extra 100kg of reinforcement in the Roadster is enough for a noticeable impact on the performance and handling.
Refer to the launch report of the MY06 upgrade for a full description of the cabin equipment (see above link).
The main safety change for the 2007 upgrade is the larger head restraints with an active function that brings them forward in the event of a rear impact.
The extremely rigid passenger cell and the long list of standard safety features are reassuring. However, the 350Z's almost ideal 53:47 front to rear weight distribution and big increase in instantly accessible grunt must force a reappraisal of the safety feature mix in the range.
Previously, the relatively soft auto engine, especially in the heavier Roadster, had to be deliberately provoked before it came close to challenging the outstanding chassis and grip, even in the wet. This was an important safety margin when many buyers are lured out of their front-drive hatches and all-wheel drive models by the 350Z's looks.
Out of the four 350Z purchases I have monitored, only one buyer had any real comprehension of the implications of the swap to rear drive with this level of performance. The 350Z is so competent that it feels slow at high speeds, adding to the potentially misplaced sense of security.
The current 350Z range only offers VDC (Vehicle Dynamic Control) on the manual Track versions of the Coupe and Roadster -- incongruously, the models most likely to be purchased by those least likely to need VDC.
The 350Z now has closer-to-supercar performance in a highly responsive chassis that can be hard to catch once grip is lost. The Touring specification with auto has the same power and if anything, it seems to feed the extra grunt of the new engine with more immediacy to the rear wheels than the manual, and a careless downshift with the extra grunt in the Coupe Touring manual can now momentarily lock the rear wheels (with resulting drama if this is undertaken mid-corner). Yet none of the Touring models have VDC nor is it offered even as an option.
With a $70,000 350Z purchase, most buyers may have already become reliant on an ESP program in previous cars without knowing it only to step into a car that needs it more than most but doesn't offer it.
Regardless of Nissan's global policies and model mix, the latest 350Z should not be offered in Australia without VDC given its wide buyer profile and relatively low price. For what it is worth, I personally would not recommend the purchase of this latest 350Z without the VDC and perhaps also the Brembo brakes of the Track specification.
Rivals for the 350Z continue as with the MY06 model with the exception of Holden's VZ Monaro which has since been withdrawn from production.
However, the improvements delivered by the new engine along with the extra grip, ride refinement and reduced road noise, should now prompt buyers to shop the 350Z against more 'refined' product such as the Porsche Boxster, both new and used.
The 350Z Roadster has always been a tight, responsive package. Now, it has the performance and grip to be considered in the same company as the world's best open sportscars. It really is that good.
The extra agility of the lighter Track Coupe with its slick six-speed manual and powerful Brembo brakes makes it one of the most enjoyable cars to drive on today's market regardless of price. It was at least as enjoyable to drive as my own 911.
ON THE ROAD
Nissan launched the 350Z in almost identical conditions on wet Tasmanian roads as the MY06 upgrade. For several of us, it was ideal to make the comparison.
The first and most overwhelming impression is how much difference the latest tyre and suspension specification makes. Where the previous model could still be a little twitchy and at times harsh, the latest 350Z has extra compliance in its initial suspension travel and a more progressive breakaway when you do approach the limits.
Its ability to maintain speed and grip in torrential downpours (providing driver inputs were smooth) was outstanding.
The first test car was a Touring manual and its acceleration through the gearbox was impressive. Its grip and general feel are in another league compared to everyday cars.
Under Australian speed limits it never feels stretched. However, if the road is wet and you provoke it, it now has the grunt to overwhelm the tyres at which point you need to be quick to catch it. The 350Z is not a car for the young or inexperienced driver.
Like the local HSV and FPV models, it now has the sort of performance (0-100km/h in 5.7sec) that warrants a fairly serious advanced driver's course on purchase.
Where the previous model would 'die' for a short time between gear changes, this one just shrugs off such distractions and keeps charging at a relentless rate which makes entering and exiting corners so much fun. Even better is the way the new engine just loves to explore high revs and drops into the fat of the torque curve when the next gear is selected.
It takes on a rich timbre at around 6000rpm and seems to get a second wind at the point where you would give up on the previous model. It comes so close to matching a Porsche flat six in its delivery that the comparison can now be made.
The lack of driveline shunt and vibration is particularly noticeable. It is not often that you encounter a front-engined rear-drive sportscar that can match the powertrain tightness and refinement of a mid or rear-engine design but this one goes close. Coupled with the vice-free geometry of the rear end and the amazing feel that the steering allows, the driver can focus totally on maximising the performance of the brakes and engine.
The idea of a car becoming part of you is not such a cliche in this case when the 350Z so rapidly becomes an extension of the driver. The lithe and compact body plays an important role in this.
The next drive was in an automatic Touring Roadster which didn't seem as tight. Even though the five-speed auto was as smooth and responsive as ever, this example just didn't feel right when it seemed to feed more vibration into the structure. We suspect, the car was not representative. Alignment, tyre balance and other factors need to be perfect in a finely tuned sportscar chassis which may not have been the case here.
The manual Track Roadster that followed was entirely different. For the first time, the 350Z Roadster in this Track specification generates the same thrill of driving as the Coupe. Unless you are measuring the differences with a stopwatch, the driving experience in the manual Roadster is every bit as good as the Coupe and probably even better with the roof down.
This could not be said for the previous model. The Brembos just couldn't be fazed in the wicked hills and corners that border Queenstown in Tasmania's wild west.
The 350Z now has the response and the ease of acceleration to require the same levels of concentration as the latest HSV or Porsche ranges. In other words, the 350Z now has real muscle car performance but delivers it with such ease and sophistication that it requires serious concentration to stay ahead of it.
It is exactly what the 350Z needed to be in 2003. If you are ready to step up to the plate, the rewards are awesome.
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Marz added a topic in Brakes & SuspensionNew 370Z Suspension ComponentsThe Nismo front and rear stablizers, or sway bars, improve the chassis rigidity and reduces body roll when cornering for improved handling performance:
Front 27.2mm - Rear 25.4mm
The Nismo 3 piece Body Brace Set has been designed to dramatically improve chassis rigidity and therefore cornering and handling performance.
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Martin added a topic in General Z Car DiscussionsCarsales 370Z review370Z: Nissan's safer, thriftier sports car
The Nissan 370Z marks a major advance over the 350Z, boasting improved safety, efficiency, dynamics and performance
Nissan has announced full details for the locally-delivered 370Z sports car -- and the Aussie-spec cars have made it here cheaper than the old model.
At a starting price of $67,990, the replacement for the 350Z is $2000 cheaper in price than Track version of the older car. Buyers after an automatic option can settle for the new seven-speed box for an extra three grand ($70,990).
"The new 370Z delivers more agility, more performance, more practicality and more exhilaration," says Dan Thompson, Nissan Australia CEO, welcoming the new sports car to the local product range.
"It is lower, wider and shorter and bristles with new technology, including the innovative SynchroRev Match feature for automatic 'heel and toe' gear shifts.
"Only the Nissan 370Z offers the unique combination of 'no compromise' sports car style and performance at an attainable price."
Nissan is promoting the 370Z as an altogether new car with a substantial technical upgrade of powertrain components. No exterior panels are shared with the 350Z and the 370Z features a slightly larger engine (3.7 litres versus 3.5) developing more power and torque -- 245kW versus 230kW and 363Nm, not 358Nm.
In addition to the longer stroke of the new VQ37VHR engine, the DOHC powerplant's variable valve timing facility has been reworked to adjust valve lift as well. Nissan refers to this new system as VVEL (Variable Valve Event and Lift) and claims that it raises torque and driveability at both ends of the rev range.
As a consequence, peak power and torque figures occur at slightly higher engine speeds, but fuel consumption has been reduced significantly in combined-cycle testing. The manual version of the 370Z uses 10.5L/100km and the automatic is more economical still, at 10.4L/100km. Both figures are a marked improvement on the 11.7L/100km and 11.8L/100km numbers for the manual and auto variants of the 350Z. The improved fuel efficiency is offset by the new car's smaller fuel tank; 72 litres as opposed to the 80-litre tank of the 350Z. In theory at least, the 370Z's range should be on par with that of the 350Z, but Nissan claims the new car will actually travel 100km using 1.2 litres less fuel than the 350Z.
While the six-speed manual transmission is a revised version of the manual box in the 350Z, the seven-speed automatic is altogether new and brings with it paddle shifters and Downshift Rev Matching (DRM) to blip the throttle when selecting a lower gear. Both transmissions benefit from the SynchroRev Match system developed by Nissan to ensure gearchanges are smoother and faster than before. According to Nissan, the new system, which relies on clutch and gearshift sensors to monitor the driver's input, can change gear in half a second. For manual transmission variants of the 370Z, this system is switchable, meaning drivers can elect to turn it off.
Underpinning the 370Z is a new double-wishbone front suspension system with alloy members and a tweaked version of the same multi-link IRS system found in the 350Z. Drive runs to the rear via a carbonfibre propshaft as used in the 350Z and a viscous limited slip differential. The alloy wheels fitted to the 370Z measure 18 inches in diameter and Nissan has specified Yokohama Advan tyres, measuring 225/50 R18 at the front and 245/45 R18 at the rear.
Power-assisted rack and pinion steering is a modified version of the 350Z's and the level of assistance varies with the car's speed. Brakes consist of ventilated disc rotors for all four wheels, with the rotors measuring 355x32mm at the front (combined with four-piston calipers) and 350x20mm at the rear (twin-piston calipers).
The 370Z is shorter, but wider than the 350Z. In overall length, it's 65mm shorter (4250mm for the 370Z, 4315mm for the 350Z) but the wheelbase is 100mm shorter (2550mm, 370Z), which Nissan says brings the rear axle closer to the driver. As a bonus, it lends the 370Z a tighter turning circle and contributes to the larger luggage capacity. The latter is also boosted by the removal of the strut brace that was located in the boot of the 350Z. Nissan says that the 370Z will now accommodate two golf bags in the boot.
The new car is 30mm wider than the 350Z at 1845mm, while height has been reduced by 8mm (now 1315mm). Nissan has mounted the seats 10mm lower, so that headroom is not compromised.
Kerb weights for the 370Z (1517kg for the manual, 1531kg auto) are both lower than the 1532kg figure for the 350Z Track manual. Nissan engineers achieved the overall lower weight by applying weight-reduction measures such as aluminium panels for the bonnet, doors and tailgate. The new car would have been 100kg lighter than the old, if not for the added body strengthening and features that resulted in a final weight reduction of 15kg. By Nissan's estimates, the 370Z improves on the torsional rigidity of the 350Z by as much as 30 per cent.
Pedestrian safety has also stepped up a notch in the 370Z, with a 'pop-up' bonnet to ensure the victim is cushioned slightly, with the head cradled by the bonnet -- rather than impacting with the engine directly under the bonnet.
Inside the car, the driver's seat has been designed with more pronounced contouring to hug the body better and bolstered cushioning for under-thigh support. The passenger seat is wider and designed more for comfort.
Standard equipment comprises: an engine-start button; keyless entry/start; four-way electrically-adjustable seats (heated); leather seat trim; driver's seat height and lumbar adjustment; Bluetooth connectivity; height-adjustable leather-bound three-spoke steering wheel with remote controls for audio, telephone and cruise control; a Bose MP3-compatible six-disc in-dash CD audio system with eight speakers; DVD-based satellite navigation; auto-on/off headlights; electric windows/mirrors and climate control.
Safety features include: ABS/EBD, Brake Assist, dual front airbags, side-impact airbags, side-curtain airbags, active headrests and self-levelling xenon headlights.
Colours available to order are: Monterey Blue, Eau Rouge Red, Titanium, Shiro White, Chicane Yellow, Carbon Silver, Diamond Black and Brilliant Silver. Of those, only Eau Rouge Red, Shiro White and Diamond Black are not metallic/premium colours costing extra.
Published : Thursday, 7 May 2009
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Marz added a topic in General Z Car DiscussionsTrack Days for BeginnersThere are a few things you need you get your Z out there onto a track
CAMS affiliated Club Membership - CAMS Club Finder
CAMS Level 2 Speed Licence - CAMS L2S Licence
1. Fire extinguisher (AS1841, AS1846 or AS1848 - except that neither AS1841.2 nor Halon -1201 or 1311 are permitted) to be securely fixed in an accessible position in the cockpit, with the driver seated and belted (tightly). The club suggests in front of the front passenger seat. The extinguisher should weigh 900 grams and be less than six years old or have a metal tag stating that it has been checked.
2. Seatbelts must be in good condition and mounted securely. If non-factory belts are fitted, the current CAMS manual provides details of allowable types and method of fitting, in Schedule I of General Requirements of Automobiles.
3. Bonnet catches – all rear-hinged bonnets must have an additional independent non-flexible strap fitted. Permanent straps/pins attached to the bonnet are not necessary. It is merely acceptable to tie the bonnet down with light rope.
4. Steering - must have minimal free-play.
5. Suspension - must be in good condition with no significant wear in ball-joints, shock absorber upper mounts, strut assemblies, wheel bearings etc.
6. Brakes – a firm pedal with no pump-up.
7. Wheels – nuts must be tight (factory settings are torque of 60 ft/LB or metric equivalent), wheel stud threads should be intact and not deformed. Wheels should be free of cracks.
8. Tyres – must be roadworthy, or if race rubber is fitted, free from damage. This means that tread wear bars must not be exposed in the case of road tyres and tread depth dimples must be visible across the entire face of the tyre in the case of slicks. Re-tread tyres are unacceptable.
9. Metal valve caps must be fitted to all wheels.
10. Body/chassis must be free from damage.
11. Boot/cockpit – must be free of all loose articles – e.g. tools, jacks, wheel, hatch blind etc
12. Electrical – forward facing glass lights must be completely covered with clear adhesive film. All wipers, lights and indicators must be operative.
13. Under bonnet – battery must be secured; fuel lines in good condition and secured, electrical wiring secured and safe, throttle return springs operating correctly. All fluids (oil, water, brake and clutch) must be contained (no leaks) and in plentiful supply. It is suggested that extra engine oil (0.5 to 1.0 litre) be added to the sump due to possible oil surge as consequence of high cornering loads.
14. Rollover bar or roll-cage (if fitted) must be constructed and fitted in accordance with CAMS specifications – refer to Schedule J of General Requirements of Automobiles in the current CAMS manual.
1. Safety helmet (to AS1698 standard) in good condition (ie. free of dents and scratches). The current CAMS manual lists acceptable alternatives – refer to Schedule D of General Requirements of Automobiles.
2. Gloves are optional.
3. Leather or suede footwear must completely cover the foot and be firmly fitted. No sandals or thongs allowed.
4. Driver apparel must cover the body from ankle to neck including up to the wrists. Long sleeved and flame-resistant clothing is mandatory. Wool is best but cotton overalls or trousers and shirts are also suitable. Race-type overalls are not necessary.
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Marz added a topic in Media GalleryVideo Clip: 370Z Roadster in Bordeaux (Black Cherry)http://www.youtube.c...h?v=Idl-IxOnUsc
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Rob added a topic in IntroductionsHi my names Rob and im an ALCOHOLIC.....Hi All,
As the title says, my names Rob and right now im having a beer so that kinda makes me an alcoholic!!!
I like walks on the beach and... (sorry wrong forum)
Ok so seriously my name really is Rob (that part is not a lie) and i thought id be the first to pop the cherry on this topic.
A big shout out to the Admins for kicking this off, im sure this forum is going to rock!!!
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