Unlike the GT-R, it looks like PIs (Parallel or Grey Importers) will not catch Tan Chong napping for the new Z-car, the Z34 370Z. Unfortunately, as much as we like the new Z (esp. vs. the earlier 350Z), it seems likely that in the eyes of the average car 'enthusiast', the Z-car is likely to stay in the shadow of the fearsome GT-R, which is a real pity actually since it really is a stellar package. (see http://m0t0rhead.blogspot.com/2008/11/blog-post.html)
Although the shape bears a close resemblance to the earlier 350Z, that's as far as any similarity goes. C'mon people, this is the classic Datsun Z silhouette and it wasn't even new when the 350Z first appeared on the scene.
Of course you get the usual bandwagon-hopping haters who are quick to condemn the Z due to their preconceived notions based on the earlier 350Z, but the moment you ask if they've even tried the new car... they fall silent. LOL
A/T transmission aside, the new car is an agile and nimble performer with its shortened wheelbase; even LBH and kerbweight have been optimised to create an engaging handler. Visually speaking, the 370Z is more dynamically compact than before and has been endowed with a more aggressive stance.
As a friend commented, pictures don't really do the car any justice and the 370Z has to be seen in person to really appreciate it.
With such a flamboyant shape (and colour), it doesn't really need any OTT body-kit to make it stand out. The yellow show car only had a unobtrusive boot-spoiler that proved the tasty cherry topping on this delectable dessert.
If factory tuning is your cuppa tea, there's a NISMO S-Tune package for the car:
http://www2.nissan.co.jp/Z/Z34/0812/index.html
familiar cues remain, like the distinctive door handles.
Thanks to the chassis refinement and tweaked suspension, ride comfort on the 19-inch alloy rims and low profile tyres aren't as harsh as one might imagine.
Although the test car didn't have the Brembo brakes from the previous 350Z, the stopping power of the OE brakes (Nissan Sport) is stupendous! The pedal feel is firm and unyielding (never mushy); the confidence it inspires really pushes the driver to test the performance envelope of the car.
The steering feel is meaty and well-weighted; it's direct and offers ample feedback for the enthusiast.
A pleasant surprise: the cabin is really nice, with leather and alcantara mixing it up with tactile plastics. The supportive, well-bolstered seats are half-electric, with seat-back and seat-angle adjusted via two toggles positioned on the inner edge of the seats. the driving position is pretty much spot-on; even taller drivers will have no problem squeezing a helmet under the roof of the car for their weekend Sepang fixes.
Only the A/T was available for test so we didnt have an opportunity to really get to grips with the M/T (and its patented syncrorev match system). The 7 speed auto is a smooth operator and when you're using the paddles to downshift, the engine helpfully 'blips' to rev-match, which ultimately results in smoother shifting that also prevents the car from being unsettled. I'm not an A/T sort of guy, so i'm not going to go into any further detail on the transmission; at least until if (and when) i get my hands on the M/T.
not a huge fan of the LED style fuel level indicator and the fuel consumption bar. My mind's still trying to decide if it likes the mix of analogue and digital style gauges.
Compared to its predecessor's 3.5L, the new 3.7 V6 is a real gem. It's smooth, refined and very flexible from low to high rpms. Although the new car no longer sounds like an agricultural vehicle when pressing hard, it's a little disappointing that Nissan didn't engineer in a sportier note to the exhaust to really let the V6 sing. Thankfully, it's nothing a Titanium exhaust set-up can't solve!
The power delivery is linear and there is plenty of torque available from low-down the rpm. Sure it may not be as high-revving a unit as many may prefer, but the power band is very flexible and one can tap into this under all kinds of conditions. coming from a high-revving s2000 2L, you need to adjust your driving style a little but once you get into the swing of things, it's easy to see why many people believe there's no replacement for pure displacement!
Unfortunately, with used GT-R prices falling to below the 200k$ region (for 1+ year old grey import examples), it's going to be hard to justify the purchase of a brand new 370Z, as accomplished as the car is (155-165k$ MSRP). Road tax is largely similar to its bigger brother (the GT-R) and as of mar 17th 2009, the insurance premium for 34-35 yr olds is approximately 2.8kSGD with 40% no-claims discount.
However, if you're looking for an involving steering, sparkling chassis and more engaging drive, the 370Z ticks all the right boxes as far as old-school motorheads are concerned - there's far more to a performance car than just outright acceleration in a straight line...
Fast Facts : Nissan 370Z A/T
Engine: 3696cc, 32-valves, V6
Maximum power: 331bhp at 7000rpm
Maximum torque: 365Nm at 5200rpm
Transmission: 7-speed automatic transmission
0-100km/h: approx. 5.5 seconds
Top speed: 245km/h (electronically limited)
LxBxH: 4250 x 1845 x 1315 mm
Wheelbase: 2550mm
Kerbweight: approx. 1.5-tonnes
Agent: Tan Chong Motor Sales, tel: (065) 6466-7711
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