2005 Nissan 350Z Reviews and Ratings

Roadster 2D Touring

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2005 Nissan 350Z
Tom Lankard

Introduction
The Nissan 350Z recaptures elements of the original Datsun 240Z. It's fast, it's fun, it's pure sports car. And, like the original Z, it's affordable, or at least attainable.

This year Nissan commemorates 35 years of Z production with a special anniversary edition coupe, and there's much more to the model than just the unique badging. A significant dose of performance has also been added, including a bump in engine output to 300 horsepower, big Brembo brakes, 18-inch five-spoke alloy wheels and improved aerodynamics. There's also a new, very special high-chrome pearl Ultra Yellow pigment on the color chart.

The coupe, introduced as an all-new model for 2003, and the convertible, which debuted last year, get important upgrades, new features and revised transmissions. All 350Zs share the same sports suspension and Nissan's superb V6 engine, which punches out 287 horsepower and strong torque. Both models come standard with racy hardware: a six-speed manual gearbox, carbon-fiber driveshaft, drive-by-wire throttle, anti-lock discs vented front and rear with electronic brake-force distribution. Add the convenience features that come standard, such as automatic temperature control and a premium stereo, and the price of the Nissan 350Z is compelling.

Coupe or roadster, the 350Z delivers racecar handling, rear-wheel drive, and thrilling acceleration performance. The suspension keeps the tires glued to the road through fast chicanes. Bounce over the curbs on a road racing circuit and the Z will hold its line. Styling details like the controversial industrial-design door handles ensure this car will never be called bland.

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 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 a version with the excellent five-speed automatic, and you'll have a better commuter for the daily stop-and-go.

Bottom line: The Nissan 350Z is no poser. It more than delivers on the promise of its stellar looks. It's a real sports car with serious GT performance. The Roadster adds wind-in-your hair freedom. Model Lineup
Nine variants of the Nissan 350Z are available: six coupes and three roadsters. All come equipped with the same 3.5-liter V6 engine.

Differences among them lie primarily in trim. Different size wheels and tires, however, give the models distinct personalities. The exception is the Track model, which features higher spring rates and shock damping along with bigger brakes.

All models for 2005 get several new standard features, including a Tire Pressure Monitor System, a driver's seat front and rear lifter, heated outside mirrors and a faster processor for the optional navigation system. The clutch effort for manual transmissions has been reduced, and automatic transmissions now come with rev-matching blips of the throttle on the downshifts.

The base Nissan 350Z ($26,500) comes standard with 17-inch aluminum-alloy wheels, vented front and rear disc brakes with ABS, Electronic Brake-force Distribution, dual stage air bags, seat belts with pretensioners and load limiters, automatic temperature control, 160-watt AM/FM/CD with six speakers, power windows (with auto-up/auto-down on both sides), power door locks, power mirrors, remote keyless entry, vehicle security system, a leather steering wheel and shifter boot, comfortable cloth seats and pre-wiring for satellite radio. It comes with a six-speed manual transmission.

Enthusiast ($28,450) is the most popular model. It adds xenon headlamps, HomeLink universal transceiver, cruise control, traction control, viscous limited-slip rear differential, aluminum pedals, day/night rearview mirror, dual illuminated visor vanity mirrors. The Enthusiast model is also available with a five-speed automatic transmission with a manual mode ($29,450). The Roadster Enthusiast ($34,150) reverts to the 160-watt stereo and fabric seats but keeps the four-way power driver's seat and two-way power passenger's seat. Neither the seats nor the mirrors get heaters.

The Performance model ($30,650), available only with the manual gearbox, adds 18-inch wheels and tires, Vehicle Dynamic Control (an anti-skid system), and a tire-pressure monitor.

The Touring model is available with manual or automatic transmission. The Touring automatic ($31,800) comes with leather-appointed seats with a four-way power driver's seat, a two-way power passenger's seat, and seat heaters, heated mirrors, and a 240-watt Bose CD6 with cassette and seven speakers. But it does not come with Vehicle Dynamic Control or the aluminum pedals, and it's fitted with the 17-inch wheels. Order the Touring model with the six-speed manual ($33,400) and you get all the luxury stuff plus VDC, 18-inch wheels, and the aluminum pedals; it's a Performance model with leather and other luxury goodies, in other words. The Roadster Touring models add supplemental side airbags.

The Track model ($34,300) gets vented Brembo brakes, 18-inch rubber mounted on lightweight aluminum wheels, and front and rear spoilers. It comes with the cloth, but is equipped with VDC, the viscous differential, xenon headlights, tire-pressure monitor, HomeLink, aluminum pedals (of course), the electrochromic mirror, and illuminated visor vanity mirrors (to ensure your hair is safely tucked under your helmet).

A side air bag and curtain air bag package ($569) is optional on the hatchback and a very good idea, as is the supplemental side air bag option ($250) on the Roadster Enthusiast. A DVD-based navigation system ($2,000) is available.

No sunroof, no T-top is available on the hatchback, so if you like high-performance, top-down motoring, your choice is the roadster. Nissan says high-performance parts will be available from Nismo, the company's racing division that competes at Le Mans and other sports car venues. Look for engine, suspension, and body bits. Walkaround
The 350Z looks aggressive with its bulging front fenders and fast back. 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 (somewhat similar to the Mazda RX-8 design).

The Z shares its underbody architecture with the Infiniti G35 coupe and sedan. Moving the engine rearward evens out weight distribution, which improves handling balance. The Z Roadster adds more than 200 pounds to the hatchback's 3,200 pounds, but the weight front/rear weight split remains at 53/47 percent. It's balanced well for accelerating out of corners.

An extremely short front overhang and a short rear overhang make for agile handling. It also means you don't scrape driveway transitions like you do in a Corvette. Bulging fender flares make the Z look like it's ready for the racetrack, which it is.

The hatchback's shape helps the Z slice through the air with a minimum of drag (0.29 on the Track model). The Roadster's more traditional coupe outline isn't quite as slippery, attaining a drag coefficient of 0.34. (But what do you care when you've got the wind in your hair?) Underbody airflow is managed well, 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, even in the Roadster with the top up, and a stable sports car at high speeds.

With the top down, conversation in the Roadster required only slightly raised voice levels; the stereo did, however, have to be cranked up a bit. Interior
Inside the 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 bottom features a mound in the center at the front to restrain the driver from sliding forward under deceleration. Aggressive side bolsters grip the waist to hold the driver in place. The leather seats in the Touring model feel a little firmer than the cloth, and are available in charcoal, burnt orange or frost. Either cloth or leather are good choices in this car. The supportive seats and a driver's dead pedal mean you never feel like you have to hang on.

The seating position should be good for drivers with long legs, though the steering wheel felt a little close when the seat was adjusted for the legs of a six-footer. It's worth noting, however, that this feeling went away the moment the key was turned in the ignition. The Roadster boasts an inch more headroom than the hatchback, thanks to the articulation of the top's various mechanicals.

Tilt the steering column and the main pod of gauges moves with it, ensuring a clear view of the instruments for drivers of all sizes. The instruments consist of a big tachometer and flanking speedometer, fuel and temperature gauges. Reminiscent of the original Z, nestled in three pods on top of the dash are a voltmeter, an oil pressure gauge and a digital trip computer. They look retro-cool, but reading them requires more than a glance.

Two toggles to the right of the steering wheel operate the trip computer, used to check outside air temperature, distance to empty, speed, average mileage, and average speed. It has a stopwatch function (to check out those 0-60 times), and a tire-pressure monitor for 18-inch wheels. With the Trip Computer, the driver can program a shift light to come on at a certain rpm. The small red indicator on the tachometer begins flashing about 500 rpm before the preset engine speed is reached, whereupon it comes on solid. You can program it for the ideal shift points for acceleration or fuel economy, then let your peripheral vision pick up the indicator. We've seen race cars with this feature (though the red shift light is sometimes as big as a golf ball). If you don't like this feature you can turn it off.

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 grew on us. Stylish interior touches, such as the inside door handles integrated into aerodynamic pods for the side vents, give the Z a racy, modern look; with the AC at work on hot days, the handles chill to fit their frosty 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. Below the radio 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. Overhead are well-designed map lights and a bin for sunglasses. Power window switches are auto-up/auto-down. Two power points are available, one in the center console, the other in the bulkhead between and behind the seats (but neither is conveniently located for radar detectors).

The Z is not the best place to drink things. There's a pair of cup holders in the center console, but they're mounted too far to the rear for use by the driver, and passengers will find them awkward. It might be best to ditch the cup holders and use the center console for storage. Another cup holder is mounted on the passenger-side dash. It pops out with the press of a button, feels flimsy, but works well and isn't too much of a stretch for the driver, just past the audio controls. The firm suspension makes drinking hot coffee from an open cup while underway a risky proposition on all but the smoothest highways. We can only recommend drinking your coffee at the coffee shop. This is a sports car, not a cruiser.

At first it doesn't seem like the Z offers much in the way of storage. For starters, there's no glovebox. Cars without the navigation system get a nice lined storage pocket above the radio, but it's saddled with a lid that registers high on the bogus scale: Pressing a button opens it, but closing it requires grasping it between thumb and finger, pulling it out and carefully pressing it closed. Owners will adjust to it, but it's our least favorite feature. There's a small, lined ashtray-size compartment (not recommended for ashes) on the center tunnel and there's a spot on the outside of each seat for a pen or pencil. Turn around and the picture brightens considerably where a thoughtfully designed system of storage compartments provides handy places to stick stuff.

From the driver's seat, you can access a large lockable box, bigger than a shoebox but smaller than a breadbox, built into the bulkhead behind the passenger seatback. When stopped, but without getting out of the car or opening a door, it's easy to flip the passenger seatback forward via a handle in the center of the seatback. Then, it's a simple matter to open a lid that reveals the storage bin. The lockable lid has a quality feel to it and the bin is lined to keep things from rattling about. But as the only lockable storage inside the car, this bin becomes a critical feature in the Roadster, and it falls short of expectations. Unlike with the hatchback, the passenger seatback in the Roadster has no mechanical release for tipping it forward. Instead, you press a rocker switch situated ungainly on the back side of the seatback; conveniently, it's an automatic, press-and-release process for tilting the seatback forward, but re-reclining the seatback requires holding the button during the entire process, often leaving you with a somewhat cramped arm. Also, in the admittedly unlikely event the car's battery dies or becomes disconnected, you're stuck with whatever you locked up securely out of your reach, too. A smaller bin is mounted higher and somewhat more awkwardly toward the center in the hatchback that could hold a map, checkbook, PDA or cellphone. Identical bins on the driver's side in the hatchback are accessed when standing outside the car by flipping the driver's seatback forward.

Cargo in the hatchback rides in an hourglass-shaped well, squeezed in the middle by the shock towers and the big strut-tower brace that ties them together. (That cross brace is functional: hatchbacks flex and the Z's chassis engineers wanted to ensure a rigid monocoque.) The Z offers more cargo capacity than a Mazda Miata, but less than a Porsche 911 or Boxster. We're comparing small boxes here. An avid golfer at Nissan swears two golf bags will fit in the cargo compartment, if you pull the big woods out of the bag and load them separately. Nissan says fitted luggage will be available for the Z. Coming up with your own system to compartmentalize the cargo area might make it better for carrying stuff. The same holds for the Roadster's trunk, which at 4.1 cubic feet is the smallest of the lot. Nissan promises accommodations for a golf bag, however, posting a diagram on the underside of the trunk lid depicting which end of the bag to insert first.

The Roadster's power top operates similarly to that of the Boxster's. Prepping for windblown hair is a simple matter of pressing the foot brake and working a flat, toggle-type switch in the lower dash to the right of the steering column. Manual manipulation of a latch mounted in the center of the top's front bow is required to latch or unlatch it. The top stows in a recess occupying the upper part of the trunk and is covered by a cleanly sculpted body panel that opens and closes as needed, avoiding the hassle of dealing with one of those detachable covers that many people throw into some dark corner of the garage. Driving Impressions
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 it a real driver's car. This car is very fast with brilliant acceleration. The Roadster's additional weight, a result of the platform strengthening to increase rigidity, no doubt adds a tick or two to the 0-60 measurement but isn't noticed in everyday driving.

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 pound-feet comes at 4800 rpm, tapering off as 287 horsepower 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 feels perfectly synchronized, making shifting easy and enjoyable. Clutch pedal effort has enough heft to remind the driver that this is a serious sports car. With the Roadster's top down, the exhaust tone is music to the driver's ears, rising and falling melodiously and crisply as the gears are worked through the turns on a twisty road.

The automatic transmission works great, really smooth and responsive, and it didn't leave us feeling like we were 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. With manual mode selected, the automatic holds lower gears right up to the rev limiter, upshifting only when the driver desires. Downshifts are electronically managed to ensure an overly rambunctious pilot doesn't over-rev the sweet V6. The delicious exhaust tone is wasted on Roadsters fitted with the automatic, though, when it wanders almost aimlessly up and down the scale as the engine slips seamlessly amongst the gears.

Handling feels taut and well controlled in both hatchback and Roadster. These cars really stick through fast sweepers, allowing the driver to keep the throttle down. The steering is sharp and accurate and the Z 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. In either case, the ride gets jouncy on bumpy roads, most noticeably when cruising slowly, but it doesn't beat you up and we expect a firm ride with a sports car like this.

Buffeting at highway speeds with the top down was much less than we expected, thanks to the tempered glass deflector mounted between the rollbars behind the seats and to racy body panels tapering back from each of the seat positions. Anti-flap seatbelt retainers further reduce the perceived buffeting effect. Rear side vision loses little to the convertible top, as the hatchback's quarter panel already blocks a sizable area of blind spot.

The brakes are easy to modulate, fun to use, and do a good job of stopping the car. Electronic brake-force distribution (EBD) and Brake Assist come standard on all 350Zs. Just like it sounds, electronic brake-force distribution improves stopping performance by dynamically balancing front and rear braking forces. Brake Assist is a mechanical system that applies full braking if it senses an emergency-braking situation where the driver has not stepped hard enough on the brake pedal to engage the ABS. Push the car too hard into a corner or find yourself on a slippery surface and Vehicle Dynamic Control (VDC) and traction control come to the rescue by reducing power or applying brakes at individual wheels. All of this stuff helps the driver maintain control of the car at the limits of the tires.

If you like to drive on racetracks, then you should select the Track model for its Brembo brakes. The weight of the Z challenges the stock brakes when they are used over and over, lap after lap. Also, the Z understeers when driven to the limit, meaning you need to get it slowed down a little more for the corners, then use the torque to power out. The big Brembos probably won't significantly reduce stopping distances, but with dual-piston calipers and bigger discs, they should resist fade better than the standard brakes, an advantage when turning laps on a racing circuit. The Track model may be a bit much as a daily driver, however. For daily driving, we recommend one of the other models. Summary
The Nissan 350Z stands alone in its price class. This is the car for drivers who want serious sports car performance in a GT body without shelling out the big bucks. And Nissan has added a truly sporty variant to the mix with the 35th Anniversary Z.

Its rear-wheel-drive chassis is rigid and its suspension is taut for excellent handling. The V6 engine delivers lots of torque for strong acceleration 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.

New Car Test Drive correspondent Tom Lankard is based in Northern California. With Mitch McCullough in Los Angeles.

Model as tested
Nissan 350Z Roadster Enthusiast ($35,150)
Basic Warranty
3 years/36,000 miles
Assembled in
Oppama, Japan
Destination charge
540
Gas guzzler tax
N/A
Base Price
26500
Price as tested
36560
Options as tested
side airbags ($250); 18-inch wheels ($1,200)

Model Line Overview
Model lineup
Nissan 350Z 6MT ($26,500); Enthusiast 6MT ($28,450); Enthusiast AT ($29,450); Performance 6MT ($30,650); Touring AT ($31,800); Touring 6MT ($33,400); Track 6MT ($34,300); Roadster Enthusiast 6MT ($34,150); Roadster Enthusiast AT ($35,150); Roadster Touring 6MT ($36,550); Roadster Touring AT ($37,550)
Safety equipment (standard)
dual-stage frontal airbags; seatbelts with pretensioners and load limiters; ABS with EBD and brake assist; traction control
Safety equipment (optional)
N/A
Engines
3.5-liter dohc 24-valve V6
Transmissions
5-speed automatic

Specifications as Tested
automatic temperature control; 4-way power driver's seat; 2-way power passenger seat; power windows, locks and mirrors; AM/FM/CD audio with 6 speakers; tilt steering with integrated gage cluster; cruise control; HomeLink universal transceiver; auto-dimming rearview mirror; trip computer; oil pressure gauge; voltmeter; cross-drilled aluminum pedals; dual-illuminated visor vanity mirrors; leather-wrapped steering wheel and shift knob; real aluminum interior accents; lockable storage behind passenger seat; 3 cup holders; vehicle security system; vehicle immobilizer; remote keyless entry; 17-inch wheels; xenon headlamps; seal-tight windows

Engine & Transmission
Engine
3.5-liter dohc 24-valve V6
Drivetrain type
rear-wheel drive
Horsepower (hp @ rpm)
287 @ 6200
Transmission
EPA fuel economy, city/hwy
19/26
Torque (lb.-ft. @ rpm)
N/A

Suspension
Brakes, front/rear
vented disc/vented disc with ABS, EBD, and Brake Assist
Suspension, front
independent 3-link with stabilizer bar and strut bar
Tires
P225/45R18 / P245/45R18
Suspension, rear
independent 4-link with stabilizer bar and strut bar

Accomodations
Seating capacity
2
Head/hip/leg room, middle
N/A
Head/hip/leg room, front
39.2/53.2/42.6
Head/hip/leg room, rear
N/A

Measurements
Fuel capacity
N/A
Trunk volume
4.1
Wheelbase
104.3
Length/width/height
169.4/71.5/52.3
Turning circle
35.4
Payload
N/A
Towing capacity
1000
Track, front/rear
60.4/60.6
Ground clearance
4.7
Curb weight
3445


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