If what we see, hear, and surmise are to be believed-we think they are-the front-engine rear-drive "260-plus"-hp two-seat Nissan Z will not fail to inspire Zedophiles and common sports car enthusiasts alike. When the production car actually reappears in the late summer of 2002 with a slightly more subdued visage (and a convertible to follow shortly thereafter), Nissan claims it'll have a price under $30,000 and will outperform everything in its price category-plus many cars priced well above. Sounds like a winner to us, but how?
Here's what they will tell us: Under its sports car skin, Nissan admits the next Z's platform will be shared with a yet-unspecified future Infiniti product, and its V-6 engine will be a high-performance version of the lauded 3.0L "VQ" block from the Maxima, punched out to 3.5L of displacement. The Z's circumspect, official 260-plus-hp figure exactly matches the mathematical product of multiplying the Maxima's specific output (75.9hp/L) by 3.5 instead of 2.988L. That's too convenient, so what remains to be seen as of this writing is how much the "plus" is, by what means they intend to achieve more horsepower, and on what platform the Z ultimately will be based.
It's widely known Nissan's COO Carlos Ghosn highly regards Ferdinand Piėch's platform strategy at Volkswagen and intends to organize Nissan's product line in a similar fashion: Amortize development costs by using shared platforms and engine combinations with enough differentiation, for example, to allow an Audi TT to look, feel, and drive differently from a VW Jetta-or a Nissan Z to be different from an Infiniti compact sedan.
This might sound like a stretch, but a little investigation reveals some irresistible clues. Take a look at the year-old Infiniti XVL concept sedan, described as a "next-generation rear-drive platform engineered specifically for use with a compact V-6 engine." Bingo. If that's not convincing enough, we also have information on a high-performance Maxima-based engine that "is a NEO DI VQ30DD direct-injection gasoline-fueled V-6 featuring NExT [tuned] combustion to obtain substantial improvements in both fuel economy and power output." For the Z, it's questionable whether they'll forgo traditional electronic multi-port fuel injection in favor of yet-unproven direct injection, but we still believe this to be the basis for the '03 Z-car's DOHC 24-valve 3.5L engine. Further supporting this assumption is the fact that there are already various versions of the VQ block in the Maxima, I30, and QX4 while there's a 250-hp/3.5L version of the VQ block in the '01 Pathfinder.
If Nissan goes with the new direct injection, the Z's version of the VQ engine will employ an electronically controlled swirl control valve to optimize combustion at varying piston speeds, and, like the Pathfinder, the Z-car will also have continuously variable valve timing, variable induction, and a variable capacity muffler like the Maxima. Expect the engine to be positioned as far rearward as possible, perhaps in a "front mid-engine" configuration, as in a BMW Z8. Its output will be well above 260 hp, closer to 280 (maybe even 300 hp) to offset the car's reportedly hefty 3200-lb curb weight. This seems a little heavy.
Additionally, much has been whispered about the Z engine's commendable torque figures. While one of the easiest ways to improve an engine's torque characteristics is by increasing the pistons' stroke, this strategy coincidentally fits into the scheme of increasing overall displacement from 3.0 to 3.5L. Voilą! A front mid-engine 3.5L/280-hp DOHC V-6 with variable valve timing and tuned intake and exhaust, or in other words, a seriously modern, efficient, clean, and powerful engine.
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you'll find the show car's aluminum and orange interior a bit sterile, but we're
assured the production car will be more inviting. The two-passenger-only cockpit
will be essentially the same in layout, except it'll have a three-pod instrument
cluster. The hatchback lifts to expose adequate cargo space and a beautiful rear
strut-tower brace promised to survive to production.
Finally, the confirmed driveline will be offered with either a close-ratio six-speed manual or five-speed electronically controlled automatic transmission. Nissan claims a conservative 0-60-mph time of under 6.0 sec, and we believe it. The last 3500-lb 300-hp 300ZX turbo we tested in '95 (at $42,000!) ran a 5.5-sec time, so six seconds seems well within the abilities of the new-gen Z. Undoubtedly, this kind of punch would send a shiver directly down the spine (to the right foot) of a $50,000 Porsche Boxster owner-exactly what Nissan intends to do.
Supporting all this engine gee-whizardry will be a suitably sporting chassis with fully independent suspension and grippy 245/50R17 (optional 255/50R18) performance tires; anticipate at least a Bridgestone Potenza. While its 104.3-in. wheelbase is longish for a sports car, its track width lends a proportional, square overall footprint similar to the last 300ZX's, though not quite. We won't know the exact type of suspension used (e.g., struts, short/long arm, multi-link) until the production Z appears, but if we're to take seriously Nissan's claim of "the best-handling volume sports car on the market," expect multi-link fore and aft, aided by anti-roll bars below and strut tower braces atop-including the confirmed and highly visible one in the rear that'll house the center stoplamp in production models.
Because of the $30K-target pricetag, don't expect Nissan's Skyline-derived HICAS four-wheel-steering system (darn) nor all-wheel-drive system (double darn). But, as we've seen Brembos on Skylines just like the ones on this Z concept car, we'd bet they've already made a deal with the Italian brake manufacturer for the Z. Above all, Nissan wants everybody to know the Z is not merely a "sporty" car in the current-model Celica or Eclipse 2+2 sense. Rather, Nissan feels that a real sports car is a two-seater-as was the original 240Z. The designers even shortened the doors to ensure there was no mistaking the Z for a 2+2 sporty coupe. Nissan engineers have been spotted driving Porsche Boxsters and BMW Z3s through the hills south of Los Angeles, so they know what they're up against.
Speaking with Bruce Campbell, director of design at Nissan Design America (NDA), we learned this show car's slightly exaggerated personality was rendered well after the design freeze was made on the production "foam" model we'd seen earlier in the month, but were not allowed to photograph. What we can tell you is there's very little difference between the two: This show car's grille is a little larger, its fenders are a bit wider, the 20-in. wheels will be replaced by 17- and optional 18-inchers, and all that nifty LED lighting will be replaced by conventional units. Of course, the interior materials and billet aluminum are also a bit of blue-sky designery. The final execution will be slightly different, but the fundamental theme will be the same-just more production-friendly.
Regarding the Z show car, Campbell said, "Overall, I like the production version of the car better because it's more elegant and refined. This one will be appealing [to show-goers] in its rawness." One design detail that's been a small bone of contention is the vertical metal door handle strap. Because of potential problems with its open, leading edge catching on, say, a pedestrian, there are continuing refinements being made to bring it within safety guidelines. Campbell added, "There's one cool thing I'd like to get back from the clay model we [initially] presented. [The door handle] had five small, blue LEDs that lit when the fob was pushed. It was a thoughtful touch that wasn't seen as a gimmick, but really iconic, functional, and even welcoming, done in a modern way. Of course, they might be a victim of cost for production." The bottom line is Nissan's committed to the vertical door handle, the low price, but probably not the blue LED handle.
So what does all this tell us? Nissan's serious about reentering the sports car market with the '03 Z and plans to do it the same way Datsun did it almost 30 years ago with the 240Z. In fact, the very first article we ever printed on the 240Z was in the March '71 issue, and you're holding the March '01 issue in your hands-spooky.
Nissan's reborn Z appears well set to carve out a spot in the marketplace somewhere just above more elemental sports cars, such as the MR2 Spyder, and Miata, yet is on track to cost less than the SLK, Corvette, and aforementioned Boxster. Likely competitors will include mid-level versions of the Z3 and Honda's high-winding S2000. The look should be right, and if the hardware comes together as promised, the performance will be, too.
Good luck, Nissan. Welcome back, Z-car.
