Agile as a 2-Liter Car

The new Z is the kind of car that makes you happy the moment you start driving. Recently, the PDK-equipped Porsche 911 and Audi TTS Coupe were like that. Among Japanese cars... I can't think of any.

What makes you think "This is good" right after starting to drive is the new Z's overall "driving quality." Despite now being a large-displacement 3.7-liter car, its agility is as light as a 2-liter car. Somehow, the chassis feels so "clean." Yet, because the rigidity of the body, suspension, and steering system is extremely high, it feels substantial, not flimsy.



To be honest, the first time I drove it at the press event, I was embarrassed to accidentally activate the wipers several times while turning. In Japanese cars, the turn signal lever is on the right side of the steering wheel and the wiper lever is on the left. It's the opposite in foreign cars. While driving the Z, I often mistook it for a foreign car and turned with the wipers on. Some might call it absentmindedness, but I consider it a professional hazard. Regardless, I believe the source of the new Z's strong foreign car feel lies in its chassis/body, which is light yet substantial. It feels even more toned down than the previous model, just as its appearance suggests.

Synchro Rev Control Exceeds Expectations

In contrast, the engine is a bit of a letdown. While there's no complaint about the 336ps power—3ps more as a celebratory gift from the Skyline Coupe—a sports car engine needs a bit more flair. The "HR" in VQ37HR stands for "High Revolution." It certainly revs cleanly up to 7000rpm, but the overall revving feel is somewhat coarse. The engine's "whirring" sound, like a vacuum cleaner, also detracts from the experience.

The anticipated Synchro Rev Control was more useful and enjoyable than expected. The electronically controlled rev matching is incredibly precise, and even when releasing the clutch pedal to shift to the next gear, there's never any lurching or jerking. Achieving this level of gear change smoothness is difficult even for a skilled manual driver. It's the correct way to use a computer. At 100 km/h cruising speed, you can downshift to second gear. The moment you press the clutch and apply force to the shift lever to engage second, the engine automatically revs up to nearly 7000rpm. However, even at times like these, I wish the engine had a sweeter character. Incidentally, in the AT model, which uses a fluid coupling, I felt almost no dissatisfaction. I recommend the AT model with its 7-speed transmission and paddle shifters.



However, the decision not to equip it with a dedicated, specialized engine can be seen as a good tradition of the Fairlady Z. Thanks to this, it has long been loved by many Americans as an "affordable" sports car. A sports car with over 300 horsepower that you can buy in the 3 million yen range is unique to the Z worldwide. That said, I'd also be curious to see a modern "Z432" with the GT-R's power unit transplanted.

NISSAN FAIRLADY Z Version ST
Body | Length 4250 x Width 1845 x Height 1315mm
Engine | V6 DOHC
Maximum Output | 247kW [336ps] / 7000rpm
Maximum Torque | 365Nm [37.2kgm] / 5200rpm
Drivetrain | FR
Transmission | 6-speed MT / Electronically Controlled 7-speed AT
Price | ¥4,357,500 (6-speed MT) / ¥4,462,500 (Electronically Controlled 7-speed AT)

Nissan Motor Co., Ltd. Customer Relations Center
0120-315-232
http://www.nissan.co.jp/