Review: 2009 Nissan 370Z

Here is jalopnik review of Nissan 370Z

We typically bemoan any attempts to “assist” drivers with any form of computer chip. ABS? That’s for girls. Stability control? The car might as well drive for you. Torque vectoring differentials and AWD? Run for the hills, the machines have risen.

So when we first found out about SyncroRev Match — a system that automatically matches revs on downshifts so you don’t have to heel and toe — our response was predictably of the Luddite variety, saying it, “represents a further erosion of voluntary control and thus the skills necessary to go fast being removed from the driving experience.”

The thing is, now that we’ve driven the Z, SyncroRev Match has totally won us over. While we enjoy heel and toeing when we’re driving fast, we don’t bother while sitting in traffic and most of the rest of the driving public won’t either when they’re trying to text/shave/eat/pee while driving. SyncroRev Match does and also unlike us, it matches revs perfectly 100% of the time. That means smoother driving all the time, but it’s a particular benefit while driving fast. Since the perfect rev match is guaranteed, it leaves the driver free to focus on things like staying on the road or delaying turn in to the last possible moment. Of course, you can switch it off if you still want to show off.

Other technological advances on the Z tend less toward the gadgety side of things and more towards engineering. The 370 wears 200lbs more safety gear than the 350 it replaces, yet overall, it weighs only 33lbs more. Thank the extensive use of aluminum in the doors, hatch, hood and A-pillars for that. The engine now displaces more volume – as the name suggests its grown from 3.5 to 3.7 liters – and makes 26 more HP, now 332. More importantly, it sits 15mm lower, helping to drop the center of gravity closer to the ground for better handling. It also helps reduce the height of the hood, which is now so low that forward vision is on par with mid-engined vehicles. That new engine now sends its power to the rear wheels through a carbon fiber drive shaft that reduces inertial momentum, which increases responsiveness. Carbon can also be found on the radiator housing.

That engine now uses a variable valve event and lift system. Think of it as like VTEC, it boosts power at both low and high RPMS, but unlike VTEC, there’s no noticeable step or kick in the power delivery, which runs seamlessly from around 1,900 RPM to the 7,500 RPM redline.

Unlike most other vehicles, this new 370Z is actually smaller than the car it replaces. Overall it’s 2.7 inches shorter in length, but more importantly the wheelbase is a tenth of an inch shy of being four inches shorter, the rear track is wider by 2.2 inches and the overall height is now 0.3 inches shorter. Torsional rigidity at the subframes is also increased 30 percent at the front and 22 percent at the rear.

Double wishbone front suspension replaces the multilink setup on the 350Z reduces weight through the extensive use of aluminum, both forged and otherwise, while the four-link rear suspension is also lighter and stiffer than the setup it replaces.

The car you see here is equipped with the optional $3,000 “Sport” package, which brings that SyncroRev Match, 19″ forged aluminum wheels with summer performance tires, a limited-slip differential and front and rear spoilers.

That’s an exhaustive and incomplete list of the upgrades but, importantly, it results not only in a car that’s not terribly more expensive than the model it replaces (you can still get a Z for under thirty grand) yet drives much, much better.

Where the old 350Z was pretty agricultural, with a harsh ride, boomy exhaust note and noisy interior, the new 370Z retains that essential character but moves it way over into the realm of acceptability. You could commute every day in the 370, take it on road trips or drive your mother-in-law around in it without her complaining. But to do so would miss the point because the 370Z was built to drive fast.

Even with the stability control on and while wearing Bridgestone RE050s, the Z will spin up the rear tires in first, second and third gear during a street launch, going on to reach 60mph in 4.7 seconds. That addictive power is always available, in any gear, by planting your right foot. We say addictive because you’re going to have a hard time not using it at every opportunity. Driving the Z in traffic we found ourselves behaving like assholes, taking opportunities to undertake a single car just for the chance to accelerate. Never before has the humble modern V6 sounded more purebred than this one.

Any fears that the powerful, relatively light, rear-wheel drive Z would be an oversteering handful like the previous car aren’t borne out driving this car on the road. Understeer is nearly complete in its absence, yet inadvertent tail out action is too. Sure you can still stomp on the throttle, but you’re not going to be aggressively countersteering on ever corner exit. There’s virtually no body roll.

Steering is sharp, if a bit heavy, but feel is good – another improvement – so that weight isn’t a problem. We do wish the wheel telescoped in addition to moving up and down.

By now you’re probably catching on to the fact that we really, really like the 370Z. But we have a reason for doing so. In an age of X6 Ms, GT-Rs and most other performance cars using technology to replace the need for a skilled driver, the Z still asks that its driver knows what he or she is doing, it’s just ready to help them do it. That’s the kind of progress these purists can live with.

Buying Guide for Porsche 996 Turbo

http://www.evo.co.uk/buying/buyingguide/235617/porsche_996_turbo.html

I found this recently. All features of Porshce 996 Turbo explained. Check out.

The 911 Turbo is truly the stuff of legend, offering genuine supercar performance in a compact and practical package. In its early versions it was also infamous for its unforgiving handling. But the 996 version that appeared in 2000 was a different sort of animal. With four-wheel drive, a water-cooled engine, a smooth new bodyshell and radically updated cabin, it was a thoroughly sophisticated, all-weather, all-road supercar. And though it went out of production in 2005, in real terms it’s still as quick as anything on the road. It’s also a fantastically appealing second-hand buy, provided you’re aware of the potential pitfalls.

Compared with the previous 993 model, the 996 represented a virtual redesign. Cosmetically, it moved Porsche on in many significant yet subtle ways: the lines were smoothed out, the windscreen was raked right back, the cabin was roomier and the facia finally looked like it had been styled, though some preferred the classic Porsche look. The structure managed the neat trick of being 45 per cent stiffer yet lighter than the older model. And the early 911 handling quirks were further ironed out. Unless you were absolutely determined to drive like an arse, the 996 Turbo was as surefooted as any 190mph car. In short, it was the first of the modern 911 supercars.

The 996 generation was a particular milestone in being the first water-cooled 911, water cooling allowing an engine redesign that included four valves per cylinder, which achieved higher power outputs and much better fuel economy. But we need to clear one thing up immediately. Although the Turbo is water-cooled it’s not the same engine that’s in the regular 996s. The turbo engine can trace its ancestry back to the old air-cooled units and is directly related not only to the 996 GT3 but also the GT1 racer (3.2 litres and 600bhp!). The other 996 engines were a completely different design and had gasket problems that could lead to catastrophic failures, but not so the Turbo. This engine is very strong and can be tuned up to well over 500bhp if the fancy takes you.

As standard the Turbo had 420bhp at 6000rpm. In 2002 you could order the X50 upgrade package, which pushed the output up to 450bhp with different turbos, intercoolers, ECU tune and a reinforced gearbox. The 2002 model, sometimes known as the mk2, also saw body revisions which increased stiffness, improving handling and crash safety.

In 2003 the flop-top arrived, its reinforced B-pillars and other mods raising the weight by 70kg though it still posted near identical performance figures. The swansong was the 2005 Turbo S model, which had the X50 set-up as standard and also had ceramic composite brakes (PCCB) which work best when hot, making it ideal for trackdays. The six-speed manual is a typically good Porsche box but many Turbos were sold with the Tiptronic semi-auto. Fuel economy is good for such a rapid car – high-20s on a gentle run is not unheard of, but most owners average around 20mpg. So that’s the 996 Turbo, the sensible supercar! Now here’s how to find a good one.

Driving one today

Mid-range punch was always the 996 Turbo’s party trick and while 420bhp might not sound that impresive today when there are saloons and estates around packing considerably more, it still feels seriously rapid. It has that instant thrust that compresses internal organs against the back of the seat and draws involutary whoops of delight and a flow of power of power that just keeps on coming. The chassis and brakes are a perfect match for the engine’s performance, so invariably you’re always travelling faster than you think you are.

From the helm the Turbo may lack the intricate detailing provided by the GT3 of the interface between rubber and tarmac but it’s still impressive by any other standard, and the ride is taut whist retaining enough suppleness for long journeys to remain comfortable. With four-wheel drive and the engine slung out the back both grip and traction are incredibly strong, so much so that after a short drive you feel completely invincible. -Roger Green

These cars are generally owned by Porsche enthusiasts and so dealer servicing is the norm: most cars will have a full set of service stamps, so there is no need to risk one without.

A few cars will have seen a fair bit of track action, which is no bad thing as the car is well up to the job, although clutch and suspension wear will be exaggerated. But check for under-floor damage from aggressive rumble strips and gravel traps – dents and deep scratches will result in corrosion quite quickly. By comparison, cars that have been little used may suffer from seized electrical devices and rusty brake discs so may need more attention.

• Engine
The Turbo engine is practically bulletproof. The only issues are occasional electrical gremlins, worn alternator/starter, and the front- mounted rads can sometimes leak. You may see a small puff of smoke when starting, which is fine, but any smoke when accelerating is bad news; oil consumption can be up to 3000 miles per litre so check the dipstick regularly. There was a tune update introduced in October 2001 for early cars which made a slight improvement to throttle response so check for the X51 stamp in the handbook on pre-2002 cars.

• Transmission
The 4wd system can be noisy – you may hear it drone or whine at speed, but this is not usually a problem. Also gaskets have been known to leak, and although the gaskets themselves are cheap there is a high labour cost to change them.

• Body
Check bumpers for tell-tale small creases which can hide damage underneath. The tail spoiler has a small wing that rises above 70mph – this can fail and the two rams leak oil so check carefully.

• Wheels and tyres
As with most high performance cars, the 996 runs a fair amount of camber at the back which can wear the inside edge of the tyres if the car is always driven gently; low-speed town driving can wear the edges of the front tyres too as they camber over when cornering. Kerbing low-profile tyres can damage the sidewalls inside, so it’s worth budgeting for new tyres. The type of tyre can dramatically affect the car’s handling. For example, Michelin Pilot Sports work really well in the wet and equally well in the dry, but backing off when turning into a corner can bring the back end round in the traditional 911 manner. Changing to Pilot Sport Cups, the choice tyre for the Porsche Cup races, rear grip is increased even more than on the front with the result that the lift-off oversteer is virtually eliminated. Obviously you can’t have everything and wet grip is more ‘exciting’.

• Suspension
Bushes are bonded to the suspension links so can be pricey to replace; it’s worth checking for wear before handing over your hard-earned.

Check the car drives straight on a smooth, level road; a tendency to pull to one side or a vibration may indicate the suspension is out of alignment.

• Recalls
Check the service book has the stamps for the five recalls: replace fuel pump wiring harness and coolant line spring clamp band; fit anti-chafing sheath to engine compartment fuel line; strengthen wiring harness in area of oil filter, and secure hydraulic clutch line with extra bracket.

CAR SPECIFICATIONS

Engine:3600cc, flat 6-cyl, twin turbo
Max power: 420bhp @ 6000 rpm (450bhp for S)
Max torque:413lb ft @ 4600rpm (457lb ft for S)
Transmission:Six-speed manual (Tiptronic option), four-wheel drive
Tyres:225/40 ZR18 front, 295/30 ZR18 rear
Weight: (kerb)1540kg
Power to weight:272bhp per ton (296 for Turbo S)
0-60mph:4.1sec (Turbo)
Top speed:189mph (claimed)
Price new:£86,000

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