The bad news is set to worsen for the new car dealer sector. When GE and GMAC announced their intent to withdraw from dealer ‘floorplan’ financing, they set affected dealers a December 31 deadline to find alternative financing arrangements.

That deadline is coming at them like a train.

At least 30 percent, and possibly as many as 40 percent of new car dealers across Australia could be affected by GE and GMAC’s decision to ‘cut and run’. Many of the affected dealers, particularly those battling slowing sales, with lower turnover volumes or who write less of the more-profitable consumer finance on the cars they sell, will find it difficult to secure the operating credit necessary in time to avoid collapse.

Floorplan finance is not a particularly attractive investment for financiers. The margins on the credit provided to dealers in financing the floorplan (i.e. the dealer new car stock) are slim: sometimes as low as 1-2% above bank bill rate. Most are involved to get to the consumer market, car buyers financing through the dealership – it’s called ‘retail paper’ -where the margins are healthy and profitable.

In a market of slowing vehicle sales, plummeting consumer confidence and talk of recession, alternative floorplan suppliers are not bolting joyously into the market to scoop up the dealers left high and dry by GE and GMAC.

The mess is compounded by fears the Ford Credit is examining its operation here and is also in some doubt as to its intent for its future in the Australian market.

And the closures have begun: a trickle now, but unless new financiers begin stepping into the breach, and quickly, the trickle could become a flood. Country new car dealers, in particular, are most exposed. A flood of collapses there would be a disaster for the regional communities they serve and for the employment theyprovide.

A flood of collapses would also put the rest of sector under pressure. What will GE and GMAC do with all the new cars they will suddenly have on their hands should large numbers of affected dealers be unsuccessful in securing new financing arrangements?

In the normal course of events, unsold new cars repossessed from failing dealerships would be cleared through vehicle auction houses. But suddenly having tens of thousands of new cars landing in the auction market will devastate the retail sector and crucify remaining dealers.

It would also, by extension, have a devastating affect on our local motor vehicle manufacturers.

The size of the ‘hole’ left by GE and GMAC’s departure is around $2billion. It will not be easily filled. There is now a quiet but desperate battle going on within the industry to bring new financiers into the market. And to buy a little more time. In documents sighted by The Motor Report, the Australian Automotive Dealer Association, VACC and the Federal Chamber of Automotive Industries have written to GE and GMAC to persuade them to extend their 60 day notice period.

They have also requested the Treasurer, Mr Wayne Swan, to formally request GE and GMAC to provide dealers with “at least six months notice of withdrawal of finance”.

In documents also sighted, VACC has written to the Chair of the Future Fund Management Agency, Mr David Murray, seeking an opportunity to meet to discuss the “short term credit facility” that has been proposed by the Federal Government to assist affected motor vehicle dealers.

Senator Conroy, in response to a question in the parliament on the 12th of November, confirmed that “the government has asked Mr David Murray to explore options to help facilitate larger and more liquid institutions, providing liquidity support to various market linked investment vehicles”. (Hansard)

He also said, “St George Bank and Esanda Finance have indicated that they are considering potentially extending their market share in the Australian car finance market following the withdrawal of GE and GMAC Australia. It is possible that $1 billion to $1.5 billion of the $2 billion shortfall could be picked up by Esanda and St George.”

Certainly Esanda and St George will pick up some. However, they can, and will, cherry-pick. But unless we see new entrants, a lot of dealers – and their employees – will be out in the cold.

As we have commented before, there is no good news in this for anyone. The battle is on in the new car sector to avert a disaster.

Related posts

• Floor Plan Credit Crisis Will Hit Country Dealers Hardest
• VACC And New Car Dealers Discuss Local Financial Crisis
• When Two Become One: Jeep Cherokee to Merge With Dodge Nitro?
• VE Commodore wagon and HSV Maloo Ute
• Updated 2008 Ford Focus

Honda will be targeting the corporate segment when it releases its new Diesel Accord Euro early next year. The combination of a diesel’s high-mileage and a modern automatic transmission is rapidly gaining ground as a favourite among execs and corporate fleets; with the Diesel Accord, Honda is looking to cash in on this market.

Honda is relatively new to the diesel game, having only begun work in 2004, but the figures indicate that it has got its head firmly around the technology. The 2.2L turbo diesel mill, i-DTEC in Honda speak, is good for 100kWs and 350Nms of torque. Top speed will be over 200km/h so there’s no risk of keeping your licence behind the wheel of this Accord.

The five-speed automatic transmission to be fitted to the Euro is an all in-house affair. Honda did not want to compromise on the performance of the vehicle by utilising a third-party transmission, so went about creating its own. The all new unit will use the same straight gate layout and paddle shift system as seen on the petrol powered Accord Euro.

The combination of Honda’s new automatic transmission and the i-DTEC engine results in C0² emissions ranging from 170-174g/km (saloon and tourer respectively). The returned fuel economy figures are equally impressive, ranging from 6.2L/100kms for the saloon and 6.6L for the tourer.

Honda’s Accord Euro is already a highly competent package and the availability of a turbo diesel engine combined with an all new five-speed auto is the right move for the times. Keep your eye out for our review in the new year as we’ll definitely be looking to get behind the wheel.

Related posts

• No related posts.

We’ve brought you a few of the bigger news items from the 2008 SEMA show, but that only captures a small part of what a wild and wacky event the Specialty Equipment Market Association’s annual trade show is.

If you’re not familiar with SEMA, it’s where anything and anyone related to the automotive aftermarket comes to show off their latest wares. The show fills the massive Las Vegas Convention Center to capacity, which covers almost 300,000 square meters. It lasts four days, but I have never, ever, been able to see it in its entirety.

This is typical SEMA fare. Heavily-stickered show cars proclaiming the sponsors of heaps of aftermarket and OEM performance parts. Most of the cars consist of Japanese tuners, classic Yank tanks, and high-dollar luxo-Euro metal.

This heavily turboed Infiniti G37 was built by Cusco to showcase the specialty tuner’s wide array of performance parts. It won the coveted Gran Turismo award, given by the series’ creator, Kazunori Yamauchi, and will be rendered in an upcoming version of the video game.

To draw attention to its air-ride suspension products, Firestone’s booth was adorned with this hand-built aluminium hot rod based on a Peterbilt cab and Chevy 350.

Unfortunately, in an effort to outdo each other, sometimes companies get carried away and you get this:

With such excess on display, it’s one of the few times the manufacturers let down their hair and party with the aftermarket.

The featured car this year was the 2010 Chevy Camaro. So naturally, GM had a fleet of heavily customized examples filling its booth. This was my favorite, with livery inspired by Mark Donohue’s 1968 SCCA Sunoco Camaro.

Ford showed off this 1970 F-100 pickup with 19 miles on the odometer. Floating above it was an example of a fully-licensed reproduction Mustang body, built by a Taiwanese company.

Sometimes the OEMs get carried away too, resulting in something like this. This mess of fiberglass and chrome may look like an primitive ocean dwelling crusteacan but it’s called the Galpin Scythe, and it was once a Mustang. I don’t ever want to hear the word “ricer” from domestic fanboys again.

Toyota had this sinister Lexus GS built by Five Axis. As a hybrid, it’s good for mother Earth, but looks oh-so-evil.

How about a North American Mazda 6 touring car?

Nissan brought out a ‘32 Ford highboy built around the V6 and an amalgam of suspension pieces from a 1996 300ZX.

My heart belongs to the nostalgic stuff though, which is why I found this resto-mod Plymouth Super Bee so gorgeous (even though I’m a Chevy and Ford guy).

And I am in love with this 1972 Nissan Skyline Hardtop at the Toyo Tires booth, which garnered far more attention than the race-prepped Porsche 911 beside it.

But because of the over-the-top rides that inevitably appear, SEMA has gained a reputation for being the car show that’s as gaudy as Las Vegas itself. As such, I would be remiss if I didn’t point out some of the crazy stuff that must anger starving third world children no end, like a donk limo paired up with a slammed dually pickup.

If God suddenly decided to deliver a long-overdue smoting to Sin City, this lifted Toyota 4Runner would make a great escape vehicle for the aftermath.

If you have a taste for bling, then a pink Bentley or a Rolls Phaeton pushing 30-inch wheels.

But even those look staid compared to this blown Hemi V8-powered Roller.

Sadly, this year’s show came at a time of record sales declines for the automotive industry as a result of the downward spiraling economy. A palpable vibe of uneasiness hung over the entire show, which was much smaller than years prior. Detroit has been hit especially hard, but so have the aftermarket companies, several hundred of which canceled their appearances. Even big dogs like Michelin, which usually has a ziggurat adorned with Enzos and Veyrons in their floor space, were no-shows.

With so much overkill present, the casual observer may think business is booming, but the truth is it that most of these firms were simply trying to appear confident in the face of a long uphill battle. Hopefully things will turn around soon - or next year all the cars may look like this:

Related posts

• No related posts.

Having recently driven between Sydney and Melbourne on a single tank of fuel in a Golf diesel, we can attest to the economical way in which the modern diesel performs in the real world (that road test is coming soon). Peugeot has just completed an altogether more serious “Coast2Coast” challenge in South Africa with their 308 HDi.

The Peugeot 308 HDi in question, has driven exactly 1689.7 km across South Africa on a single tank of diesel, that’s an average fuel consumption of a ‘hybrid like’ 3.4 L /100 km.

“We knew the 308 HDi was incredibly light on fuel, but we were pleasantly surprised when we pulled up near Durban on the same tank of fuel that it had set off with on the other side of South Africa ‘’, said Mike Wilson, Marketing Manager for Peugeot Motos South Africa

The diesel Peueot completed the challenge by arriving in Umhlanga after setting off from the small town of Kleinzee on the Northern Cape coast.

Peugeot devised the Coast2Coast Challenge to prove a point or two. The first was obviously to showcase the fuel-sipping talents of its ultra-efficient medium size hatchback, but that’s not all. Peugeot also wanted to highlight what motorists can achieve when they choose to drive in an economical manner, not just to help their hip pocket but also to lessen their impact on the environment.

“The success demonstrates that when technology designed with the environment in mind is allied to a fuel efficient driving style, the increased distance between refuelling stops can be startling.”

While the result obtained on the Coast2Coast challenge is remarkable, it still runs second to Peugeot’s recently earned Guinness World Record for fuel efficiency in Australia, where an average distance of 1,919 kilometres was achieved per tank on a drive around the country.

Related posts

• VW Reveals Ultra-efficient Golf BlueMotion Concept
• Toyota clocks up over a million hybrid sales
• Peugeot 308 RC Z Concept
• Peugeot 308 diesel-electric hybrid
• Frankfurt IAA - 62nd International Motor Show

With the new 2010 Mustang, Ford has taught us all just how long you can stretch out a campaign, releasing a shadowy new image almost twice a week, each time revealing just another corner of the Mustang’s subtle new facelift (and websites falling over themselves to be the first to share it with their readers).

The wait is over.  We can all stare at the gorgeous new ‘Stang for a while, and dream about Ford Australia offering it to poor ‘muscle-coupe-deprived’ Aussies.

Continuing the history-bound styling loyal to the Mustangs of old, the 2010 Mustang’s lines are evolutionary rather than revolutionary.

“The best Mustangs have always been the ones that connect young America with the spirit of the times – and the 2010 does exactly that,” said J Mays, Ford’s group vice president of Design. “The new Mustang is close to the magnetic center of the original, fully loaded with the swagger you’d expect, but with modern refinement and attention to detail like you’ve never seen in a muscle car.”

The facelift begins with the grille, featuring a narrower, more aggressive opening, and tightly hugged headlights.  In the centre of the grille sits the revised Mustang badge, with its sharper and more defined lines speaking volumes for the car itself.  Huge fog lamps – though smaller than those on the outgoing model and inspired by the 1967-68 Mustang – sit proudly in the grille on the GT version, while the V6 wears them down in the lower fascia.  The bonnet swoops up into a ‘power hood’, adding visually to the car’s aggressive muscle-car status, while also allowing for enhanced engine cooling beneath.

The headlights and front indicators, now integrated into one unit, are modern interpretations based on those found on the 1970 Mustang.  It seems the further we move into the future, the closer Ford brings the Mustang back to its heritage.

“We understand Mustang’s heritage and iconic status it has in the world and as a symbol of Americana,” said Peter Horbury, executive director of Design, The Americas. “We wanted to create a face that is more muscular but unquestionably, unequivocally Mustang and carry that spirit through to the entire car.”

Virtually every length of the exterior sheet metal, except for the fast-back roofline, is all new for the 2010 model.

The front and rear fenders feature taut, sculptured wheel flares, with a classic spear-like character line tearing along the doors leading to what Ford describes as a modern interpretation of “hip” rear fenders. “It helps give the car aggressive, forward direction, like it’s ready to jump,” said Doug Gaffka, Mustang chief designer.

Moving around to the rear, we see more aggressively angled corners, a sculptured deck lid, and a prominent rear badge, surrounded by a sleek new tail light design featuring three LED bulbs firing sequentially from the inside for turn indication. This sequential pattern was a distinct feature of the Mustang in the ‘60s, and returns in 2010 for the first time since.

“More than 9 million customers have made Mustang one of the world’s most beloved automotive and cultural icons,” said Mark Fields, Ford’s president of The Americas. “Making sure this modern legend lives up to their expectations has been a driving force for the team, which went to great lengths – gathering customer input everywhere from race tracks to Main Streets in cities throughout the U.S. – working to create the best Mustang ever.”

For 2010, Ford believes the Mustang team delivered.

“The new Mustang marks new levels of both power and refinement,” said Paul Randle, Mustang chief engineer. “We’ve designed and engineered this to be the next classic Mustang that everyone talks about for years and years.”

The update isn’t all on the outside, of course.  Ford’s intentions with the new model were to make Mustang a genuine performance and handling option for buyers seeking the best of both worlds.

“We adjusted the springs, stabilizer bars and shocks to better balance the ride, steering and handling for all models, which results in a more engaging driving experience,” Mustang Vehicle Engineering manager Tom Barnes said. “The 2010 Mustangs feel more controlled for steering and handling, yet retain a good ride balance.”

The wheels are now one inch bigger across the board, ranging from 17 to 19 inches, further improving braking and handling and ensuring each model in the range holds up the sports and muscle car reputation.

For performance, customers can choose from either a V6 or a V8 for the coupe, convertible, or glass-roofed model.  The 4.6-litre V8 sees power increased to 235kW.

“It runs on regular gasoline, but if you put in premium it has adaptive calibration that will give you even better mid-range torque,” Barnes said, adding that Easy Fuel™, Ford’s innovative capless fuel system, is standard on all models.

“It’s an upgrade to the most-robust, most-accessorized engine in the marketplace today,” Randle added. “No one has the reliability, no one has the upgraded options. This is a fantastic engine, proven on the race track, the drag strip and on the highway.”

AdvanceTrac™ Electronic Stability Control (ESC) is now standard and complements Mustang’s all-speed traction control and anti-lock braking system (ABS).

“It gives a driver a little more confidence that in any type of condition the car will maintain what they want it to do,” Barnes said. “The 2010 Mustang improves ride quality and maintains world-class steering and handling.”

The part-retro interior is a return to innovative styling and quality, once a feature of American auto manufacturing.  The instrument panel and console flow as one shape, another strong connection to the Mustang heritage.  The seats and arm rests have high-quality stitching.

The dash features a soft-touch skin, encompassing aluminium-finish panels, chrome-ringed gauges, and dual-vane air register vents precisely crafted and positioned.

“That’s the difference between good enough and exceptional,” said Gary Morales, Interior Design manager. “We wouldn’t accept anything less than leadership design and world-class craftsmanship.”

The new center stack design adds the latest version of Ford SYNC™, with new features 911 Assist and Vehicle Health Report. Drivers also can customize their ambient and instrument lighting through the My Color™ system, which features 125 color options.

“The centerstack is quite progressive. The electronic finish panel containing the audio and climate control buttons and knobs are integrated into the finish panel,” said Kim Zielinski, Mustang Instrument Panel engineer, 2010 Mustang. “I believe the customers will really like the new look.”

Standard safety equipment includes dual stage front driver and passenger air bags and front seat-mounted side air bags.

With an almost-completely redone exterior echoing the classic Mustang designs of the past, and an interior featuring a welcome change in the American auto industry’s attitude towards quality and design, the 2010 Mustang looks set to become the car it should have been from the outset.

Better late than never at all.

.

Gallery

.

Related posts

• Pony Gets New Look For 2010 Ford Mustang
• Ford Releases 2010 Mustang Teaser Images
• Ford Releases 2010 Mustang Dashboard Teaser Image
• 2010 Mustang Interior Added To Teaser Images
• 2010 Ford Mustang Latest Teaser Images

AMG boss Volker Mornhinweg has announced that the Mercedes-backed tuning company will release a diesel-engined high performance model by 2011.

The oil-burning sports car will most likely be based upon the C320 CDI, whose 3.0-litre V6 already cranks out a handy 165kW and 510Nm. Mornhinweg made no mention of just what AMG had in store for the diesel Merc, but he did describe it as being the spiritual successor to the AMG Hammer of the 1980s: an E-class sedan with a 5.6-litre twin-cam petrol V8 that could race to 100kph in just 5.4-seconds.

With consumers gradually warming to the idea of diesel-engined performance cars and the rising cost of petrol encouraging drivers to switch to the sooty stuff, AMG’s decision to create a new diesel model makes sound commercial sense. If the AMG diesel proves successful it would be no surprise to see other cars in M-B’s lineup getting the same treatment. But what do you, the enthusiast, say? Should AMG stick to the stonk-tastic V8s that it knows so well, or is about time that automakers and tuning houses moved away from petrol-powered hedonism?

[Autocar]

Related posts

• Mercedes-Benz C-Class Estate unveiled
• Mercedes-Benz achieves best sales year in the history of the marque
• Mercedes Benz GLK official release
• Mercedes Benz introduces diesel passenger cars to Japan
• Frankfurt IAA - 62nd International Motor Show

Struggling to sell new cars in North America and with cash reserves dwindling, Ford Motor Company is set to offload a 20 percent stake in Mazda, according to the Japanese manufacturer.

Ford isn’t looking to bail out of Mazda completely. Selling 20 percent of Mazda will still leave the cash-strapped Ford holding a 13.4 percent stake in the Japanese manufacturer.

However, Ford is in a race against falling stock values. The recent credit crisis and ravaged stock markets has seen the values of stocks around the world plummet. The 20 percent share in Mazda that Ford is selling was valued at $850m a month ago. Based on Mazda’s share price on Tuesday of this week, that share is now valued at a mere (in comparison) $543m.

Interestingly, the prospect that Ford will be reducing its share in Mazda saw the Japanese manufacturers share price jump 6.4 percent on Tuesday.

In an ironic twist, Ford first bought a stake in Mazda in 1979 and then raised that to a controlling share in 1996, saving Mazda from potential bankruptcy. Having turned Mazda around, it now seeks to shore up its own sagging bottom-line by selling out.

With US car firms Chrysler, Ford and GM in the process of hitting the US taxpayer up for USD$25 billion in emergency funding (on top of the USD$25 billion already pledged by the Bush administration), will the $500m generated by the sale of its Mazda shares even be noticed, or simply absorbed into the black hole of Ford’s financial woes?

The latest reports indicate that Ford’s shares in Mazda may be bought by trading houses Sumitomo and Itochu, Japanese insurance companies, car parts maker Denso and by Mazda itself.

Thanks for the tip Adam!

Related posts

• Ford Australia Announces 450 More Jobs To Go
• Road Test: Ford Mondeo TDCi versus Saab Aero TTiD
• Mazda Updates BT-50 Range For 2009
• Mazda to Cut Vehicle Fuel Consumption 30 Percent by 2015
• Mazda Planning Chevy Volt Rival

The cat’s out of the bag, folks. Although embargoed until tomorrow, a few websites have jumped the gun and published the official specs of Nissan’s upcoming Z34 370Z. We were happy to wait until ’starter’s orders’ and sit on the information, but with the embargo broken, we now feel we can also reveal what lies beneath the all-new coupe’s shapely skin.

There’s been virtually no carryover between the 370Z and the current-gen 350Z, with nearly every component from the old car being redesigned, rethought or replaced. While the chassis is based on the 350Z’s FM platform, the wheelbase has been shortened by 99mm and rear track width pumped up by 56mm. The changes in these critical dimensions should translate into more nimble handling and better stability while the new Z’s shorter, lower and wider external dimensions not only make it look stouter and more purposeful, but will also bring a slight weight saving.

On the topic of weight, Nissan has sunk a fair chunk of cash into making the 370Z as light as possible. The bonnet is now an all-aluminium structure, (the previous Z had an alloy skin over a steel skeleton) and the rear hatch and door skins are now made of the lightweight metal as well.

The front suspension cradle is aluminium too, and has the added benefit of increasing body rigidity in the front. Structural reinforcements and an underbody V-brace in the rear also improve rigidity, and Nissan says the 370Z now boasts 22 percent more torsional strength in the rear and 30 percent more in the front. Vertical bending rigidity is also up by 30 percent over the 350Z, making the Z34 a far better platform for track duty and, ahem, ’spirited’ street driving.

The official numbers for the 370Z’s 3.7-litre VQ37VHR engine puts power at 246kW and torque at 366Nm, with the redline moving north to 7500rpm. That’s 18kW and 3Nm more than the 350Z, although to be fair to the ol’ Z33, the new car’s peak figures are achieved much higher in the rev range. Coupled with the Z34’s relatively low 1466kg curb weight (39kg less than a base model 350Z), that should translate into some pretty brisk performance.

Buyers will be able to option either a slick six-speed manual transmission or a seven-speed automatic, both of which come with their own unique features. The automatic gets a pair of column-mounted magnesium-alloy paddle shifters (much like those in the V36 Skyline) and can apparently swap ratios in just 0.5 seconds. A downshift rev-matching feature, Adaptive Shift Control and a more direct torque converter system also do much to improve the slushbox’s sporting ability.

As for the manual, it’s a close-ratio six speed with a short-throw shifter linkage. Fairly traditional stuff, except for the all-new SychroRev Match system, which automatically blips the throttle when rowing down through the cogs - a virtual heel-toe, if you will. Sure, it’s a bit of a gimmick for those more attuned to the ways of manual transmissions, but it’s bound to be a hit with drivers who never quite mastered the art of nailing all three pedals with just two feet

The Z34’s suspension is a big step up from the 350Z’s handling hardware, with the Z33’s front multi-link making way for an all new and all-aluminium double-wishbone system. The front anti-roll bar is also lighter now and with 35 percent more stiffness, while the rear suspension linkages and cradle have also been redesigned to drop weight and improve handling.

The Z34’s various cosmetic changes aren’t just a nostalgic look back at the Z-car’s heritage either. With a coefficient of drag of just 0.30, the 370Z equals the 350Z in terms of slipperiness, and Nissan spent much time in the wind tunnel ensuring the new Z’s shorter body didn’t compromise aerodynamic performance.

US market 370Zs will come in two flavours: the base 370Z and the 370Z Touring. The Touring gets leather seats, a six-speaker 240W Bose sound system, Bluetooth connectivity, alloy pedals, a rear cargo cover and electrically adjustable seats, while the base model makes do with more downmarket cloth seats and a four-speaker stereo. A Navigation Package adds a sat-nav system, 9.3GB hard drive storage for music and an iPod interface.

Both models can also be ordered with an optional Sport pack, which brings enough performance enhancements to be considered another spec level in itself. The Sport Package adds 19-inch forged alloy wheels with wide Bridgestone RE050A tyres, bigger brake rotors and multi-piston calipers, a viscous LSD and the SynchroRev Match system for manual-equipped cars. It also brings a front chin spoiler and a rear hatch spoiler, both of which eliminate front and rear lift, reduce the coefficient of drag to 0.29 and promote high-speed stability. Money well spent.

Speaking of money, US customers should be able to get their hands on a 370Z for around USD$30,000. US deliveries are set to start in January 2009. Interested parties should reserve their car soon, as we can see these things selling like hotcakes - economy be damned. As for Australia, the 370Z is set to arrive in mid 2009, although pricing and total allocation has yet to be confirmed.

There’s loads more info on Nissan’s latest performance offering, so hit up our comparison table and the official press release below for further details.

<!–[if !mso]> <! st1:*{behavior:url(#ieooui) } –>

All-New 2009 Nissan Z®: Sculpted, Engineered and Equipped to SHIFT_ Driving Excitement

In the first full redesign of the iconic Nissan Z® since its re-introduction as a 2003

model, nearly every piece and component has been rethought or redesigned –

shorter wheelbase, greater use of lightweight body materials, new engine with more

horsepower and improved fuel economy, a new 7-speed automatic transmission with

paddle shifters, a world’s first synchronized downshift rev matching system for the

manual transmission, new high quality driver-centric interior and new available

technology features.

But to get the full measure of the new model, now designated the Nissan 370Z, one

need look no farther than the subtle upswept line of the new rear quarter window.

Quintessentially Z®, the window harkens back to the original 1970 240Z – a car that

revolutionized the sports car world with its unique combination of performance, style

and, especially, value. The new 370Z solidifies the Z®’s position as one of the most

desirable sports cars on the planet – at an affordable price – bringing true sports car

performance to everyone.

“The fresh character of the 2009 Nissan 370Z is immediately apparent in the crisp

new exterior design, which is sportier yet still immensely identifiable as a Nissan Z®,”

said Al Castignetti, vice president, Sales, Nissan Division, Nissan North America, Inc.

“One usually thinks of evolution as being linear. The new 370Z’s ‘super evolution’

builds on the best features of both the first and last generations Z–cars – respectful

but not retro, simple yet sophisticated, and 110 percent pure Z®.”

Solidifying the strengths of its immediate predecessor, the new 370Z was conceived

as an “Everyday Sports Car,” targeting segment-leading performance and a base MSRP of around $30,000 (final performance figures and pricing to be available at a

later date).

“The new 370Z lives in the sweet spot of performance, style and value, a position

that Nissan invented with the original Z®. It’s an authentic sports car that you don’t

have to make sacrifices to own – or drive everyday,” said Castignetti.

The new 2009 Nissan 370Z Coupe model is scheduled to go on sale in North America

in January 2009, followed by a new 370Z Roadster for the 2010 model year.

The New Exterior: Not Just Sculptural, Functional

The 2009 370Z’s dynamic new styling offers dual benefits – a more aggressive

appearance and a lighter, tighter structure for enhanced performance. The new Z’s

wheelbase is nearly four inches shorter than the previous generation Z® (100.4

inches versus 104.3 inches), accomplished by moving the rear wheels forward in the

2nd generation FM platform, while overall length is reduced by 2.7 inches (167.1

inches versus 169.8 inches). At the same time, the overall width been increased by

1.3 inches, the rear track by 2.2 inches and overall height reduced by 0.3 inches,

giving the 370Z a much more aggressive stance.

The more compact exterior dimensions and expanded use of lightweight materials

help reduce weight. For the first time, the Z® features aluminum door panels, along

with an all-aluminum hood (the previous aluminum hood design utilized steel

reinforcements) and an aluminum hatch.

At the same time, the body structure was extensively revised, improving front body

torsion rigidity by 30 percent; a new front suspension cradle to reduce front body

lateral bending; new rear structural reinforcements; and an underbody “V-bar” to

help reduce rear lateral bending. Other enhancements include the use of a carbon

fiber composite radiator housing and strengthening of the rear fender and hatch

areas.

Rear body torsion rigidity is improved by up to 22 percent and rear body vertical

bending rigidity is improved by up to 30 percent. The result is enhanced overall solidity and handling capability. Even with all of the new body strengthening

measures the overall body-in-white is lighter than the previous body-in-white.

“As every race car driver knows, weight is the enemy of performance and rigidity is

the foundation for handling – but they usually work at cross purposes from each

other,” said Castignetti. “With the new 370Z, the engineers were able to build a

body that is both stronger and lighter, enhancing Z®’s athletic performance abilities.”

Along with its new structure and stance, the 370Z has a taut new skin – one that

looks completely new, yet completely Z®. The exterior design incorporates

intentional 240Z styling cues, a sleek aerodynamic shape, a “dynamic motion” feel

with a dramatic cantilevered roof (with Nissan GT-R styling cues) and a “low visual

gravity.”

The coefficient of drag is 0.30 (0.29 with the Sport Package), the same as the

previous generation 350Z Coupe. The new Z® also maintains the previous

generation’s zero front lift and zero rear lift when equipped with the rear spoiler,

thanks to extensive aerodynamics efforts – including an “inverse area” front bumper

design which smoothes the flow of air to the sides of the vehicle, while the rear

design maximizes the control of air flow from the roof to the rear hatch. In addition,

the front overhang was extended 1.2 inches and more than 200 rear quarter panel

patterns were made and wind tunnel tested to counter the negative aerodynamic

effects of shortening the wheelbase (versus the 350Z).

“The 370Z incorporates all of the signature Z® elements – the long nose, canopy

cockpit, muscular fenders, vertical door handles,” said Castignetti. “What’s new is a

more wheel-oriented, organic design with more of a sense of precision and agility.”

One of the most distinctive features of the bold new exterior design is the

headlight/taillight treatment, which features a fierce “boomerang” shape. High

Intensity Discharge (HID) bi-functional xenon headlights with auto on/off feature are

standard.

The hood’s deep character lines continue over the windshield into the new,

cantilevered roof design. The intense broad-shouldered rear shape is highlighted by

the integration of the boomerang taillights and wide, flared rear fenders.

The 370Z’s sleek silhouette is defined by its upswept quarter window design that is

echoed by the dynamic upward curvature in the lower rocker panel and the sense of

the taut sheet metal molding itself around the wheels and frame. Attention to detail

and functionality is evident throughout the exterior design, including the addition of

a flashing (repeater lamp) side marker lamp/emblem.

Performance body pieces are available as part of the optional Sport Package,

including a front chin spoiler and rear spoiler. The 370Z is offered in seven exterior

colors: Pearl White, Monterey Blue, Brilliant Silver, Magnetic Black, Solid Red,

Platinum Graphite and a launch-year only, premium signature color, Chicane Yellow.

A Driver’s Cockpit Equipped To Make Car and Driver Feel Like One

The interior design of the new 370Z continues the Z® tradition of enhancing driving

pleasure, no matter what the road or traffic conditions offer.

“As an Everyday Sports Car, every aspect of the interior needs to address two needs – support and enhanced

driver performance during spirited driving and offer high levels of comfort and utility

for normal commuting and around-town activities,” said Castignetti.

The traditional 2-seat layout is built around a deeply scooped instrument panel with a full-length center console separating the driver and passenger’s seat. In the rear

is an open cargo area with enhanced storage and accessibility. The design focus

incorporates a “layer concept,” with an information layer, an operation layer and a

holding layer.

The information layer provides enhanced visibility with easy access to all key data.

The gauges are once again attached to the steering column, so the driver doesn’t

have to choose between the perfect steering wheel position and visibility of the

gauges. The upper steering wheel opening in front of the gauges was also enlarged

to provide a better view of the readouts.

Gauge size has been increased over the previous generation design, including a 15

percent increase in the tachometer, and the gauge angle has been adjusted.

The instrument panel retains the traditional 3-pod cluster with oil temperature,

voltmeter and clock, while the speedometer and tachometer now include an “initial

sweep” function, coming alive when the Z® is first started.

The operation layer includes the steering wheel, shifter and switchgear. The steering

wheel is an all-new “oval” 3-spoke design, which offers baseball-style stitching,

improved thumb grips and palm rest areas for improved feel on long drives. The

surface of the leather-wrapped wheel is “shaved” to provide a more kidney-like

shape to better fit in the hand. The shifter was also redesigned, with the manual

transmission shifter padded in different areas to improve the accuracy of diagonal

shifts and to feel softer in the hand for forward and backward motions.

The holding layer includes the seats, knee pads and door trim support. The driver’s

seat is uniquely different from the passenger’s seat, with lower seat cushion cut-outs

on the sides where the thighs rest – allowing the driver to push on the pedals

without the seat fighting them. The seat also features an improved frame that helps

it to better hold the driver in place during cornering. It also offers a 0.4-inch lower

hip point than the previous Z® driver’s seat.

Both the driver and passenger’s seats are structured with an anti-slip material in the

main seating surface. The sporty woven cloth seats feature standard 8-way

driver’s/4-way passenger manual adjustments, with heated 4-way power-adjustable

leather-appointed seats standard with the 370Z Touring model. Adjustable front

seat Active Head Restraints are also standard.

The door armrests have been designed to provide extra support when cornering and

the kneepads are better integrated to help the driver maintain the proper position

while cornering.

In addition, the available aluminum pedal pads utilize a new rubber insert material to

improve grip and the accelerator pedal and brake pedal are completely new. The

accelerator pedal is now floor-mounted (versus hanging) to provide better contact

with the foot, less effort to operate and easier pedal-to-pedal foot/heel movement.

The brake pedal is a new variable ratio design with enhanced rigidity and easier

operation.

Interior packaging is also enhanced from the previous generation, including the

removal of the rear strut brace (replaced with less intrusive structural

reinforcements) and by adding a new “shelf” area behind the seats, creating an ideal

area for storing briefcases. A retractable cover is standard on the 370Z Touring

model. A locking glove compartment has been added.

Standard interior comfort and convenience features include Nissan Intelligent Key™

with Push Button Start, power windows with one-touch auto up/down feature, power

door locks with auto-lock feature, a center console box with a new non-intrusive

cover design, automatic climate control, rear window defroster with timer, two 12-

volt power outlets, four cupholders (two in door panels, two in center console), dual

overhead map lights and a AM/FM/CD/AUX 4-speaker audio system with illuminated

steering wheel-mounted controls.

The 370Z Touring model adds standard 4-way power adjustable heated synthetic

suede and leather-appointed sport seats with adjustable lumbar support, 6CD Bose

audio system with eight speakers (includes dual subwoofer) and MP3/WMA playback,

XM® Satellite Radio (XM® subscription required, sold separately), Bluetooth® Handsfree

Phone System, HomeLink® Universal Transceiver and passenger seat map

pocket.

An optional Navigation Package includes the touch-screen Nissan Hard Drive

Navigation System with XM NavTraffic® with Real-Time Traffic information (XM®

subscription required, sold separately), 9.3GB Music Box Hard Drive and Interface

System for iPod®.

The 370Z interior is available Black cloth or for 370Z Touring models, a choice of

Gray, Black or Persimmon leather-appointed seating.

“Of all the tremendous enhancements to the new Z® interior, one that is easy to

overlook is the enhanced quality – both in fit and finish and in the quality of

materials and designs,” said Castignetti. “Z® is proving once again that outstanding

performance is available at an affordable price and so is outstanding quality.”

Taking Performance To A New Level

Since so many aspects of a sports car’s performance come down to the simple

formulation of power-to-weight, the engineering teams behind the development of

the new 370Z made that their priority focus. On the weight reduction side of the

equation, they put the new Z® on an extremely restrictive diet. Beyond just the

pounds shed with the body-in-white, every component throughout the vehicle was

scrutinized. For example, fuel tank weight was reduced by 13.9 pounds, the exhaust

system by 3.8 pounds, the audio system by 3.5 pounds and the 19-inch wheels by

approximately seven pounds each for the fronts and six pounds for the rears – an

estimated 225 pounds total.

Along with the reduced weight, the center of gravity was lowered through use of a

lower engine positioning (-0.6 inches) and lower driver hip point (-0.4 inches).

Rotating mass was reduced with a shorter carbon-fiber composite driveshaft. All of

these weight savings were needed, of course, to counter the added weight of the

Z®’s enhanced body structure and new technology and safety features. The net

weight reduction is 95 pounds for the 2009 Nissan 370Z over the comparable 350Z

Enthusiast model.

On the power side of the targeted class-leading power-to-weight goal, the new Z®

picks up 26 horsepower utilizing the fourth generation of Nissan’s award-winning VQ series V6. The new 3.7-liter VQ37VHR engine with VVEL (Variable Valve Event and

Lift) is rated at 332 horsepower @ 7,000 rpm and 270 lb-ft of torque @ 5,200 rpm,

compared with the previous 3.5-liter V6’s 306 horsepower @ 6,800 rpm and 268 lbft

of toque @ 4,800 rpm.

Along with its larger displacement, the new engine gives better power delivery all the

way to the 7,500 rpm redline, improved low-end power and more high-end torque,

creating an entirely new driving experience. Approximately 35 percent of the

engine’s parts are new, versus the previous design.

Key to the enhanced performance is the VVEL system, which is able to optimize

intake valve open/close movements, allowing the needed air to be sent promptly to

the combustion chamber at the precisely optimized time.

Since the VVEL system can adjust to open the valves slightly, it improves fuel

efficiency by reducing camshaft friction and fuel waste. It also provides cleaner

emissions by allowing for quicker warm-up of the catalyst and by stabilizing

combustion when the engine is cool. The engine also has a new “growl” from the

dual exhaust system due to reduced back pressure, enhancing driving enjoyment.

The new engine is backed by a choice of two new advanced transmissions, both

designed to improve driver performance. The new close-ratio 6-speed manual

includes an available world’s first synchronized downshift rev matching system,

which allows drivers of any skill level to experience professional-like gear shift

performance. The “SynchroRev Match” function automatically controls and adjusts

engine speed when shifting to the exact speed of the next gear position, essentially

“blipping” the throttle to smooth out any up/down shifts. This not only allows the

driver to focus more on braking and steering, it improves vehicle balance and

smoothness by reducing the typical “shock” when the clutch is engaged. The system

can be deactivated with a button next to the shifter for drivers who prefer less

vehicle intervention. The SynchroRev Match system is offered as part of the optional

Sport Package.

“The SynchroRev Match system takes nothing away from the driver – you still have

to engage the clutch and move the shifter – it just gives you a performance edge by

smoothing out the gear engagement,” said Castignetti.

Overall shift feeling has also been improved, with reduced vibration and noise

(accomplished through improved lubrication) and a modification to the lever angle of

the short-throw shifter.

The 370Z’s new 7-speed automatic with Downshift Rev Matching (DRM) and Adaptive

Shift Control (ASC) is designed to offer quick, manual-like shifting when operated in

manual mode with a target time of 0.5 seconds between shifts. Drivers can use the

standard paddle shifters or the shift lever. With new torque converter lock-up logic,

the new 7-speed automatic feels more direct, like a manual transmission. The new

7-speed’s wide gear ratios offer improved fuel efficiency, while the Adaptive Shift

Control is designed to adjust to the driver’s driving style.

“The combination of the new 3.7-liter engine and advanced new transmissions puts

the Z® solidly at the front of the class in terms of responsive acceleration,” said

Castignetti. “Add in the enhanced handling from the revised suspension – which

provides better grip, reduced understeer, improved road holding, reduced impact

harshness and better ride – and you’ve got a new standard for thrilling

performance.”

Estimated fuel economy is 18 mpg City/26mpg Highway for both the 7-speed

automatic and 6-speed manual transmissions – increases of 1 mpg City/2 mpg

Highway for the automatic and 1 mpg Highway for the manual transmission versus

the 2008 350Z.

The previous generation Z®’s suspension has also been rethought to reduce weight,

improve strength and improve camber change and lateral displacement. The doublewishbonefront suspension (replacing the lower multi-link setup in the 350Z) uses

lighter forged aluminum arms and a lightweight rigid aluminum-alloy cradle, along

with a lighter stabilizer bar with a 35 percent improved lever ratio.

The 4-link rear suspension is also now stiffer and lighter, with the rear cradle entirely

integrated into a single part (no welding). All-new “high response” shock absorbers

are utilized on each corner, with ride comfort improved through reduced shock

friction.

The standard 370Z wheel and tire package features 18×8.0-inch front/18×9.0-inch 5-

spoke lightweight aluminum-alloy wheels with P225/50R18 front/P245/45R18 rear

Yokohama ADVAN Sport maximum performance summer tires.

Also available as part of the optional Sport Package are 19-inch RAYS forged

lightweight aluminum-alloy wheels with Bridgestone Potenza RE050A P245/40R19

front/P275/35R19 tires.

The Z®’s already advanced braking system has been upgraded to include improved

overall brake feel, better fade resistance and improved NVH. With adoption of the

new variable ratio brake pedal, pedal stroke feel is more direct. The standard 4-

wheel vented disc brake system includes Anti-Lock Braking System (ABS) with

Electronic Brake force Distribution (EBD) and Brake Assist (BA). The optional Sport

Package includes Nissan Sport Brakes with large diameter 14.0-inch front and 13.8-

inch rear rotors (versus 12.6-inch front/12.1-inch rear standard rotors) with 4-piston

front and 2-piston rear aluminum calipers.

Steering is provided by a vehicle-speed-sensitive power-assisted rack-and-pinion

deign that has been reworked (including redesigned mounting bushings and a

column insulator) to provide improved response. Unwanted steering kickback and

vibrations are reduced with the addition of a solenoid valve that acts like a damper

when there is a harsh impact load. The standard Vehicle Dynamic Control (VDC)

system has also been revised with new electronic hardware and all-new logic.

The Nissan 370Z’s long list of standard safety features includes the Nissan Advanced

Air Bag System (AABS) with dual-stage supplemental front air bags with seat belt

and occupant classification sensors; front seat-mounted side impact supplemental air

bags; roof-mounted side-impact air bags; seat belts with pretensioners and load

limiters, Active Head Restraints, Zone Body Construction with front and rear crumple

zones, Nissan Vehicle Immobilizer System, Vehicle Security System and Tire

Pressure Monitoring System (TPMS).

A Simplified Model Line-up

The new 2009 370Z’s model line-up has been greatly simplified, versus the 2008

350Z, with just two models – 370Z and the 370Z Touring.

The 370Z Touring adds heated leather-appointed power seats, HomeLink® Universal

Transceiver, Bluetooth® Hands-free Phone System, 8-speaker Bose® audio system,

XM® Satellite Radio (XM® subscription, sold separately) cargo cover and aluminum

pedals to the long list of standard Z® features and equipment.

Two option packages are offered: the Sport Package, with 19-inch RAYS forged

wheels and Bridgestone Potenza tires, aerodynamic front and rear spoiler, larger

Nissan Sport Brakes, SynchroRev Match (6-speed manual transmission only) and

Viscous Limited Slip Differential; and the Navigation Package, with Hard Drive-based

Nissan Navigation System, 9.3GB Music Box Hard Drive and Interface System for

iPod®.

“This exciting new Z® represents the essence of the Nissan brand, just as the original

240Z did nearly 40 years before,” said Castignetti. “It provides passionate

performance at an excellent value – just what was needed then and just what sports

car enthusiasts are looking for today.”

Related posts

• Next gen 2008 Nissan 350Z to share GT-R V6
• Nissan 370Z Withdrawals? Make Your Own!
• 370Z Revealed Ahead Of Schedule?
• 2009 Nissan 370Z Tech Specs Revealed
• 2009 Nissan 370Z Preview Party Photos And Video