The Z car is back, or so Nissan says. But is the new 370Z a genuine improvement over the 350Z and, more importantly, is it a worthy successor to the legendary 240Z?

WHILE CARS LIKE the Porsche 911 might enjoy a longer, more storied history, Nissan’s Z has its own unique pedigree.

It might not be as sophisticated, as quick or as desirable as the German, but in a lot of ways it’s equally significant. Here’s a quick history lesson.

Back in the late 1960s, Datsun (which later became Nissan) launched a lightweight, long-bonneted sports coupe into the American market that announced to the world that the still-young Japanese auto industry was capable of building a proper, bona-fide sportscar.

That car was the 240Z and it almost singlehandedly transformed how the world perceived Japanese performance cars. Prior to the 240Z, with the exception of the hard-running Datsun 2000 Sports, Japanese sportscars were variously seen as too small, too uncomfortable and, mostly, too gutless.

Specifically designed with western markets in mind, the Z changed all that.

The 240Z was a landmark car, and, when it arrived in 1969, absolutely jaw-dropping. Since then, unfortunately, Nissan kept the Z badge alive with progressively bigger, more upscale, and even bloated offerings that crept further and further away from the original’s lightweight, agile beginnings.

In 2002, the 350Z brought back some of the qualities of the original and a return to form for the Z badge. A good car, brash and swift, it sold well for Nissan.

Now, with the all-new Z34 370Z, Nissan says it finally has the real successor to the 240Z: the first car to truly share the first Z’s ethos of raw, undiluted (and relatively cheap) thrills.

Let’s see if Nissan has got it right.

The Styling

In terms of aesthetics, the 370Z certainly channels a lot of its great-grandaddy’s charm.

While outwardly similar to the 350Z that preceded it, the 370Z’s sheetmetal is an entirely clean-slate design. It also boasts entirely different proportions to the 350Z: 100 mm has been cut from the wheelbase, it’s 33mm wider, 7.6mm lower and overall length is 69mm shorter.

Nissan’s dimensional tweaks have resulted in a more cab-rearward design that adds more visual length to the bonnet – much like the 240Z of yore. The shape is still reminiscent of the 350Z, yes, but every detail has been changed.

The front bumper is now wider and has been given a bulldog’s fangs, the front and rear light clusters now have a peculiar fishhook shape to them and the beltline has been comprehensively reshaped to incorporate a 240Z-esque upwards ‘kick’ around the B-pillar.

It’s a more organic design too, with flowing lines and smooth, almost liquid forms. A pair of longitudinal ridges run back from the bonnet’s leading edge, continuing up the roof before terminating short of the rear glass, and the flared fenders are practically wide enough to sit on. Net result? It looks positively muscle-bound.

Australian Z34s also come with front and rear spoilers as standard – two elements that greatly augment the car’s already handsome looks. Unfortunately the 19-inch forged alloy rims that accompany sports models of the 370Z overseas aren’t available here. The standard-issue 18-inchers aren’t bad to look at, mind you, but they do appear a tad undersized for the Z’s frame.

The Interior

If the 370Z’s exterior is an evolution of the 350Z’s basic form, then the interior is something else altogether. There are recognizable elements there – like the instrument binnacle tied into the steering column and the ring-pull door handles, for example – but the execution is entirely different.

Gone are the 350Z’s hard, low-rent plastics; replaced by soft, tactile, leather-bound surfaces and more upmarket materials.

The level of fit and finish is also higher – nothing creaks or rattles, everything feels rock-solid and there’s a sense of durability in there. It also carries a premium feel, thanks largely to that big sat-nav console at the top of the centre stack and the healthy amount of leather trimming.

The sat-nav system and integrated six-CD Bose premium stereo is standard equipment, as is the leather and suede interior trim. There’s a lot of black in the Z’s cabin, but the silver accents on the instrument panel, the row of auxiliary gauges, the door handles and the centre console break it up nicely.

Ergonomically, the 370Z is fairly good. The power-adjusted seats are comfortable and supportive (if perhaps a little small for larger drivers) and the steering wheel is not too chunky.

The gear lever is positioned perfectly, barely a hand-span from the wheel, and the sat nav controls are easy to reach and use. However the buttons for some of the climate control functions are too small and placed too low to be convenient. Activating the demister at speed can literally be a hit-and-miss affair.

The steering wheel also doesn’t adjust for reach, only rake. The pedals, on the other hand, are perfectly spaced and the floor-hinged accelerator pedal is a nice touch.

Visibility from the driver’s seat is good – as long as you’re looking ahead. You sit reasonably low in the Z’s cockpit, with the high-waisted doors enveloping you and the short windows giving a letterboxed view of the outside world.

The central tachometer is large and clear, however the smaller speedo to the right is a bit hard to keep an eye on. A digital speed readout would have helped.

There’s also the Z’s signature trio of auxiliary gauges line up on top of the dashboard, with battery voltage, oil temperature and a digital clock.

Rearward visibility is pretty terrible though, a fact not helped by those tiny rear three-quarter windows. Mercifully, the wing mirrors are big and eliminate blind spots effectively enough.

The boot does away with the bulky rear strut brace that spanned the 350Z’s cargo area, and is much more useable because of it. It’s still pretty shallow, however Nissan assures us two golf bags can be shoehorned into it. Beneath the floor lies an alloy space saver and a subwoofer for the Bose sound system (yet another standard feature).

Mechanical Package

As impressive as its design is, the real essence of the new Z lies beneath the skin. Built on a shortened version of the V36 Skyline’s FM platform (itself a highly-tuned evolution of the 350Z’s architecture), the 370Z is already off to a good start.

The Z’s all-alloy double wishbone front suspension and multi-link rear suspension has been retuned with new geometry to take advantage of the shorter wheelbase, and springrates and damping characteristics have been completely revised.

Nissan has also taken the opportunity to shed some kilos with the Z, utilizing lightweight aluminium for the bonnet, doors and bootlid. However, the addition of extra safety features and creature comforts means that despite the weight-saving measures, the 370Z still weighs much the same as the 350.

Weight distribution is a near-optimal 53 percent front, 47 percent rear

Big Akebono brakes are standard on Australian Zs (optional overseas) and they clearly have the mechanical muscle needed to haul up the 1471kg coupe. Never heard of Akebono? The Japanese brake manufacturer also supplies its stopping hardware to the Williams F1 team, not to mention Japan’s famous Shinkansen bullet trains.

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HSV HAS CONFIRMED it will be bringing in a raft of new changes to its E Series lineup, which comprises the Clubsport R8, GTS, Maloo, W427 and the Statesman-based Grange and Senator.

The major upgrade will be a multi-million dollar exercise for the Clayton-based manufacturer and will constitute a comprehensive revamp of its range of performance sedans. HSV won’t go into specifics on exactly what the changes will be, but the company says that more power, vastly improved fuel economy and revised styling are to be expected.

“We know our customers want the latest technologies, as well as distinctive luxury and performance features in their HSV” said Phil Harding, HSV’s Managing Director.

“Our customers will be delighted with the delivery of improved economy, more power, some truly exciting driver enhancements and distinctive design themes.”

A staged preview (aka teaser) campaign will be launched to build up interest in the E Series 2 range ahead of its showroom debut later this year. HSV will also be actively informing loyal customers ahead of the official release.

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SET TO REPLACE the Mercedes-Benz SLR - co-developed with F1 partner McLaren - the SLS ‘gullwing’ will be the first fully in-house developed model for AMG.

Unlike the F1-inspired SLR, AMG has decided to incorporate influences from Mercedes’ iconic 300 SL gullwing coupe, including (naturally) the roof-hinged gullwing doors.

These new spy photos, while revealing little new in the way of specific design details, give us a fresh look at what the German powerhaus has in store for the SLS, which is due to be unveiled later this year.

In the get-up-and-go department the SLS AMG will be powered by a version of AMG’s 6.2 litre (although AMG refers to it as a 6.3) V8 which puts out 420kW (563hp) at 6800rpm and 649 Nm (479lb-ft) of torque at 4750rpm.

A sprint from zero to 96km/h (60mph) can be clocked in 3.8 seconds onto a top speed of 315km/h (196mph).

A rear-mounted seven-speed dual-clutch gearbox will offer manual and automatic shift modes, with a four-stage shift program to allow drivers to select from comfortable shifts to something a lot more aggressive.

The placement of the transmission also helps even out weight distribution across axles with a 48:52 balance front to rear.

As for the stopping side of the equation, six-piston calipers clamping down on 15.8-inch front and 14.2-inch rear discs will be included as standard equipment with the option of carbon-ceramic rotors available.

The SLS will be Mercedes Benz and AMG’s first car with an all-aluminium chassis and body.

The lightweight material means the SLS tips the scales at 1620 kilograms (3571 pounds) or about 15 kilos less than the SLR.

A lightly disguised ‘vision SLS’ version of the car is expected to debut as a concept some time in 2009 with the production car set to be shown in time for the 2010 Geneva Motor Show.

AMG hasn’t yet released details of a production schedule. At this stage the car should see a two-year production run with output capped to 6000 units per year; a convertible SLC version is expected to arrive later in the car’s life.

GALLERY » 2011 Mercedes-Benz SLS AMG Gullwing

GALLERY » Mercedes-Benz AMG SLS - Official

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The Audi Sportback concept revealed at the Detroit Auto Show this year.

REPORTS OUT OF EUROPE suggest that the Audi A7 four-door coupe, first unveiled in concept form at the Detroit Auto Show earlier this year, will make its European market debut late next year, as a 2011 model.

This news, from German magazine Auto Motor und Sport, follows word earlier this month that an early 2011 showroom debut was likely. According to the report, the A7 will be built at Audi’s Neckarlsum plant.

While Audi boss Rupert Stadler would not be drawn on an exact launch date, details concerning the A7’s engine, gearbox and suspension systems have been revealed.

Beginning with the base model A7, a 152kW (204hp) 2.8 litre V6 and a 223kW (300hp) supercharged 3.0 litre V6 engine will be on offer.

From there, buyers can step up to S7 trim, which will see a 294kW (394hp) 4.0 litre V8 fitted as standard equipment. The range-topping RS7 will leave the lesser models behind with its 373kW (500hp) 5.0 litre twin turbo V10.

Reports suggest that a diesel-electric hybrid engine may also appear on the options list, though a petrol-electric could take its place.

Transmission options will consist of a six-speed manual and eight-speed auto in the less powerful models, while a seven-speed dual clutch gearbox is expected to appear in the S7 and RS7 models.

Audi’s Quattro AWD system is expected to come as standard with European models to have RWD also on offer. Audi’s torque-vectoring system may also be a feature.

Traditional spring-based suspension has been relegated to the parts bin, with an air-suspension setup to take its place.

With sales expected to top no more than 40,000, the major benefit of the A7 to Audi will come in the way of improved perception of the brand. Expect the A7 to cater for premium buyers seeking a car with ‘presence’ and performance in equal measure.

Official pricing and imagery is yet to be seen, but we can gain an insight into the design direction from the Audi Sportback concept images in the gallery below.

Expect further information to trickle out of Ingolstadt in the next 18 months.

GALLERY » Audi A7 Sportback Concept

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AUSTRALIA’S FIRST mid-engine sports car, the Joss Supercar, is a little over two months away from making its debut, with potential buyers and investors alike lining up at Joss’s door.

Ten solid orders have been locked in thus far, and Joss has been reorganised into an unlisted private company to fully exploit growing interest from investors.

The Joss Supercar was first revealed to the market five years ago, but now its creator Matt Thomas should soon see his project come to fruition and give Australia its first real competitor against the likes of the Ferrari Enzo and Lamborghini Murcielago.

“This is now not just about producing an Australian first and world-class supercar, but ensuring the business is resourced adequately to meet pent-up production demand,” Mr Thomas said.

“We have been refining the mechanics of the business model and the car and are now satisfied that we have the right product and systems in place to move forward.”

A V8 of unannounced origin will generate over 373kW and propel the Joss to 100km/h in a lightning-fast 2.98 seconds. Top speed is claimed to be over 340km/h.

Despite its long gestation period, the Joss Supercar is swiftly reaching legend status in Australia, with the car even featuring as a playable car in the XBOX games Project Gotham Racing 3 and 4.

“I’m passionate about what I’ve created and have gathered a first-class team with the necessary experience to help get the car into full production,” Mr Thomas says.

“We have been refining the mechanics of the business model and the car and are now satisfied that we have the right product and systems in place to move forward.”

Thomas recently reorganised Joss into an unlisted private company to take advantage of growing interest from potential buyers of the car, and investors in the business.

“The supercar industry worldwide is a significant business, with some buyers willing to part with well over $1 million to secure the latest and fastest performance vehicles,” Mr Thomas says.

Thomas has a long history in the automotive industry, having worked in aerodynamics for the Stewart Grand Prix F1 team before it was acquired by Jaguar, as well as working in design and clay modeling for Aston Martin, Bentley and BMW, and locally, Ford and HSV.

Joss expects to build 25 of the supercars at its Victorian facility in its first year, and anticipates all of these will be sold in very short order. The asking price is estimated to be around $600,000, but considering the rarity - and sheer speed - of the Joss Supercar, it should make an enticing buy for super-wealthy car buffs.

Joss also plans on taking its Supercar racing, with the eventual goal being a place on the grid at Le Mans.

“Our belief is that any strong brand must be heavily involved in competition and this is why we are aiming our sites on GT racing as a spring board to races such as Le Mans,” Mr Thomas says.

“Currently we are in talks with an established racing team with a proven track record to help realise this goal.

“All these factors are strategically designed to take on the big guns of the industry and to establish Australia as a serious supercar design and manufacturing hub.”

GALLERY » joss

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WITH THE RECENTLY REVEALED 2010 BMW 5 Series GT set to hit showrooms early next year, BMW has confirmed plans to pull the same trick with the 3 Series, aiming for a 2011 launch of the BMW 3 Series GT.

As with its 5 Series sibling, the 3 Series GT, with styling based on the upcoming 2011 3 Series sedan, will adopt a raised ride height and seating position, with a two-tier rear hatch design likely to feature as well.

To capitalise on the GT image, BMW’s designers will focus on creating a genuine coupe appearance, with short overhangs, pumped guards and alloy rims upwards of 19-inch in size.

The 2010 5 Series GT, due in Australia early next year.

The 2011 3 Series GT is expected to be offered with a range of six and four-cylinder engines, sending power to a choice of rear-wheel-drive and xDrive all-wheel-drive formats.

Speaking with British auto magazine AutoExpress, BMW CEO Norbert Reithofer said that the German manufacturer considers the upcoming 3 Series GT a “volume builder with which BMW can earn good money”.

With the 5 Series GT likely to land in Australia early next year, the odds of the 3 Series GT joining its 5 Series sibling here would seem strong.

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WHEN ROAD-TESTING the Ford GT supercar back in December, the first thing that came to mind with its bullish behaviour was how far from a car like an Aston Martin it was. My thoughts then were, “… power, beauty and soul, this is not.”

Let me tell you, the Aston Martin DB9 is the ‘real McCoy’, and, unlike the Ford GT, the absolute embodiment of those three words.

Any of the Aston Martin DBs - carrying the initials of the company’s founder, David Brown - are among the most stylish automobiles ever made. The current DB9 is arguably one the most beautiful cars of modern times.

The car was launched back in 2004 with its prominent Aston Martin trademark grille and sleek, almost sexual, lines. It took the style of the discontinued DB7 to another level of refinement and poise.

Exterior

The front is classic Aston Martin; the polished grille and long bonnet giving a powerful presence to the car. The characteristic Aston Martin air outlets above the side indicators, a design cue from Aston Martins of yesteryear, signal its heritage and sporting intent.

So too does the DB9 logo, proudly displayed on the rear. Each exterior badge, including the Aston Martin wings on the bonnet and boot lid, have been hand-crafted by the same small English jeweller for more than 50 years.

The side profile, as smooth and flowing as if drawn in a NASA wind tunnel, could not be sleeker nor more desirable.

The 19-inch Sport Pack lightweight wheels, 235 at the front and 276 at the rear, fill the sizeable arches fully. They shave just over one kilogram of unsprung weight per corner and featuring a five twin-spoke design, add to the overall appeal of the car.

This particular car came in ‘Midnight Blue’, one of 20 colours that range in names from ‘Morning Frost White’ to the exclusive colour from the film of the same name: ‘Casino Royale’.

Few, it seems, can build beauty into the exterior form of a car quite like Aston Martin. The DB9 is masterful.

Engine

As you lift the huge but surprisingly light bonnet, your eyes are filled by one of the largest engines you will see this side of sanity. The colossal 6.0 litre V12 packs the engine bay, spanned by a thick suspension brace like a bridge across a chasm.

Proudly showing everything is ‘hand-built’ under the bonnet, a build plate is etched with the engineer’s name. (Don’t know about you, but it gives me ‘the fuzzies’ that these cars are still built this way.)

The engine produces 335kw (450hp) at 5000rpm but it’s the torque of the ‘big vee’ that is its wildcard. You barely need to rise above idle at just 1500rpm to receive 80 percent of the 570Nm (420 lb ft).

Being all-alloy, the huge V12 is also a lightweight, aiding a perfect 50:50 front/rear weight distribution.

The whole engine bay is a gigantic work of art; the attention to detail even lands on the gas struts lifting the bonnet, branded individually to Aston Martin Lagonda Ltd.

Just like the Astons of yester-year, it is the detail that makes this car something special.

Interior

The interior is swathed in soft, supple leather - like you’re sitting in a lady’s glove - and highlighted with an Old Mahogany wood finish which can be specified in a variety of other classic wood types or piano black.

The centre console’s analogue clock adds to a feel of classic elegance inside.

The instrument cluster is fashioned from a combination of aluminium and glass, and, using OEL displays (organic electroluminescent), produce a bright, readable display, especially in direct sunlight.

The soft seats have that ’sink-into’ feel, just right for GT long distances. Seat controls are sensibly located on the center console, so, instead of fumbling around for buttons, you can actually see what you are pressing.

There is a fly-off style handbrake on the driver’s right side, carried across from AM’s racing heritage, but it also allows you to easily slide over the handbrake when you drop into the car.

The wide rear view mirrors - featuring anti-dazzle as standard - provide ample rearward vision (more than a necessity with panels this expensive).

Looking at the two small rear seats you would be forgiven for questioning the brochure, which describes the DB9 as a four-seater.  They are as good as unusable for anyone over the age of 10.

For entertainment, there is a 700-watt Dolby Pro Logic system with six-CD, USB and iPOD connectivity. It produces a rich base and clarity that sounds every bit the premium system.

Full Bluetooth integration is supplied with the neat feature of being able to read your text messages straight off the display in the instrument cluster.

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Renault driver Fernando Alonso. Photo by Syahrizan Ariffin.

FERRARI HAS dampened speculation Fernando Alonso will be announced as its new driver ahead of the Italian Grand Prix at Monza in September.

Spanish newspaper Diario AS claims Ferrari has agreed to a deal to bring the two-time World Champion to Ferrari next season and replace Kimi Raikkonen, who is currently languishing in 10th place in the driver’s standings.

Alonso was expected to arrive at Maranello in 2011, but Ferrari’s struggles, combined with Raikkonen’s lack of form was reported to have prompted the manufacturer to accelerate its driver succession plans.

Diario AS also claimed Alonso and new team sponsor Santander would be introduced to the Ferrari faithful at the Scuderia’s ‘World Finals’ event at Valencia in November, where the Renault ddriver would appear as a special guest.

However, Ferrari has now issued a statement emphatically denying the reports, dismissing any talk of Alonso racing for the team next year as rumour-mongering.

Ferrari spokesperson Luca Colajanni told Italy’s Gazzetta dello Sport: “We are not going to waste our time commenting on speculation. Everyone should remember that (Felipe) Massa and Raikkonen have contracts which include 2010.”

Meanwhile, Spanish Motor Racing Federation President Carlos Garcia has dismissed suggestions FIA President Max Mosley has annointed former Ferrari Team Principal Jean Todt as his successor.

Ron Dennis has also been rumoured as a potential replacement for Mosley, but the pair’s widely reported dislike for each other will likely curtail the former McLaren F1 boss’ bid to head motorsport’s governing body.

Garcia told Spanish radio station Onda Cero: “Unless Max has gone even more mad, I don’t think he’ll back Jean Todt because we all know where he comes from and who he’s linked to.”

Garcia also criticised Ferrari and FOTA President Luca di Montezemolo for issuing the inflammatory claim that Mosley behaved like a “dictator” throughout his time at the helm of the FIA.

The World Motor Sport Council member said FOTA should beware of further offending Mosley and inciting the 69-year old to stand for re-election.

“What Luca di Montezemolo has done shows a total lack of respect to the FIA and the World Council. I don’t support Max Mosley to the death, but what I am totally in favour of, to the death, is respect for our institutions,” he said.

“It wouldn’t surprise me if Max Mosley runs for re-election. The worst thing you can do is leave an animal badly wounded. What Luca has managed to do is re-activate Max.”

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WITH THE NEXT GENERATION of Mercedes-Benz A and B-Class small cars in the planning stages, there is mounting speculation that the next generation of small cars to wear the three-pointed star may be spawned from an unlikely alliance.

German publication Auto Motor und Sport, believes that Daimler could make use of a Toyota platform for the next generation A and B Class.

As the only front-wheel-drives in Mercedes-Benz’ line up, pairing with another manufacturer would make economic sense, saving on the considerable development costs for the platform.

For Toyota Europe, adding another product to its production schedule would also be welcome: its factories are currently running under production, with an additional 2.3 million vehicles’ capacity available.

It is not the only speculation about the new A and B Class however; one option being aired would see a modified version of the rear-wheel-drive C class platform swung into duty.

But the loudest whispers are tipping a ‘trimmed-down’ version of Toyota’s MC platform as the front-runner. Already it has shown its relative flexibility as an automotive platform underpinning the Toyota Camry, RAV 4 and Kluger as well as forming the basis for the premium Lexus ES and RX range.

Already we’ve seen that Aston Martin considers the Toyota product good enough to wear an exclusive badge, with it’s iQ based Cygnet concept recently revealed.

Engines and transmissions, of course, are likely to be sourced from within the Daimler empire.

Also reportedly under consideration is an extension of the small car range beyond the current hatchback offerings.

Once again, the flexible MC platform would allow the A and B class vehicles to incorporate a range of body styles, tipped to include a small SUV, a convertible and possibly a CLS-style four-door coupe.

(If you listen carefully, you may be able to detect the unmistakable sound of hell freezing over.)

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THE FUTURE of GM Europe marque Opel may be something of a big question mark at the moment, but that fact hasn’t stopped the German manufacturer going about its business.

New photos of the European market 2010 Opel Meriva undergoing testing have surfaced this week, revealing a streamlined body bearing styling elements shared with its Insignia and Astra stablemates.

Based on the Meriva concept revealed at the 2008 Geneva Motor Show (above), the production version of the 2010 Opel Meriva looks as though it will share the unique kink featured in the rear passenger window of the concept.

However, where the concept features a rear-hinged ’suicide’ rear passenger door, the production model spied on the road in Europe this week shows that that particular feature won’t make it the showroom.

The fascia, despite the heavy cladding, appears to share a similar design language as that used on the award-winning Opel Insignia and the recently revealed next generation Astra.

Overall, the production version of the Meriva appears likely to carry over most of the concept’s design, albeit with certain elements - such as the wing mirrors and the addition of a traditional exhaust outlet - altered for greater ease of production.

Of all the Meriva’s features and the rear-hinged doors notwithstanding, the greatest changes for the production model appear to be in the headlights and taillights, where the general shape of both looks to have been altered for, again, easier production.

The production version of the 2010 Opel Meriva is expected to debut at the Frankfurt Motor Show in September, with sales to begin in European markets before the end of the year.

As for the Australian market, the current leaning of Holden toward Daewoo-sourced models (after all, it owns a very large chunk of Daewoo) would indicate that the odds of the Meriva making its way to our shores are slim at best.

GALLERY » 2010 Opel Meriva Spy Shots

GALLERY » 2010 Opel Meriva Concept

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