Nissan 350Z (2004) Driving Impression

Sometimes… clearly… evolution can go wrong. The animal kingdom can present a number of candidates to prove this theory, but for the purpose of this article, let’s focus on the Datsun Z-car. The original stunned the automotive world with its Jaguar/Ferrari-esque looks, stirring performance and affordable price.  But its decline started almost as soon as it arrived at dealerships.

Subsequent offerings grew heavier with luxury and safety equipment to satisfy the big American market, eventually leading to a product that had neither the aesthetic nor driving appeal of the original. Thankfully, the degeneration of the Z became a matter of concern also to the folks at Nissan headquarters in Japan, and about ten years ago it was decided to hit the reset button, wipe the slate clean, and reinvent this iconic machine.

Forget about retro

The result is the Nissan 350Z, a car which visually bears little resemblance to any Z-car of the past and instead seeks to establish an identity of its own. The lines are a very handsome mix of curved and edgy, the wheel arches are muscular and there are some stunning details, too.

For example, the upright door handles echo the look of the vertical gills at the front. The profile is particularly striking, with an elongated rear section and sloping roofline lending the car a kind of “slingshot” appearance. 18-inch wheels and a pair of large exhaust outlets round off what is a very masculine design, and one that promises serious performance. This is clearly no boulevard cruiser.

And if there was ever any doubt about that, the very driver-focused cabin will soon dispel it. As is to be expected from a dedicated two-seater, the driving position is deep-set and the stubby transmission lever mounted slightly high-up. The instrumentation is very comprehensive, including a row of three additional gauges on top of the facia. The three main dials are mounted in a pod located directly on the steering column, and adjust up and down with the steering. Sadly, there is no reach adjustment, one of a few minor flaws in the cabin.

Open the large tailgate and the first thing you’ll notice is a very substantial strut brace that not only limits space but also impacts visibility to the rear. The luggage area is not really separated from the cabin in the traditional sense, so take care under hard braking. At least there is a lidded compartment behind the passenger seat and a lidded storage box in the facia.

With a price tag approaching R400 000, the Nissan 350Z is certainly not cheap, but besides the class-leading power figures Nissan has been generous with the specification – a powerful Bose sound system, cruise control, climate control, electric windows, Xenon headlamps with washer jets, partial electric adjustment for the seats and no fewer than six airbags are standard.

Muscle car appeal

Powering the new Z is a 3.5-litre V6 engine that delivers 206 kW and a meaty 363 Nm of torque. Power goes the rear wheels via a limited slip differential, and Nissan’s VDC electronic stability system is also standard fitment. The latter can be switched out, but only skilled drivers should attempt this as this Nissan can be quite a handful… The rear tyres are slightly wider than those at the front, and this, along with the vehicle’s low centre of gravity and width, give the 350Z dizzyingly high levels of grip. In fact, you’d have to be going really fast to prompt the VDC system into action.

Without the safety net of VDC, however, fast reactions will be needed when the Z eventually does decide to let go. The steering is very fast and the low-speed ride very firm, resulting in a car that feels as if it is “straining at the leash”. This hyper-active character seriously impacts the Z’s appeal as a daily driver. But… the 350Z was not designed to be a rival for a 3 Series Coupe. This is a car aimed at driving enthusiasts.

For such owners the Z offers arguably the most entertainment value this side of a Porsche. While it is not the only rear-wheel drive performance car at this price point, it is the only one with enough power to really maximise the potential for gung-ho tail-out action so loved by fans of old-school muscle cars. And yet to pigeonhole the 350Z as a purveyor of lurid slides, only, would also be wrong.

Driven intelligently, with the driver focusing on corner entry speeds, apexes and steering inputs, this Nissan is one of the fastest (and sharpest) point-to-pointers out there. Driven this way, the engine really impresses with its mid-range grunt and sonorous exhaust note, while the transmission feels unburstable and provides slick, fast shifts.

Nissan 350z Verdict

This is not a poseur’s car. If you’re looking for something that’ll look cool while stuck in traffic on the way to work, don’t even bother. The 350Z is for true enthusiasts only and provides thrills by the bucket load across a wide range of driving scenarios. In spirit it is more hardcore than the 240Z, but some of the original’s purity has certainly been reclaimed.

One senses that, had the Z-car’s development path not been directed by American market forces, natural evolution would have taken it to a car similar to the Nissan 350Z. Talk about reinvention!

We like:

Striking looks

Strong engine

Thrilling dynamics

Old-school feel

Value

We don’t like:

Ergonomics

No reach adjustment for steering wheel

Lack of proper luggage area

Fast facts

Engine: 3.5-litre, V6, petrol

Power: 206 kW @ 6 200 rpm

Torque: 363 Nm @ 4 800 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 6.7 seconds

Fuel economy: 13.14 litres/100 km

Also consider:

Audi TT Coupe:

Unique styling still turns heads and the 1.8-litre turbo engine punches above its power outputs. Beautifully made interior and all-wheel drive grip are further plusses. But the TT is not as engaging as a driver’s tool as the Nissan.

Chrysler Crossfire:

Based on the Mercedes-Benz SLK, but somehow manages to feel cheaper than the Nissan. V6 engine is down on power and dynamically it could do with further refinement and extra sharpness.

Mazda RX-8:

A truly unique offering, being the only rotary engine car on sale in South Africa today. The screaming powerplant delivers excellent power but is even thirstier than the Nissan’s V6! Adds suicide rear doors for extra practicality… and weirdness.

Honda CR-V 200i i-VTEC A/T (2003) Driving Impression

The fact that the second generation Honda CR-V has almost immediately managed to carve itself a sizeable niche in the South African market speaks volumes of how accurately Honda’s product planners were in predicting the evolution of the compact SUV segment. When the segment was born it was though that a reasonable degree of off-road ability would be required, but increasingly the priority has shifted towards offering an interior environment that boasts unmatchable flexibility and comfort, with a modicum of gravel-road ability to enable families to reach their “off-the-beaten-track” destinations. The current Honda CR-V does this better than almost anything else in its class.

Honda CR-V Automatic for the adventurous

This particular model takes another step closer to being the ultimate family leisure vehicle, by offering the convenience of automatic gearshifting. The transmission is a simple four-speed unit, with fourth actually being an overdrive ratio for cruising. A switch allows the ‘box to be locked into the first three gears, to allow for better responsiveness. The transmission – accessible via a lever placed on the facia in a rather old-fashioned style – is mated with Honda’s 2,0-litre four-cylinder that boasts i-VTEC (intelligent variable valve timing). This engine delivers a healthy 110 kW, but the torque output is quite low at 190 Nm, and it is developed at high revs (4 000 rpm), pointing to an engine that will need a lot of revs to get going. Weighing in at over 1,5 tonnes, the Honda CR-V is also quite a heavy vehicle, and the automatic all-wheel drive system saps more power. Resultantly, this is not the swiftest of vehicles in its segment. Expect a leisurely 13,5 seconds to reach 100 km/h from rest, and with the throttle nailed to the floor. That said, it is significantly better at cruising speeds, and overtaking acceleration is not bad.

Clearly, however, performance is certainly not why you would buy the Honda CR-V. And neither is fuel economy – with a consumption figure of close to 14 litres/100 km regular fill-ups will be required – the tank is a relatively small 58 litres.

Where the engine/transmission combination impresses, however, is in the refined cruising ability the Honda CR-V displays. Obviously taller gearing helps in this regard, as the Honda CR-V is a quiet cruiser at the national speed limit.

Superb cabin practicality

The Honda CR-V cabin displays a lot of MPV influences. For example, the mounting of both the gearshift and the handbrake lever on the facia has allowed Honda’s designers to create a flat floor and free space between the front seats, enough for a flip-up tray with cupholders. The sensation of space (which is not an optical illusion) carries through to the rear seats, where there is also a flat floor design and ample rear legroom. In fact, rear seat passengers can not only alter the angles of their seatbacks, but also adjust their legroom by sliding the seats fore/aft. Push the seats as far forward as they can go and you will have what is quite possibly the biggest boot around. As if that is not enough, the seats also fold down to free up even more cargo space. The boot, also accessible through the pop-open rear window, even features a luggage cover that can double as a picnic table… clever! Overall, full marks for practicality in terms of design. Unfortunately, the light beige interior colour is not quite as practical…

Facing the driver is a facia that appears somewhat dated, mostly because of the aftermarket audio system and the use of shiny, hard, brown plastics. Nevertheless, build quality is good, as you’d expect from Honda. The front seats are wide and generally comfortable (especially on longer trips), but lack lateral support. Height adjustment for the driver’s chair is included. Standard equipment is comprehensive and includes even cruise control and a sunroof. Two airbags are fitted, as are ABS with EBD.

And off-road?

This Honda CR-V is certainly not aimed at those folk who need to cross rivers to get to the family destination. The automatic all-wheel drive system is always active, but generally runs in front-wheel drive mode to save fuel, only sending power to the rear wheels once the front wheels are losing traction. The tyres are also very road-biased. So, although the ground clearance is a good 205 mm, the Honda CR-V really is only suitable for the odd gravel road, and for extra security when road conditions deteriorate due to the weather (mud, ice etc).

Honda CR-V – Verdict

One has to wonder how the evolution of the compact SUV to incorporate more MPV elements will impact the long-term potential for stand-alone versions of the latter. After all, SUVs boast far more desirable design, and extra versatility in the form of a measure of off-road ability. The Honda CR-V comes close to achieving a perfect combination of these two types of vehicles, and in automatic form is a very comfortable long-distance family car. The only concerns are the high fuel consumption and lethargic acceleration off the mark, but the latter will not be of much concern to a large proportion of the target market.

We like:

  • Very practical interior
  • Comfort
  • Quality
  • Standard specification

We don’t like:

  • Dated facia design
  • Lethargic performance
  • Heavy fuel consumption

Fast facts

Engine: 2,0-litre, four-cylinder, petrol

Power: 110 kW @ 6 500 rpm

Torque: 190 Nm @ 4 000 rpm

Transmission: Four-speed automatic

Wheels: 15-inch alloy

Top speed: 165 km/h

0-100 km/h: 13,5 seconds

Fuel economy: 13,73 litres/100 km

Source: www.um.co.za

Also consider:

  • Subaru Forester 2,5 XEL Automatic: This underrated vehicle is one of the market’s best-kept secrets. Its symmetrical permanent all-wheel drive endows it with excellent handling in all conditions and on all surfaces. The interior is practical, comfortable and hard-wearing. And it’s just about bullet proof.
  • Nissan X-Trail 2,5 SE Automatic: One of the most popular compact SUVs on the market and for obvious reasons – the looks are stylish, the ride very good and the interior quirky but practical. Offers significantly more power than the Honda and Subaru.
  • Toyota RAV4 200 5-dr Automatic: Similar to the Honda in overall execution, power and specification, but is of a newer design and could be the best long-term option in this segment. Although its power outputs are almost identical to the Honda’s it feels a fair bit livelier.

Honda CR-V 200i i-VTEC Automatic Driving Impression

The fact that Honda’s second-generation CR-V has almost immediately managed to carve itself a sizeable niche in the South African market speaks volumes of how accurately Honda’s product planners were in predicting the evolution of the compact SUV segment. When the segment was born it was though that a reasonable degree of off-road ability would be required, but increasingly the priority has shifted towards offering an interior environment that boasts unmatchable flexibility and comfort, with a modicum of gravel-road ability to enable families to reach their “off-the-beaten-track” destinations. Honda’s current CR-V does this well than almost anything else in its class. test1

Automatic for the adventurous

This particular Honda CR-V 200i takes another step closer to being the ultimate family leisure vehicle, by offering the convenience of automatic gearshifting. The transmission is a simple four-speed unit, with fourth actually being an overdrive ratio for cruising. A switch allows the ‘box to be locked into the first three gears, to allow for better responsiveness. The transmission – accessible via a lever placed on the facia in a rather old-fashioned style – is mated with Honda’s 2.0-litre four-cylinder that boasts i-VTEC (intelligent variable valve timing). This engine delivers a healthy 110 kW, but the torque output is quite low at 190 Nm, and it is developed at high revs (4 000 rpm), pointing to an engine that will need a lot of revs to get going. Weighing in at over 1.5 tonnes, the CR-V is also quite a heavy vehicle, and the automatic all-wheel drive system saps more power. Resultantly, this is not the swiftest of vehicles in its segment. Expect a leisurely 135 seconds to reach 100 km/h from rest, and with the throttle nailed to the floor. That said, it is significantly better at cruising speeds, and overtaking acceleration is not bad. Clearly, however, performance is certainly not why you would buy this vehicle. And neither is fuel economy – with a consumption figure of close to 14 litres/100 km regular fill-ups will be required – the tank is a relatively small 58 litres. Where the engine/transmission combination impresses, however, is in the refined cruising ability the CR-V displays. Obviously taller gearing helps in this regard, as the CR-V is a quiet cruiser at the national speed limit.

Superb cabin practicality

The CR-V’s cabin displays a lot of MPV influences. For example, the mounting of both the gearshift and the handbrake lever on the facia has allowed Honda’s designers to create a flat floor and free space between the front seats, enough for a flip-up tray with cup holders. The sensation of space (which is not an optical illusion) carries through to the rear seats, where there is also a flat floor design and ample rear legroom. In fact, rear seat passengers can not only alter the angles of their seatbacks, but also adjust their legroom by sliding the seats fore/aft. Push the seats as far forward as they can go and you will possibly have the biggest boot around. As if that is not enough, the seats also fold down to free up even more cargo space. The boot, also accessible through the pop-open rear window, even features a luggage cover that can double as a picnic table… clever! Overall, full marks for practicality in terms of design. Unfortunately, the light beige interior colour is not quite as practical… Facing the driver is a facia that appears somewhat dated, mostly because of the aftermarket audio system and the use of shiny, hard, brown plastics. Nevertheless, build quality is good, as you’d expect from Honda. The front seats are wide and generally comfortable (especially on longer trips), but lack lateral support. Height adjustment for the driver’s chair is included. Standard equipment is comprehensive and includes even cruise control and a sunroof. Two airbags are fitted, as are ABS with EBD.

And off-road?

This Honda CR-V 200i is certainly not aimed at those folk who need to cross rivers to get to the family destination. The automatic all-wheel drive system is always active, but generally runs in front-wheel drive mode to save fuel, only sending power to the rear wheels once the front wheels are losing traction. The tyres are also very road-biased. So, although the ground clearance is a good 205 mm, the CR-V really is only suitable for the odd gravel road, and for extra security when road conditions deteriorate due to the weather (mud, ice etc.).

Verdict

One has to wonder how the evolution of the compact SUV to incorporate more MPV elements will impact the long-term potential for stand-alone versions of the latter. After all, SUVs boast far more desirable design, and extra versatility in the form of a measure of off-road ability. Honda’s CR-V comes close to achieving a perfect combination of these two types of vehicles, and in automatic form is a very comfortable long-distance family car. The only concerns are the high fuel consumption and lethargic acceleration off the mark, but the latter will not be of much concern to a large proportion of the target market. We like: Very practical interior Comfort Quality Standard specification We don’t like: Dated facia design Lethargic performance Heavy fuel consumption

Fast facts

Engine: 2.0-litre, four-cylinder, petrol Power: 110 kW @ 6 500 rpm Torque: 190 Nm @ 4 000 rpm Transmission: four-speed automatic Wheels: 15-inch alloy Top speed: 165 km/h 0-100 km/h: 13.5 seconds Fuel economy: 13.73 litres/100 km

Also consider:

Subaru Forester 2.5 XEL Automatic This underrated vehicle is one of the market’s best-kept secrets. Its symmetrical permanent all-wheel drive endows it with excellent handling in all conditions and on all surfaces. The interior is practical, comfortable and hard-wearing. And it’s just about bullet proof. Nissan X-Trail 2.5 SE Automatic One of the most popular compact SUVs on the market and for obvious reasons – the looks are stylish, the ride very good and the interior quirky but practical. Offers significantly more power than the Honda and Subaru. Toyota RAV4 200 5-dr Automatic Similar to the Honda in overall execution, power and specification, but is of a newer design and could be the best long-term option in this segment. Although its power outputs are almost identical to the Honda’s it feels a fair bit livelier.