Automotive Reviews
Two Doors
2009 Nissan 370Z
Apr 11th
Thanks to the luck of the draw, I spent almost two full months driving nothing but one truck or SUV after another. Not that I don’t like trucks, of course, but the difference was sharply evident when I slipped behind the wheel of my first real car for eight weeks–the new Nissan 370Z.
If you’re looking for wheels that are far removed from SUVs, it’s hard to go much farther than the new Z. This low-slung two-seat coupe features a taut, race-bred suspension, driver-oriented interior appointments and street cred that’s been established by three decades of predecessors. The Z’s most recent incarnation had turned it into a hard-edged sports car, uncompromising and cutting-edge to the point of being futuristic. With the arrival of the giant-killing GT-R on U.S. shores for 2009, however, Nissan had the video game-style performance angle pretty well covered, and the Z needed to find a new gig.
Nissan took the opportunity to redirect the Z slightly, and with a dash of retro-modern styling, it’s shaping up as an alternative to the new wave of muscle cars coming from the Big Three. The 370Z actually even has a bit of credibility when going head-to-head with the Mustang, Challenger and Camaro: after all, it’s descended from the original 240Z, which roamed American highways during the twilight of the muscle car era as well. Since the 240Z was also a budget-priced sports car, it’s also fitting that the 370Z no longer sits at the top of Nissan’s price list.
Melding the sharp-edged styling of the 350Z and the long-hood, short deck profile of the 240Z is no easy task, but the 370Z manages this trick elegantly. The boomerang-shaped front and rear lighting is striking and adds tension to the design for a ready-to-roll look. The 370Z’s cabin is moved slightly rearward, and wide fender flares at the rear end give the car the back-heavy look common to many high-performance coupes. Perhaps most important is the slight upkick of the rear quarter window, which mimics the distinctive line of the original 240Z. On the functional level, the 370Z is almost four inches shorter than the 350Z thanks to a rear axle that’s been moved forward in the chassis. Overall length decreases by just under three inches for a more compact and lightweight body. The new Z’s doors, hood and hatch are all aluminum.
Inside the 370Z, the driver is king, a fact that’s driven quietly home by the differently-contoured seats that are faced with slip-resistant cloth. The driver’s seat has cutouts in the lower cushion that make it easier to work the pedals, and the instrument panel’s main gauge pod is attached to the off-round, racing-style steering wheel to keep it in the driver’s line of sight. The interior styling is much more human-friendly than the machine-like plastic-and-aluminum appointments of the outgoing 350Z. There’s a center-dash cubby in place of the GPS that’s kind of useless, but it’s faced with attractive, good-feeling material. Baseball stitching and brushed aluminum trim are used extensively, and the interior is a pleasant place to be. I had only one complaint; even after spending a week with the car (which lacked an owner’s manual), I couldn’t figure out how to open the hatchback. Not that I desperately needed the 6.9 cubic feet of space back there, but it was an interesting thing to be unable to find. Available equipment includes Bluetooth connectivity, a navigation system and a 9.3 GB music hard drive.
Despite the new equipment, the 370Z is about 100 pounds lighter for 2009. Extensive lightening measures were undertaken in order to offset a weight gain thanks to a radically stiffened body structure. Nissan’s engineers succeeded in making the 370Z taut; there’s not a trace of flex in this car’s athletic body, even over rough pavement. The new front suspension uses double wishbones with lightweight aluminum components, and the four-link rear features a one-piece cradle. Eighteen-inch wheels are standard, with lightweight 19s available as part of the Sport package. The reflexes are just as sharp as before, but with a bit more personality and feedback. The new Z doesn’t feel like a video game, which means it’s just as much fun at the speed limit as it is at higher speeds. Four-wheel anti-lock brakes are standard, of course, and Nissan has tweaked the 370Z’s braking system for better feel and fade resistance.
The lighter body is propelled by a more powerful engine, which I have taken my sweet time getting around to. Want numbers? The 370Z is powered by a 3.7 liter V6 engine with 332 horsepower, which is about thirty horses more than last year’s model. The engine itself is a jewel, being a member of Nissan’s renowned VQ engine family. Variable Valve Event and Lift improves low-end power and high-end torque, providing a manageable, confidence-inspiring rush of power. Nissan offers a choice of six-speed manual or seven-speed automatic transmissions. The six-speed is a close-ratio box featuring the innovative new SynchroRev Match system, which automatically adjusts the engine’s speed to wheel speed when downshifting, just like a professional driver would on the race-track. It’s one less thing for the driver to think about when diving into a corner, and it smoothes out the ride for the passenger as well. The self-blipping transmission is cool, though it takes some of the fun out of nailing a perfect heel-toe downshift. Don’t worry, trained drivers, it can be switched off. Opt for the automatic and the 370Z comes with paddle shifters and Downshift Rev Matching and Adaptive Shift Control, which do pretty much the same thing as the SynchroRev Match system does.
Thanks in part to the upgraded engine and extra gears, the 370Z manages respectable fuel economy, getting 18mpg in the city and 26 on the highway. Thanks to aggressive pricing by Nissan, the 370Z starts at just under $30,000: the base entry fee to this ride is $29,930.
Specifications: All specs are for the 2009 Nissan 370Z.
Length: 167.2 in.
Width: 72.8 in.
Height: 51.9 in.
Wheelbase: 100.4 in.
Curb weight: 3232 lb.
Cargo space: 6.9 cu.ft.
Base price: $29,930
Engine: 3.7 liter DOHC V6
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 332 @ 7000
Torque: 270 @ 5200
Fuel capacity: 19.0
Est. mileage: 18/26
2008 BMW 335xi
Dec 24th
Fast, capable and luxurious, the BMW 3-Series has long been the Michael Jordan of the sports-sedan set, a world-class performer that seems to have no weaknesses or vices other than a high price tag. Since its latest ground-up redesign, the 3-Series is even better, with more expressive sheet metal outside and upgraded mechanicals beneath. Is it possible to improve on what many consider to be perfection?
It’s certainly worth a shot. For 2008, BMW takes the already-outstanding 335 coupe and adds the power of all-wheel drive. The new 335xi expands the 3-Series’ resume to include all-weather performance.
From the driver’s seat, the all-wheel drive is seamless, and the additional weight has a negligible effect on handling. The 3-series’ standard Dynamic Stability Control already tames the tail-happy tendencies of the powerful, rear-drive 335i, so the 335xi’s additional stability is simply icing on the cake. The drivetrain is BMW’s xDrive all-wheel drive system, shared with the X3 and X5 line of sport-utes, and torque transfer is seamless. When the going gets slippery, the XDrive all-wheel drive system transfers power to the wheels with traction via a smooth, multi-disc clutch. XDrive will also transfer grip to enhance dry-weather performance, giving the 335ix a subtle edge over two-wheel drive cars. From the driver’s seat, the average 335xi pilot will notice only that the 300-horsepower six-cylinder engine doesn’t tend to make the rear end step out, in the wet or in the dry.
The addition of all-wheel drive makes the 3.0 liter straight six an impressively powerful yet tame engine, in fact. BMW’s first gasoline-powered turbocharged powerplant since the early 1980s, the 335’s engine features two small turbos, to provide maximum boost with minimum lag. The turbocharger is seamless; thanks to the inline engine’s inherent torque nature, there’s never a feeling of boost or lag. There’s a broad torque band and ample power when it’s needed; you can’t catch this engine napping. The throttle’s even perfectly suited, so boost and horsepower both roll on smoothly, making the 335xi deceptively fast from the driver’s seat. The six-speed manual transmission is awesomely suited to the straight-six, and the 335xi will get up and go from any gear, at any speed. It’s as easy to drive slow as it is fast; unlike some frenetic performance sedans, the 335xi is adept at calming down and acting responsible every so often, if the circumstances require it.
The brakes are excellent, of course; BMW wouldn’t allow anything less. The racetrack-bred 335xi is equipped with BMW’s elaborate “double-pivot” dual lower control arm suspension in the front and a five-link suspension at the rear. The bigger brakes require seventeen-inch or larger wheels. The suspension is taut and responsive to a fault, and the ride on the road is stiff but not uncomfortable. That said, the 335 doesn’t like sharp bumps, and tends to bounce like a go-kart over frost heaves.
For all the exciting mechanical bits, the 335xi’s face is rather restrained. The signature BMW styling looks good, but the average onlooker won’t see anything other than another handsome, long-nosed BMW coupe. The 335xi has conservative lines with a lowered hood, cool flat-topped quad headlamps with BMW’s signature corona rings, and of course the unmistakable split grille. This car is competent and confident, so it’s got no need for flashy styling tricks.
My test car featured a red and black leather interior that got mixed reviews, but otherwise the 335xi’s cabin is laid out nicely and comfortable. The narrow-diameter steering wheel feels tightly connected to the rest of the car and will remind younger drivers of a video game controller. The 335xi feels very taut and together–the steering wheel seems to be attached directly to the wheels, the shifter only a hairsbreadth from the gears themselves. The 335xi is good at making sure that the driver is involved. It’s easy to imagine that you can feel each individual tire’s contact patch on the road as you drive. And driving is what this car will invite you to do. The comfortable seats are sporty and grippy but don’t pinch, and surprisingly enough there’s room for over-six-footers in the back seat.
For all that sportiness, it’s still a luxury car as well. A choice of real wood or brushed aluminum trim is offered. Fancy electronic arms present the seatbelts to front-seat passengers when the key is turned, and there’s mood lighting in the armrests front and rear, giving the 335xi a unique theatrical feeling after dark. Active cruise control, heated seats, parking assist and a navigation system are available. Sirius satellite radio and a custom iPod adapter are also on the menu.
So what’s it cost to roll with what’s largely considered the best of the best? BMW pricing isn’t quite “if you have to ask…” but it is up there. 335ix pricing starts at $42,600. My tester featured th rear parking assist, iPod adapter, Sirius, Premium Package and Cold Weather package and stickered for $49,720. BMW’s XDrive is also available on the slightly less expensive 328 series.
Specifications: all specs are for the BMW 335ix.
Length: 180.6 in.
Width: 70.2 in.
Height: 54.1 in.
Wheelbase: 108.7 in.
Curb weight: 3759 lb.
Cargo space: 11.1 cu.ft.
Base price: $42,600
Price as tested: $49,720
Engine: 3.0 liter DOHC 24-valve twin-turbocharged inline six-cylinder
Drivetrain: six-speed manual transmission, all-wheel drive
Horsepower: 300 @ 5800
Torque: 300 @ 1400-5000
Fuel capacity: 16.1 gal.
Est. mileage: 16/25
2009 Mercedes SLK350
Dec 8th
“Oh, man!” said one of the coworkers at my summer job when I pulled up in the new Mercedes SLK350. “So be honest with me–is this the most expensive car you’ve ever tested?”
I had to tell him that no, not exactly. The SLK350 is actually the freshly redesigned junior member of Mercedes’ roadster family, and stickers for less than $50,000. In terms of curb appeal, though, it’s clear that the SLK’s new face, more powerful engine and upgraded interior are easily worth six figures.
Introduced in 1996 with the first wave of drop-top roadsters coming from Germany, the SLK has always been the plushest member of the fraternity, which currently includes the BMW Z4, Audi TT and Porsche Boxster. It was the first of the bunch to let the sun shine in with the use of a retractable hardtop instead of a canvas convertible roof. Though it’s got some sporty moves, the SLK is distinguished by being the most comfortable in its class, a sporty boulevard cruiser that’s comfortable enough to drive cross-country.
Redesigned for 2008, the SLK gets major revisions to its V6 engine to up the performance ante. The 3.5 liter V6 engine provides decent performance, though even with 300 horsepower on tap the SLK doesn’t feel as hard-edged as its competitors. Displacement has not been increased, but a new intake manifold and valvetrain modifications are responsible for the power increase. The high-revving V6 is happy at just about any speed, and returns mid-twenties fuel economy on the freeway as well, giving the SLK a five hundred-mile range if it’s driven gently. The new seven-speed automatic transmission does its part as well; with more ratios to choose from, the V6 is more efficient. The SLK350 is the middle child of the lineup; it’s bracketed by the 228-horse SLK300 and the 355-horse SLK55 AMG.
The SLK350’s performance is entertaining, but serious sports-car fans will find it only mildly amusing. Then again, those folks rarely slow down to enjoy the scenery, and the SLK makes it comfortable to go fast or slow. The suspension is fully independent, with two-piece control arms and coil springs up front and a five-link rear. Anti-squat and -dive geometry keeps the SLK350 level under hard acceleration or braking. Standard stability control means that the rear-drive SLK350 keeps its composure in the wet, and this is a solid-feeling little roadster that never quailed when asked to deal with Detroit’s less-than-friendly road surfaces. A new direct-steer system makes the SLK more engaging than previous versions, taking much of Mercedes’ trademark numbness out of the drive. On average roads, at legal speeds and without a stopwatch counting the fractions of seconds, the little Mercedes is great fun to drive. You can push it harder than that, and it’ll do as it’s told, but it’s clear all the time that F1-grade corner carving is not the SLK350’s forte. It’s almost too soft-hearted to be considered a sports roadster, though the lack of a back seat and the ultra-compact dimensions put it in that class.
Track numbers aren’t everything, of course, and the SLK is just as happy being an automobile of leisure. The SLK remains the most elegant of the various compact two-seat roadsters on sale. The SLK’s redesign gives it show-stopping looks. This may be one of the junior members of the Mercedes family, but you wouldn’t know that from the curb, and more than one onlooker was surprised to learn that the SLK didn’t come with a six-figure price tag. The sleek, raked-back looks of the full-size SL roadster have been combined with Formula One cues like the strongly V-shaped front splitter and large Mercedes badge to create a sporty, upscale look that’s unique. The rear of the car has also been restyled, with smoked taillights, quad exhaust outlets and tough-looking ground effects. The SLK looks restrained and powerful at the same time.
The SLK’s interior has been revised for a sportier, driver-oriented feeling. Even with snug seats, an aggressive, racing-style instrument panel and a laid-back driving position, however, the SLK still exudes an air of elegance that puts it above the league of the Miatas and Solstices of the world. A choice of burr walnut or black ash woodgrain trim decorates the dash. Driving free of distractions is aided by the Bluetooth-compatible phone and voice-command system. These, and the available iPod controller, are all linked through the instrument panel for ease of use. There’s also an SD memory card slot in the dash, and the navigation system’s screen is larger for easier reading. The available harman/kardon Logic 7 sound system provides powerful tunes with the roof open or closed. And speaking of the roof, it doesn’t seem to matter that even Pontiac’s doing a retractable hardtop these days; popping the SLK’s top conveys celebrity status in just twenty-two seconds, as people crowd to watch the roof raise up, fold itself, and slide neatly into the trunk. I was able to enjoy top-down driving in Michigan’s balmy fall weather thanks to the unique AIRSCARF system of air vents that blow warm air across the driver and passenger’s shoulders when the top’s down.
It’s almost impossible to go wrong when you’re talking about two-seat, top-down motoring, so it boils down to a matter of style. If you’re looking for sports roadster thrills combined with long-distance capability, wrapped up in a packaged that will make the valet parkers smile with respect when they see you coming, the SLK350 might just be your ticket. It’s a Mercedes, of course, so you’re going to pay for that status. Pricing for the SLK350 starts at just under $50,000, but the options add up quickly. My test car featured satellite radio, the AIRSCARF and heated seats, a navigation system and the harman/kardon sound system, and stickered for $60,225.
Specifications: All specs are for the 2009 Mercedes SLK350.
Length: 161.5 in.
Width: 70.4 in.
Height: 51.1 in.
Wheelbase: 95.7 in.
Curb weight: 3318 lb.
Cargo space: 9.8 cu.ft. (top up); 6.5 cu.ft. (top down)
Base price: $49,950
Price as tested: $60,225
Engine: 3.5 liter DOHC V6
Drivetrain: seven-speed automatic transmission, rear-wheel drive
Horsepower: 300 @ 6500
Torque: 265 @ 4900
Fuel capacity: 18.5 gal.
Est. mileage: 18/26