Automotive Reviews
Posts tagged sport coupe
2003 Nissan 350Z
Oct 12th
It’s hard to say exactly what first draws the eye to the 2003 Nissan 350Z. It might be the grille-less nose, or those big wheels. Maybe it’s the silhouette, which seems to slope away on all sides from a single point in the middle of the roof. It’s certainly not the Nissan badge, because all during our test drive people were asking, “What kind of car is this?” in spite of the prominent nomenclature front and rear.
The new 350Z is an all-out, front-engine, rear-drive sports coupe, intended to take on Corvettes and BMWs, both on and off the track. In fact, Nissan offers a “track” version of the 350Z, with all of the performance goodies in one package. In short, the new Z picks up where the old one left off, adding a healthy dose of return-to-roots flair to entice buyers who fell in love with the original Datsun 240Z back in 1970. It’s also obvious from the shape and performance that the new Z is more closely related to the 300ZX of the late 1990s than it is to Datsun’s long-nosed coupe.
The 350Z combines the taut, pulled-back family look of modern Nissans with the proportions of past Z cars. It’s low and wide, of course, with projector-style headlamps and unusual vertical door handles. The upper body leans in sharply toward the greenhouse along both sides to heighten the impression of speed. Massive 18″ wheels are optional equipment, and they’re pushed out to the corners of the car to lengthen the wheelbase and give the new Z a tenacious grip on the road. Neat triangular taillamps and twin exhaust pipes complete the look. Sharp eyes will note the rear strut tower brace, a suspension component that runs through the luggage compartment. Nissan has decorated it to match, “Z” logo and all.
Inside there are more nods to the 350Z’s forebears. The instrument panel is a simple, no-nonsense unit with three large gauge pods. There are also three ancillary pods in the center of the dash, hooded like those of the original Z. The 350Z is light on non-functional, non-essential equipment (not counting the navigation system’s video display, of course). No 2+2 model, the 350Z is a two-seater only. The rib-hugging seats are comfortable enough for all-day trips, and for weekend getaways there’s space behind the seats for a moderate amount of luggage or even golf bags. There’s next to no storage space in the cockpit, however. Even the 12v outlet for a cell phone is located somewhat awkwardly behind the seats. Got a CD case? An extra bottle of water? A tool kit? Forget it. Items larger than change or a wallet have to be placed in the cargo area, where there’s nothing to stop them from sliding all the way to the back when you stomp on the gas.
Nissan has traditionally powered its Z cars with six-cylinder engines, and the 350Z is no exception. A 3.5 liter DOHC V6 knocks out 287 horsepower, and that’s without the help of a turbocharger or supercharger. The all-aluminum, 24-valve engine uses a continuously variable valve timing system similar to those seen on some smaller-bore sports cars. By changing the engine timing, the 350Z can make the most of the available power under acceleration from a stop, at constant cruising speeds, and in stop-and-go traffic. On the road, it’s a bit twitchy, but our 350Z Touring model was equipped with a five-speed automatic transmission. The six-speed manual would be the better choice; we grew to quickly hate the autobox, whose slow (but smooth) shifts seem to dull the 350Z’s catlike reflexes.
A fully independent multi-link suspension ensures glued-to-the-pavement handling. It’s taut and responsive, just like a track car should be. The downside is that even our “Touring” model, with a more on-road oriented setup, was downright vicious on rutted and potholed roads. The 350Z tracks nicely, without as much of a tendency to follow the crown of the road as some big-tired sportsters, but a long highway trip will still be a bit of an endurance contest for sensitive backsides. For what it’s worth, we found the 350Z to be lacking in the soul department as well. It’s more of a track tool than a back-road buddy.
The 350Z may have the DNA of classic sports cars, but it’s got modern appointments as well. Front, side and curtain airbags are available, as well as traction control and Nissan’s Vehicle Dynamic Control (VDC) traction control system.
The 350Z’s pricing is refreshing, at least. Available in base, Enthusiast, Performance, Touring and Track models, the base price of $26,269 isn’t too far from what a new 300ZX cost six or seven years ago. Our test car was a Touring model, and added a limited-slip differential, CD changer, leather seats, traction control and xenon headlamps to the base equipment list and about $5000 to the bottom line. With the addition of a navigation system it stickered for $34,454.
Specifications:
All specs are for the 2003 Nissan 350Z, which we tested.
Length: 169.7 in.
Width: 71.5 in.
Height: 51.8 in.
Wheelbase: 104.3 in.
Curb weight: 3210 lb.
Base price: $31,589
Price as tested: $34,454
Engine: 3.5 liter DOHC V6
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 287 @ 6200
Torque: 284 @ 4800
Fuel economy: 19/26
2003 Infiniti G35 Sport Coupe
Oct 5th
The last time Infiniti built a coupe, it was a nice car. It was also square, stodgy, and, well, boring. The M35, introduced at Infiniti’s inception in 1989, was based on the Japan-only Nissan Leopard. It was a decent but forgettable four-place luxury coupe, and it vanished from Infiniti’s lineup after three years. For 2003, Infiniti is back in the luxury-sport coupe market, and this time it’s much less likely to be forgotten. The G35 Sport Coupe is fast, sexy and far from boring.
Sharp eyes have probably guessed that the G35 Sport Coupe shares some genes with Nissan’s all-new 350Z, and they’re right. The differences are telling ones, however. The G35 Sport Coupe has an eight-inch longer wheelbase than the Z, and it’s just a smidgen taller. Compared to the G35 sedan, the wheelbase is the same, but the Sport Coupe is shorter and wider.
Even though it shares its face with the more conservative G35 sedan, this coupe stands out on the road. The low, wide stance looks great. The car is dominated by smooth, sheer expanses of sheetmetal. The bodysides are free of chrome or rub strips for a simple, purposeful look. Which isn’t to say that the G35 Sport Coupe looks cheap, however. Vertical stacked headlamps under clear covers and a wide family grille leave no doubt that this is an Infiniti. The G35 Sport Coupe’s grille is slightly oval-shaped, in contrast to the sedan’s rectangular unit, and if you’re a big fan of subtle industrial design there’s a pretty compound curve where the headlight and grille meet. Out back, the G35 Sport Coupe has a flat, chopped-off rear end that’s reminiscent of (but not quite) a “Kamm” tail as seen on classic Alfa Romeos. The LED-studded taillights are large and flush with the bodywork. The fastback design looks like it should be a hatchback, but the G35 Sport Coupe features an unusually roomy trunk. Overall it’s got great road presence.
This car has good “interior” presence, too. There’s more and less space inside than you’d expect. Front seat passengers are treated well, with comfortable, well-bolstered chairs and more headroom than the G35 Sport Coupe’s low stance suggests. This is a four-seater, however, in “grand touring” fashion. The back seat is best for slouchers, as headroom is compromised by the drastically sloped backlight, but the stretched wheelbase allows for plenty of rear-seat legroom. The T-shaped dash is shared with the G35 sedan, and standard equipment includes a six-disc in-dash CD changer, side-impact and side-curtain airbags and bright electrofluorescent gauges. We had two complaints; first, the knob-less radio controls are kind of obnoxious and hard to get used to. That’s not a big deal. Our second issue is more significant, because for a sporty car, the G35 Sport Coupe is awfully hard to see out of. It’s especially hard to place the right front corner, which can make for harrowing times on a twisty road or autocross track.
That’s forgivable in your average, dim-witted luxury sedan, but the G35 Sport Coupe is intended to go out and straighten those curvy roads. Visibility aside, it’s a good companion for those sorts of missions, too. The suspension is fully independent, of course. Extensive use of aluminum in the suspension reduces unsprung weight and improves on-road response. Nissan’s Vehicle Dynamic Control stability control is standard.
Nissan’s excellent 3.5 liter V6 provides power. Thanks to rear-wheel drive, the G35 Sport Coupe lives up to the “sport” part of its name. The engine has been tweaked, for twenty more horses than the G35 sedan. That 280 horsepower is controlled by a “drive-by-wire” electronic throttle for quick but efficient response. A choice of six-speed manual or five-speed automatic transmissions is available. We drove the automatic, but wish we’d have had a stick. The autobox is somewhat slow-witted, which makes the G35 hard to play with as it’s usually shifting for comfort instead of performance.
G35 Sport Coupe pricing starts at $29,100 for an automatic-equipped, “5A/T Coupe” model. A leather-and-amenities equipped model is $31,400, and the sporty “6M/T Coupe” carries the six-speed manual and larger brakes for $32,050. The options list is short; a Bose sound system, sunroof, 18″ wheels and a fancy satellite navigation system whose 6.5 screen rises out of the dash Buck Rogers-style are highlights. Six-speed-equipped G35 Sport Coupes also get big Brembo brakes.
Specifications:
All specs are for the 2003 Infiniti G35 Sport Coupe, which we tested.
Length: 182.2 in.
Width: 71.5 in.
Height: 54.8 in.
Wheelbase: 112.2 in.
Curb weight: 3422 lb.
Cargo space: 7.8 cu.ft.
Base price: $29,100
Price as tested: $33,915
Engine: 3.5 liter 24-valve DOHC V6
Drivetrain: 5-speed automatic, rear-wheel drive
Horsepower: 280 @ 6400
Torque: 270 @ 4800
Fuel capacity: 20.0 gal
Est. mileage: 19/26
2003 Mercedes CLK500
Aug 26th
Good news! The traffic-stopping looks and technological wizardry of the $92,000 Mercedes CL500 coupe are now available in a smaller, more convenient package!
That is in no way hyperbole, either. Last year’s CLK was an excellent car, a perfect wallflower that would take you to the most expensive restaurant in town in style and then beat the pants off of a Ford Mustang GT on the way home. That car’s still here, under the surface, but now it’s drop-dead gorgeous. We think the new CLK500 is one of the best-looking cars on the road today, in fact. If nothing else, the redesign makes you wonder less where your $60,000 went.
The new CLK looks every bit its price tag. The now-familiar four-oval face has been raked sharply back, in the style of Mercedes’ show cars and the SL. The windshield and rear window are also steeply raked, and if you look close you’ll see that the new CLK500 is a true pillarless hardtop. Once a vital part of any automaker’s lineup, this B-pillarless body style all but disappeared in the 1970s. Its return is a welcome thing. With front and rear windows open, the CLK500′s cockpit is airy and cheerful, a perfect setting for a four-person cruise. Accenting the wide-open interior is a slight rise in the car’s beltline. The CLK500 is distinguished from the smaller-engined CLK320 by its black and chrome grill, a unique lower front fascia, and AMG-style wheels. Overall it’s much more striking than the coupes from BMW and Acura that it competes with.
Inside, the CLK exudes relentless luxury. It’s also bigger than its predecessor, especially for rear-seat passengers. You’re treated to a laid-back driving position, and a wonderful color-keyed interior in Mercedes style. The CLK does everything dramatically; even the cupholder emerges regally from the dash out of a hidden slot. The CLK features a cool “outer-ring” analog speedometer, which has a needle that pivots around the outer edge of the gauge. This frees up the center of the round gauge for a driver information display, as well as a cool, video-game style cruise control display. Poring over the car with an engineer friend revealed many of the behind-the-scenes perks Mercedes includes that make the CLK500 seem so effortlessly cool. You’ll probably never notice that the rear-seat heat vents have their own separate blower fan, for instance, or the seatbelt support which “presents” the belt forward to easy arm’s reach when you enter the car, then retracts when the engine is started. The owner’s manual is required if you intend to wade through the car’s many, many functions (especially the radio), but if you read the directions, the car can do just about anything. It’s equipped as well as any full-zoot luxury sedan, with rain-sensing wipers, “theater” lights that dim instead of just going off when the door is closed, and optional high-intensity discharge headlamps.
On the road, the CLK500 is about as wonderful as coupes get when it comes to high-speed cruising. BMW’s monster M3 is faster, of course, but the Mercedes is arguably more fun to hang out with. The 5.0-liter V8 is shared with the CL500 coupe, and puts out 302 horsepower. We’re big fans of Mercedes selectable five-speed automatic transmission, too. Unlike other “manumatics” which require the driver to choose a mode with the gearstick before being able to change gears, Mercedes uses an always-on, bang-up/bang-down system that’s a lot more useful in the real world. That said, we still wish the CLK500 was available with a true manual tranny. The TouchShift is silky smooth on the freeway, but when it comes to serious automotive playing, it just isn’t the same without a clutch pedal.
What the CLK500 excels at is eating long stretches of freeway. It uses twin-link struts in the front and a five-link setup in the rear. The ride combines the poise of a sports car with the smoothness of a luxury car. It’s less communicative than the ultra-responsive M3, but driving the CLK500 fast is still rewarding. A “staggered” wheel setup puts wider tires on the rear and makes the rear-drive CLK less inclined to break loose in fast turns.
The concern that sent the pillarless hardtop away in the first place was safety. Obviously, without a center pillar, side-impact protection is a grave concern. Mercedes has addressed this issue with a thick tubular “halfway” pillar that stops below window height. Front, side and side-curtain airbags are standard. To prevent accidents, Mercedes’ usual array of active safety equipment is along for the ride also: anti-lock brackes, traction control and stability control, and Brake Assist. Mercedes’ Tele Aid emergency service system is also included.
Now for the bad news. Like every other wonderful Mercedes product out there, you get what you pay for. CLK500 pricing starts at $52,865, and the options stack up quickly. Our test car was equipped with a sunroof and rear sunshade, six-disc CD changer, a hands-free Mercedes telephone, heated seats and rear parking assist. That bumped the bottom line up to $61,125. The six-cylinder CLK320 offers most of the same luxury as the CLK500 with less powerful performance, and starts at about $45,000.
Specifications:
All specs are for the 2003 Mercedes CLK500, which we tested.
Length: 182.6 in.
Width: 68.5 in.
Height: 55.4 in.
Wheelbase: 106.9 in.
Curb weight: 3585 lb.
Cargo space: 10.4 cu.ft.
Base price: $52,865
Price as tested: $61,125
Engine: 5.0 liter 24-valve V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 302 @ 5600
Torque: 339 @ 2700-4250
Fuel capacity: 16.4 gal.
Est. mileage: 16/23