7

Revival of a legend

Nine months before the 2001 Tokyo Show, another concept had been shown at Detroit. Fittingly, the car was finished in a similar shade to that of the original Z Concept unveiled at the NAIAS in 1999. A release issued on 8 January 2001 by the Nissan press office gave a detailed insight into the background development of the Z33. It read as follows:

Nissan today revealed a new, near production-ready Z sports car at the North American International Auto Show in Detroit, just two years after the first Z Concept vehicle was rushed onto the North American auto show circuit as an initial styling and feasibility study. The new Nissan Z, which is scheduled to go on sale in the United States and Canada in mid-2002 as a 2003 model, is designed to be as revolutionary as the original Datsun 240Z was when it was introduced more than 30 years earlier.

“The new Z promises to deliver the performance and high design qualities of today’s cutting-edge sports cars at a truly affordable price,” said Carlos Ghosn, Nissan’s President. “Our overriding goal has been to build a memorable, no-compromise sports car while keeping the target price under $30,000. This new Z meets all of our expectations. It is, quite simply, a stunning achievement.”

A page from the American 2002 Nissan range brochure featuring the pre-production car displayed at the 2001 Detroit Show.

“Z DNA” provides vision

Public, media and Nissan dealer reaction to the 1999 Z Concept styling exercise was overwhelmingly positive, helping to accelerate the return of an affordable Nissan two-seater to the North American market. But, unlike the previous Z Concept, which had strong visual links to the original 1970 240Z, the new Z Concept is the company’s latest expression of a contemporary sports car.

“The design represents the Z brought into the 21st century,” said Shiro Nakamura, Nissan’s Design Director. “Our desire was to honour its ‘Z-ness,’ which is something no other company has, yet not be retro.”

In setting the concept for the production Z, the creative team of designers and engineers were guided by what became known as ‘Z DNA’ - the combination of passion, performance, practicality and value that has epitomised every generation of Z-car since the original. For the new Z, this meant developing a perfect combination of performance and handling, value, design and durability.

“To be successful in the marketplace, we know that the Z must inspire both appeal and appreciation,” said Nakamura. “First, the design must offer strong visual and driving appeal. But, the Z must also be appreciated for the more practical side that comes with everyday ownership - durability, utility, comfort, reliability and low maintenance.”

Other ‘must haves’ for the new Z were also taken from the first generation 240Z: a front engine/rear-wheel drive drivetrain configuration; two-seat interior; a powerful six-cylinder engine, and, of course, a simple and honest design. The new Z, like the original, features a true hatchback body.

“The Z is a car that everyone in the entire Nissan organization wanted to work on and contribute to because of what the Z has meant to Nissan over the years,” said Mr Ghosn. “By staying true to the Z’s rich heritage while looking strictly forward, I believe we’ve created a car that is emblematic of the new face of Nissan.”

Nissan’s global design centres came together to put forward proposals in the early stages of the Z33’s development. Designs from America, Japan and Europe were appraised following the concept set out by Yukawa, former head of Silvia and Cefiro development, who was now charged with pulling the Z-car out of the ashes.

Exterior styling: simplicity & high design qualities

The design of the new Z was truly an international effort, with contributions from Nissan design studios in Japan and the US based on a concept developed at Nissan Design America (NDA), in La Jolla, California. As befitting its sports performance essence, the Z design is anchored by very aggressive wheel forms pushed all the way out to the corners.

“A long wheelbase and wide stance provided a great starting place,” said Diane Allen, Chief Designer, Red Studio, NDA. “Our first thought was to recreate the sensation of an open-wheeled Formula 1 car - all wheels and an intimate centre structure.”

The new Z body is put together much like an aeroplane fuselage: front compartment, centre cockpit and rear compartment. The top line is extremely arched in both side view and plan, with its super-profound sweep creating a dynamic spine with an ever-dynamic, ever-changing view.

The Z’s beltline provides a distinctive spine, which crosses over the form in the rear and is anchored in the Z’s strongly visual taillights.

“We wanted the design to be an expression of agility; very three-dimensional and moving,” said Mamoru Aoki, Product Chief Designer, Nissan Technical Center (NTC). “The Z is very fluid and relaxed, from the curve of the door cut to the freeness and movement of the glass. It looks fast, but not just in a straight line. It’s a simple yet exacting design, which gives the Z a polished feeling like you get from classic cars.”

While retaining elements of the first 240Z - such as the headlamp treatment - and the last generation 300ZX, the new Z has a very modern, ‘high design quality’ appearance.

“We had to find our own statement, which required a different way of putting the Z together - with a hi-tech, mechanical crispness balancing the more fluid shapes and sections,” continued Allen. “We’ve played up the contrasts with the ‘negative’ centre section running through the positive wheel sections. The Z is not all positive and fat; it has a play between elements so you should never get bored with it.”

The Z’s hood, roofline and rear deck are relatively flat, giving the sense that the centre is all one piece. The raised rear deck enhances the car’s aerodynamics, eliminating the need for an external or articulated spoiler.

The Z’s cockpit clearly establishes the car as an intimate two-seater with a small greenhouse and squared-off rear window treatment reminiscent of the 240Z. “The cabin is purposely selfish so there is no mistaking the new Z for a sports coupé or a sports touring car,” said Aoki. “We even avoided the use of a longer door because we didn’t want to suggest that there’s access to a rear seat.”

In addition to the hatchback coupé, a Convertible version of the new Nissan Z is planned.

Interior design: an intimate two-seater combining physical & visual comfort

Inside the dramatic Z exterior is a natural, driver-oriented environment with touches of newness and classic sports car design.

The show version is a medley of metal and leather, with unique textures and colours. The front seats incorporate a mesh material, which is not only contemporary-looking but also absorbent. The top half of the front seatbacks fold forward for easy access to the rear storage compartment, which has dual opening lids.

The instrument panel features three gauge pods, similar in design to the 240Z, as well as modern touches such as a navigation system with video display. The door vents and centre console have a solid, chiseled-from-a-block-of-aluminium look.

The hatchback design is accentuated by functional storage space and an integrated aluminum rear suspension strut tower brace. The brace, which carries a Z logo, is finished to match the rest of the rear compartment, and is visible from outside. “We want to emphasize the practical, performance nature of the strut brace by making it visible from the exterior - like looking at jewellery through a display case. The essence of the Z is performance and we want the design, inside and out, to reinforce that impression,” said Allen.

Performance that won’t disappoint

“Though we are saving the details for later, our target for the new Z is to be the best handling, best performing volume sports car on the market,” said Mr Ghosn. “Its performance will match the high expectations that the design presents.”

The new Z will be powered by a 3.5-liter V6, producing in excess of 260 horsepower and 0 to 60mph acceleration time of less than 6.0 seconds. Suspension for the rear-wheel drive vehicle will be a four-wheel independent design. Both six-speed manual and five-speed automatic transmissions are planned.

The last word: value

“The new Z is one of those rare examples of ‘product out’ design. That is, we created the absolute best sports car we could without worrying about market niches or buyer profiles,” said Mr Ghosn. “Now that it’s nearly here, we know the buyers will find its unmatched combination of exotic car performance and entry-level price point irresistible. The new Z is a serious sports car and we’re very serious about regaining its original place in the market.”

By the time the production model made its debut at the 2001 Tokyo Show, the public had a pretty good idea of what to expect. Even so, the new Z still managed to grab the headlines in Japan, and when the car was eventually launched in July 2002, it was difficult to believe the excitement it created on both sides of the Pacific.

The VG35DE engine, as used in the Fairlady Z.

An early publicity photograph issued at the end of 2001. It would have been understandable had the public become bored with the car, given its long gestation period, but it continued to fill magazine columns, and Yutaka Katayama was brought back into the Nissan fold to provide a valuable link between the new vehicle and those of the past. More publicity was generated as a result, and the fact that no-one could yet buy a new Z hardly seemed to matter.

The Z33 in detail

Interestingly, there was already a new Z-car team in place in 1993, although the project was shelved in view of the market situation in the United States and Japan. In 1995 a cheaper, four-cylinder coupé was suggested but, by 1997, this, too, was cancelled and thoughts again turned to the Fairlady Z. A number of ‘study’ vehicles were produced and assessed, and approval was finally granted in January 1999, three months before Ghosn arrived on the scene.

If the project was to succeed, it was obvious that production costs had to be reduced, and this was achieved via the traditional route of greater use of shared components. Based on a shortened Skyline platform, this gave the designers and engineers a strong foundation on which to work.

The cowl from the Skyline (and Stagea) dictated the new Z’s waistline height, and the car was designed from this point. At 4310mm (169.7in.), it was significantly shorter than the Z32 (despite having a longer wheelbase), a touch wider, and much taller. A clean shape and attention to detail resulted in a Cd figure of 0.30, although this could be reduced to Cd 0.29 via the various body appendages offered as an option.

Little touches made a big difference. For example, each time the door opened so did the side windows slightly, and then sealed perfectly once it was closed. This not only enhanced aerodynamics, but also reduced the need to slam doors, as air trapped in the cockpit could escape. In order to reduce weight - the sworn enemy of all sports car engineers - the bonnet and bumper reinforcement bars were made of aluminium. Virtually all parts were recyclable, by the way, with no lead used at all in a bid to help the environment.

The VG35DE engine was found in a number of other Nissans, albeit with a few minor revisions, with the bulk of its weight placed aft of the front axle. Nissan christened this layout the FM (front midship) style, and, again, it featured on several other contemporary Nissans.

The dohc V6, used for all markets, had an aluminium block with steel sleeves. With a bore and stroke of 95.5 x 81.4mm, it had a cubic capacity of 3498cc. The aluminium heads, with four valves per cylinder, played host to chain-driven, variable-phase intake cams, and, with sequential multi-point, electronic fuel-injection, combined to give the unit some impressive performance figures.

For the home market, the VG35DE was listed with 280bhp at 6200rpm, along with 267lbft of torque at 4800rpm. The exhaust system was given slightly different tuning for each major market, as local noise regulations had to be complied with. By all accounts, America got the sweetest exhaust note under acceleration.

Power was taken through either a six-speed manual gearbox, or a five-speed, electronically-controlled automatic. Internal ratios on the manual transmission were 3.79 on first, 2.32 on second, 1.62 on third, 1.27 on fourth, a direct fifth, and 0.79 on the overdriven sixth gear; the final drive ratio was 3.54:1. This was the same for all markets.

The automatic gearbox was also the same unit for all countries, with 3.54 on first, 2.26 on second, 1.47 on third, a direct fourth, and 0.83 on fifth. A 3.36:1 final drive came with this transmission. Incidentally, the propshaft was a carbonfibre, reinforced plastic (CFRP) tube, giving a 40 per cent weight saving over a traditional prop of a similar size.

Not surprisingly, Skyline chief, Kazutoshi Mizuno, was put in charge of the engineering. A flat ride was one of the key objectives, and the multi-link suspension, with coil springs and anti-roll bar front and rear, allowed Mizuno to achieve this goal. A lot of forged aluminium components were used in the suspension to save weight, and a fair amount of travel was built in to aid refinement.

The system was further enhanced with traction control (TCS) and Vehicle Dynamics Control (VDC, or ESP in some markets). The latter monitored handling, making subtle adjustments to correct oversteer or understeer by reducing torque to the necessary wheel, or applying the brakes if the driver was pushing too hard.

On the subject of brakes, the normal system featured 296mm (11.6in.) diameter front discs, with 292mm (11.5in.) items on the rear; ABS, electronic brake-force distribution (EBD) and Brake Assist were standard features for all markets. A high-performance Brembo braking system, with 324mm (12.8in.) discs up front and 322mm (12.7in) versions on the rear, was also available on some models.

Seven-spoke, 17-inch alloy wheels were the norm, with 7.5J rims at the front, and 8Js at the rear; these were respectively shod with 225/50 WR17 and 235/50 WR17 rubber. The other standard wheel was a six-spoke, 18-inch item. Although the rim was 8J at both ends, the tyres were slightly different, being 225/45 WR18 up front, and 245/45 WR18 at the rear. The optional Rays forged alloys were much lighter than the standard 18-inch alloy wheel option. These were six-spoke items, too, 8J x 18 at the front, and 8.5J x 18 at the rear; the same 225/45 and 245/45 tyres were used.

Steering was via power-assisted rack-and-pinion, with tilt adjustment on the column. Interestingly, the main instrument cluster moved at the same time as the steering column, thus ensuring a clear view of the gauges at all times. Good weight distribution (53 per cent front, 47 per cent rear) and having the tyres pushed out towards each corner ensured nimble response.

The interior was designed in Japan. It was a pure two-seater, with the emphasis on effortless progress. In fact, the driving position was based on lessons learnt from the Skyline Le Mans programme. The Z pilot certainly had a more civilized cockpit, however, with many features harking back to the original of 1969, albeit in more modern form.

Utility was certainly hampered by the hefty rear strut brace, but it did add a great deal of rigidity to the bodyshell. Indeed, it must have been considered a necessity, as the author was told by one of the engineers that it simply wasn’t possible to run the car without it. The Z came with an 80 litre (17.6 Imperial gallon) fuel tank.

Incidentally, the new Z-car was built initially at the Oppama Plant, breaking a tradition that stretched back over four decades as all previous Fairlady models had been built at the Nissan Shatai factory in Hiratsuka.

A word from John Yukawa

BL: Mr Yukawa, what was the concept for the new car, and did it change at all during development?

JY: ‘Lust then Love’ is the key concept behind the Z. ‘Lust’ is quite a dangerous word, but for the Z it means love at first sight, while the ‘Love’ element implies a long-term love affair with the product. Customers initially purchase the Z because of its superior specifications and finished design, but after they own the car for any length of time, they grow to love the Z for its superior performance.

I discussed what was required from the new Z-car with the NNA (Nissan North America) guys for a half year, and then applied this concept to the design at the beginning of developing the Z33 in 1999. We never changed this concept throughout the car’s development.

BL: Which cars did you consider to be the Z33’s main competitors?

JY: The Z’s competitors are always going to be the previous Zs from 1969 onwards. Because for Z-car fans, it could never be replaced by another machine, and we are also proud that the Z is the only Japanese sports car to be sold worldwide. But I dare to say the main competitor - in performance terms, at least - is the Porsche Boxster-S. The Boxster-S was the benchmark in this segment, but the benchmark today is the Z-car, without doubt.

BL: With your last statement in mind, how much were the older Z-cars used as reference points?

JY: The new Z was designed as a combination of ‘Z-ness’ and ‘Newness.’ Z-ness means inheriting Z-car DNA, while the newness takes account of the fact that we are now into the 21st century.

As you know, the first Z, called the Fairlady Z in Japan and 240Z in the US, debuted in 1969, and right after that it became a massive hit in these markets. People lavished their affection on the Z, and, by the time the previous model ceased production, around 1,440,000 Zs had been sold all over the world.

The successive Zs had one consistent DNA, while innovation, which placed them ahead of their time, was incorporated into each model. I developed the new Z with such appeal in mind. And I have done everything I can to exceed customer expectations of the Z with our passion and enthusiasm. It will be my great pleasure if you feel this Z-ness, newness, passion and enthusiasm in the new Z.

The home market

The Japanese press launch was held at the Ariake Colosseum in Tokyo on 30 July 2002. Carlos Ghosn, who was always keen to see a return of the Z, was the main speaker at the event, which saw a massive selection of Z-cars on show, both inside and outside the main hall. Various celebrities were gathered to give their views on the new Z, including legendary Nissan race driver Kazuyoshi Hoshino.

Japanese buyers had the choice of six main variations: the entry level Fairlady Z in six-speed manual or five-speed automatic guise (with prices starting from 3,000,000 yen); the Version T, again, with stickshift or the two-pedal option; the manual only Version S, and the top, six-speed, 3,600,000 yen Version ST.

The base car was very well equipped, coming with 17-inch alloy wheels, ABS, Brake Assist, TCS, a limited-slip differential, PAS, xenon headlights, automatic air conditioning, power windows with UV-cut tinted glass, power mirrors, a rear wiper, heated rear window with timer, central locking with keyless entry, leather trim on the steering wheel, gearknob and handbrake lever, aluminium pedals, adjustable headrests, adjustable thigh support on the driver’s seat, map and door pockets, a footrest, centre and overhead console boxes, a dash light dimmer, maplights, an illuminated vanity mirror and ashtray, cupholders, storage boxes behind the seats, dual airbags, an engine immobilizer, treadplates, and a four-speaker CD/radio with aerial.

Moving up to the Version T brought heated, leather-trimmed seats with power adjustment, and a seven-speaker Bose stereo system. The Version S was rather more sporting, and did without the Version T’s added luxuries, but instead gained 18-inch alloy wheels, Brembo brakes and the VDC system. The flagship Version ST had the leather power seats and Bose stereo of the Version T, plus the larger wheel and tyre combination, Brembo brakes and Vehicle Dynamics Control system of the S.

The invitation to the Japanese press preview.

The Japanese press launch, July 2002.

Nissan Design Chief, Shiro Nakamura (left), seen here with Yoshihiko Matsuo, who had styled the original Z-car over three decades earlier.

Maker options included a front and rear spoiler package (priced at 50,000 yen), side and curtain airbags, and a navigation system. While the cheaper cars could be specified without the basic CD/radio (saving 11,000 yen), dealers were able to offer an MD player and other audio equipment, kneepads, a three-spoke Momo steering wheel, aluminium treadplates, storage and cargo nets, floormats, parking assistance and cockpit illumination packages, an alarm, mudguards, a carbonfibre-style grille insert, white reflectors to fill the apertures below the headlights, door guards, uprated suspension kits, high-performance exhaust systems and air filters, and the Rays forged alloys (the latter priced at 290,000 yen the set).

Seven paintwork options were available, with black fabric or black leather trim; Burnt Orange leather could also be specified on cars with silver, black or orange coachwork.

Sales began straight after the press launch, although it wasn’t until the end of August that dealers held special launch event weekends. The advertising campaign was superb, bettered only by the promotional video made for the 2001 Tokyo Show.

Amid all the publicity surrounding the new Z, something that Carlos Ghosn said at the start of December 2002 set off another flurry of e-mails to and from Z-car enthusiasts. When asked by a Nihon TV reporter if the Datsun marque name would ever be revived, he replied: “Certainly. It will be well worth our while bringing it back. What is important is that Datsun is part of our heritage. You can be sure Nissan will be using the best parts of our heritage in the future.” To date, nothing more has happened, but people like Yutaka Katayama, who saw the very first Datsun roll off the line and did so much to establish the brand, have not given up hope of a revival ...

Official figures quoted 6628 domestic Z-car sales during 2002. Over half of these cars had automatic transmission, with the Version T the most popular grade.

The first Japanese catalogue, reproduced in full. There were many subtle styling details, such as the concave sections above the waistline which visually reduced the vehicle’s mass. These tiny points were part of Yukawa’s ‘Love’ philosophy: the little things that an owner would notice in time. The three-dot theme, seen everywhere from the door handles to the wheel spokes, was supposed to represent the past, present and future.

For the serious Z-car enthusiast, there was even a Fairlady Z credit card!

A selection of Z Collection accessories on sale in Japan at the time of the launch.

Early Japanese advertising. Actually, the publicity campaign was very similar to that used in the States - simple and tasteful.

A personal view

At the start of October 2002, Japan was hit by the biggest typhoon in 50 years. The author was in Hokkaido (the north island) - stranded, in fact! I was taking part in an RJC event at the Nissan Proving Ground, trying out the latest offerings, including the Fairlady Z. It was an interesting experience for an English sports car nut that drives one of the last Mazda RX-7s to come off the production line.

I loved the new Z’s styling, with only the door handles making me cringe a bit. I couldn’t help feeling that a small lever in the blackout area above the current position would look much better (or, better still, adopt a flush, sunken lever like that found on the first Mercedes-Benz 300SLs), but otherwise it looked the part from whichever angle you approached it. Muscle-bound, and clean - free from too many fussy lines.

I thought the powerplant was excellent for a Grand Tourer: plenty of low-down punch and effortless cruising capability. Handling and balance were good, but the 18-inch wheels and tyres made the car wander quite badly on rutted roads, and the ride was quite harsh on broken pavement and at low-speed; the steering was also less than pin-sharp on initial turn-in. To be honest, this first run, on the way to the Proving Ground, left me a little disappointed, as I was expecting so much - too much, probably. However, later we got onto some smoother roads - rather like those in America - and it was a completely different experience. Much better, I’m happy to say.

In conclusion, I felt that, with a few minor detail changes in the cockpit and the option of a pure sports chassis (the components for this upgrade were made available from NISMO shortly after), as well as a softer set-up for those who want to cruise rather than drive flat-out, Nissan could be onto a winner, especially considering the distinct lack of affordable vehicles of this type. If the news filtering from the States is anything to go by, the company already has this.

The USA’s 2003 model year

The 350Z was powered by the same basic 3.5 litre V6 as its home market counterpart, and came with the same six-speed manual or five-speed automatic gearbox. The Americans had five Z-cars to choose from (or seven, if the transmission options are taken into account). Even the Base, manual-only $26,269 350Z had 17-inch seven-spoke alloys, power-assisted steering, ABS, EBD and Brake Assist, automatic climate control, a leather-wrapped steering wheel and gearknob, a six-speaker CD/radio unit, full instruments including a trip computer, power windows and mirrors, central locking, UV-cut glass, and a vehicle security system.

The Enthusiast model added traction control (TCS) and a limited-slip differential, cruise, xenon headlights, an auto-dimming rearview mirror, remote control garage door opener, and aluminium pedals. The Enthusiast model was priced at $28,249 in manual guise, or $29,219 with automatic transmission. Moving up to the $30,429 Performance car (MT only) brought VDC, and a tyre pressure monitor to go with the larger, 18-inch wheels and tyres.

The $33,179 six-speed Touring model came with all the goodies found on the Enthusiast and Performance grades, plus a seven-speaker Bose stereo system, power adjustment on the leather-trimmed and heated seats, and heated mirrors. However, the automatic version, listed at $31,589, did without the VDC and had 17-inch wheels and tyres, hence the $1590 reduction in price compared to the manual car. (Incidentally, when sales started in August 2002, the exchange rate was hovering at around 120 yen to the dollar.)

The $34,079 Track version was the most expensive car in the range, adding front and rear spoilers, rear underbody diffusers, 18-inch Rays forged alloys and Brembo brakes to the Performance model’s specification. All US cars had the same suspension settings, with only the taller sidewalls on the 17-inch wheel and tyre combination offering any difference in ride quality. The steering was also the same, with 2.6 turns lock-to-lock.

Part of the 2003 model year Nissan range catalogue for the USA. It was later updated (in spring 2003) to include the Roadster version of the 350Z.

Compared with home market cars, a few subtle details separated the two versions. While US models had the same headlight (with an orange outer edge and an orange bulb in the top section to act as a turn signal), they also had an orange side marker in the aperture directly below the headlamp. This was not present on Japanese cars, although a white filling piece was available as an option, and domestic vehicles also had a repeater lens under the Z badge on each front wing - something not seen on Stateside vehicles.

Around the back, the all red, rear combination lamps were basically the same as those found in Japan. The lower taillights were also the same, with clear lenses and coloured bulbs to give a suitable turn signal. Inside, apart from the obvious fact that the steering wheel was on the opposite side, the 180kph speedometer of the home market cars was replaced by a 160mph unit with dual mph/kph calibrations.

Coachwork colours for 2003 included Daytona Blue, Brickyard, Le Mans Sunset, Pikes Peak White, Silverstone, Super Black, Redline, and Chrome Silver. Trim was in either black cloth, black leather, orange leather, or grey leather.

Initial press reaction was very favourable. In the August 2002 issue of Car & Driver, Tony Swan wrote: “In 1970 we said, ‘For the money, the 240Z is an almost brilliant car.’ My 2002 impression: ditto.”

The magazine liked the “...excellent performance, [the] terrific control feel, [and] exciting styling inside and out,” but noted that the Z “could stand to lose a couple hundred pounds and gain a more melodious exhaust note.” In the verdict, the 350Z was summed up as “... a terrific sports car value in a class all by itself.”

Road & Track was also quick to praise the car in its initial assessment. After recording a 0-60 time of 5.6 seconds and a 14.3 standing-quarter with the six-speed Track model, Douglas Kott said: “Fans of the Z had very high expectations for this new car, and the consensus around here is that Nissan has delivered the goods.”

Two pieces of American advertising from the 2003 season. Note that the rear wiper was always on the offside of the vehicle, regardless of whether it was lhd or rhd.

A US-spec coupé in action. This car has the Rays forged alloys, readily distinguished from the standard 18-inch rims by their wider - and shapelier - spoke design.

The Skyline coupé (seen here in American Infiniti G35 coupé guise) was a sister car to the Fairlady Z, but offered four seats and a far more civilized driving environment.

During late summer and early autumn, the Z toured America in a bid to promote the vehicle, its appearance timed to coincide with well-publicised events such as music concerts and the like. In another attempt to attract younger buyers, Nissan produced a short film called The Run, in which a 350Z was seen speeding through the picturesque streets of Prague.

Another competitor had appeared on the market by this time: the Infiniti G35 (or Skyline coupé in Japan). As Road & Track observed, the $30,000 G35 had the “... potential to bite into 350Z sales; not just a nibble, mind, but a mouth-wide-open chomp.”

Nonetheless, the new Z took the ‘Automobile Car of the Year’ award. Jean Jennings said: “I don’t know how they did it, but Nissan managed to make a joy rocket that costs nearly half as much as it used to.”

The 350Z was also in Car & Driver’s annual ‘Ten Best’ listing (alongside the G35), and the same magazine declared the Z the winner in a comparison test that brought together the 350Z, Audi TT, Honda S2000 and Ford Mustang Mach 1.

Autoweek disliked the Z-car’s cheap plastic interior, lack of a glovebox and the fact that the new G35 coupé looked better, and was also surprised that “... around our 200ft skidpan the Z exhibited grinding understeer. The more serious sports cars are usually neutral on the skidpan, and can even be coaxed easily into oversteer.” On the whole, however, the testers were impressed with the package, declaring: “The Z is back! Long live the Z!”

A Skyline coupé

Unlike Western countries, in Japan, the new year celebrations are more important than Christmas. January sales are therefore pretty spectacular, with most of the big department stores using so-called ‘lucky bags’ to tempt people into parting with their money. But for 2003, Sogo in Yokohama had something very special on offer: a ladies Swiss watch and the keys to a new Z-car for 3,000,000 yen. Not only did this represent a substantial discount, it also allowed the owner the chance to bypass a six-month waiting list.

Although America already had the Infiniti G35, Japan did not receive the equivalent model - the Skyline coupé - until January 2003. Launched at the Shinagawa Intercity Hall in Tokyo, it was powered by the same 3.5 litre unit as the Z, and priced at between 3,250,000 and 3,560,000 yen. The Skyline saloon, meanwhile, was now available with 2.5, 3.0 and 3.5 litre engines, with either a traditional FR layout or 4WD. The 350GT-8 (with a 3,660,000 yen sticker price) had an eight-speed gearbox, and one has to wonder how long it will be before this transmission is made available on the Z-car.

Car Graphic compared the Z to the Skyline coupé, and noted: “Underneath, the Z’s tightened suspension is truly like a sports car and town speed comfort is hard. Maybe too hard. In this case, the Skyline is more settled and forgiving. The Z set-up is centred clearly towards ability and initial response. As for low-speed ride, drive the Z every day and doubtless you’ll get used to it.

“With its longer wheelbase, the Skyline is more stability orientated. Over a fast winding road, the Skyline is really good for 90 per cent of the time. But over that final 10 per cent, the limit arrives very fast and the tail can then be tricky to catch.

“In the same scenario, the Z, also blessed with excellent steering response, is more flowing and easier to control. Whichever car you choose, though, Z or Skyline, you can hardly go wrong. Both are stellar new age coupés.”

One of the key differences between the two, of course, was that the Z was a pure two-seater, while the Skyline was a 2+2, thus justifying its position in the line-up. By the way, Nissan’s Chairman, Yoshikazu Hanawa, had retired by this time, leaving Carlos Ghosn in an even stronger position at the head of the company.

Long before the 350Z made it to Europe, Nissan GB had prepared a preliminary handout featuring US-spec cars. A tear-off postcard was then used to put a potential buyer in direct contact with the company.

The 2003 Geneva Show

Shortly after the Japanese press preview, Nissan GB sent out a release that read: “Possibly the most exciting car launch of the year has been Nissan’s 350Z. And also the most frustrating. At least for British car enthusiasts, which includes everyone at Nissan Motor (GB) Ltd.

“Orders are pouring in, before the car even goes on sale, from customers in the US and Japan, the only markets so far to get the car. When or even if it will go on sale over here has remained a mystery. Until now, that is.

“It took no less a man than Nissan’s CEO, Carlos Ghosn, speaking at the Japanese Z launch, to end the speculation by announcing that, yes, it will go on sale in the UK. Unfortunately, he omitted to say when, though. Damn.”

All became clearer in the new year, however, and the 2003 Geneva Show, which opened on 6 March, saw the European debut of the 350Z. As the Nissan GB press release stated: “Nissan’s product-led growth continues its breathtaking pace at the Geneva Motor Show with the European debut of the dramatic 350Z sports car, designed to strike the chords of the driving enthusiast’s heart.

“Packed with technology and passion in equal measure, the latest ‘Z-car’ - the [fifth] generation in a little over three decades - will tempt new enthusiasts and rekindle old flames.

“Designed to take Nissan back to the top step of the sports car podium, the 350Z has been created using modern race car design and construction techniques. Powered by a 3.5 litre V6 and engineered for extra rigidity with a flat ride under all conditions, the 350Z is a no compromise two-seater sports car.

“Launched in Japan and North America in July 2002, it has been fine-tuned for its European debut, reflecting Europe’s different driving tastes and conditions. The 350Z is the fourth all-new Nissan to be launched in the past 18 months, joining the Primera, X-TRAIL and acclaimed new Micra to represent the shape of the new Nissan. The dramatic, high performance two-seater coupé will take centre stage at Geneva ...”

A press picture released at the time of the 2003 Geneva Show. This is a left-hand drive car with 18-inch Rays alloys. Note the foglight required on the tail of European cars, situated on the nearside on lhd models, and the offside on rhd cars.

Dashboard of a European model. The handbrake was always closer to the nearside of the car, regardless of whether it was lhd or rhd. The gearknob was actually computer designed to reduce shock in forward-backward motions, and give the driver better precision when moving across the planes.

And indeed it did. Finished in signature Sunset Gold, the coupé was given prime position on the Nissan stand, although it was some time before delivery began. This was not due to start until October, but orders for the 450 coupés allocated to the UK for the first year were being taken in March.

The base model was priced at £24,000, while the GT version, which added leather trim, power seats with heating facility, cruise control and a Bose stereo system, was listed at £26,500. As it happens, all of the first 450 cars sold in Britain were GTs with the expensive Rays alloy wheels (adding another £1000 to the invoice), but sales were brisk nonetheless: Nissan designated March 17 Z-day, and rumour has it that the entire UK allocation was sold within 15 minutes!

This high level of enthusiasm can be explained in two ways. Firstly, unlike Japan, Britain - and America - had been left largely without an affordable, high-performance coupé for many years. While the one-box and SUV boom nearly killed off the sports car in the Land of the Rising Sun, until very recently, there have still been a few budget supercars to choose from.

Secondly, members of the press were fully behind the car (perhaps because of the first reason as much as anything). Take Car magazine, for instance: “There is no doubt about it: The 350Z is an incredibly tactile and sensuous sports car. It not only passes the basic tests - handling, roadholding, ride - with flying colours, it also displays an unusual depth in the way it delivers the goods. Relish, for instance, the delicate steering effort, which varies in rhythm with the slip angles of the tyres and the slightest alteration in surface quality. Learn to trust the brakes, which will pull you back from the deepest apex without losing their perfect balance. Sell your soul to what seems like unlimited, g-force-defying slip. Am I waxing lyrical? Perhaps. But there is no denying that through the twisties of the rolling hills of Tennessee and Kentucky, the Nissan was every bit as entertaining as the [BMW] M3.”

Anyway, conventional European sales of the 350Z began after the 2003 Frankfurt Show, with vehicles complying to 2004 model year specification. Meanwhile, there was a great deal of excitement on the east coast of America ...

The Nissan stand at the 2003 New York Show, when the 350Z Roadster made its world debut.

American advertising from when initial 350Z Roadster sales began.

A charming publicity shot showing a Japanese-spec Roadster on US plates. This picture was later used in the home market catalogue.

The 2003 New York Show

Just one month after the Swiss event ended, the Z Convertible made its debut at the New York Show, which opened in mid-April. There had always been a drophead on the cards, ever since the Z33 project was first given the green light. As such, early designs exist from NDA as well as NDC in Japan. However, final design work was executed in Kanagawa.

As with the coupé, Mamoru Aoki headed the design team behind the Convertible. Born in 1958, Aoki joined Nissan in 1981, and spent time in America and Europe before returning to Japan. Whilst John Yukawa was still in charge of overall project development, the Z33 had by now acquired a new Chief Engineer - Yasuhiko Tsukuda - who had joined Nissan in 1979 as a chassis and suspension specialist.

Tsukuda knew that a strong bodyshell was the key to a good convertible, and without a solid platform, a sophisticated suspension system was meaningless. To maintain rigidity, a cross-brace was employed, linking the existing rear cross-brace to the heavier gauge sill sections. There was also reinforcement in the A-posts, under the front scuttle, and in the rear bulkhead. In addition, the roll-over bar also acted as a hefty tower brace.

Christened the Roadster, the drophead model had a power top with heated glass rear screen. Once retracted, the canvas hood stowed away neatly, out of sight, beneath a stylised tonneau cover. Beyond this cover, which carried the high-level brake light, the short bootlid kicked up at the trailing edge to form a subtle spoiler.

A single latch activated three locks on the screen rail, and then it took just 20 seconds to raise or lower the hood. A lot of work had been done in the wind tunnel to reduce buffeting and wind noise, with a toughened glass screen placed between the seats to cut out much of the turbulence often experienced in the cockpit of an open car. Ultimately, the Roadster had a Cd of 0.34.

Mechanically, the Roadster was virtually identical to the coupé, with engine and gearbox options (and ratios) carried over from the fixed-head model. Softer suspension settings gave the car a feeling of enhanced refinement, and a new tandem brake booster was adopted to allow for the extra poundage of the open car.

The dashboard, fixtures and fittings would have been very familiar to the coupé driver, at least from the back of the seats forward. A small cubby was provided behind the seats to make up for the reduction in trunk space (down from 6.8 to 4.1 cubic feet), but otherwise the hood and its mechanism took up the remaining space in the rear of the passenger compartment.

The US Enthusiast package included a power hood, 17-inch alloys, power seat adjustment, and automatic air conditioning. The Touring package added a seven-speaker Bose stereo (with CD player), leather trim, and heated door mirrors.

Sales began in July, by which time the 350Z had been officially recognized as America’s best-selling sports car. According to Ward’s Automotive News, Z-car sales were accounting for more than 25 per cent of the market sector.

A total of 13,252 Z33 models were sold in America during 2002 (a short year, of course), but in 2003, sales levels held steady, approaching the 40,000 mark.

Nissan’s intention to use the Z in competition was transparently clear from day one. This NISMO racer was on display at the original Fairlady Z press launch in July 2002.

The new Z in competition

A racing Z had been shown at the Z-car press preview held during summer 2002. With production of the old Skyline GT-R coming to an end, and no sign of a new one until at least 2006 (for the 2007 season), Nissan needed another vehicle to campaign in the JGTC (the Japanese GT Championship). With the Silvia also to be axed from the line-up, the job of representing the marque in the premier Japanese series naturally fell to the Z.

Interestingly, however, the Australians beat the works-supported teams in giving the Z its competition debut. Nathan Pilkington, Ian Mitchell, Mark Williamson and Elton Goonan tackled the 2002 24-hour race at Bathurst, and, although the car retired close to the end, the team put in a good performance, lying 11th at the time of the accident that sidelined the vehicle.

The Fairlady Z quickly established itself as a strong contender in the 2003 JGTC arena, battling it out in the GT300 Class (the GT500 Class is the realm of the old Skyline and such like, although the legendary Skyline coupé has now been retired from racing).

The ‘Hasemi Endless Z’ produces 350bhp at 7000rpm, and 290lbft of torque at 5000rpm. Japanese racing legend, Masahiro Hasemi, runs the team, but Mitsuhiro Kinoshita and Masataka Yanagida share the hot seat. The pair came sixth in Class at Aida, second at Fuji (13th overall), a disappointing 17th at Sugo, and third overall at Fuji Speedway after winning the first of two heats held in the July round.

Round five, again at Fuji, was a disaster for the Hasemi outfit, with 38th (21st in Class) being the best the team could muster after finishing 18 laps down on the leaders. Although the car was running with a hefty weight handicap due to its earlier good performances, one had to wonder if the Z would be able to make up the lost ground with only three events to go.

Round six, at Motegi, saw the Hasemi Z finish third in Class, and then it picked up a fourth at the tricky Autopolis circuit. The final round at Suzuka was kind to the Z, too, with the drivers lifting the trophy for second in GT300 (18th overall). At the end of the season, although the Hasemi team came second, Kinoshita and Yanagida ultimately won the GT300 driver’s championship by five points.

A couple of shots of the ‘Hasemi Endless Z’ in action in the JGTC.

NISMO’s original aerodynamic parts were not designed by Nissan engineers, but the group behind the Gran Turismo video game. It was said to be a collaboration “... between the virtual and the real world.” Hard to believe, but true.

A NISMO-tuned car featured in B.F. Goodrich advertising in the States. Steve Millen quickly introduced a Stillen 350Z in the US, and Paul Gasparola produced a limited run of Avalon Racing specials based on the new Z.

As a matter of interest, the Z33 also took part in the Super Taikyu series. The C-West Labs car ran in the C3 Class, which is really RX-7 territory. Nonetheless, the team managed to record a second, third, fourth, sixth, and three sevenths in Class (plus one DNF) to take fifth at the end of the season.

In America, the first Z to race in the professional ranks was the 350Z of B. J. Zacharias and Michiel Schuitemaker. This car, competing in the Grand Sport II Class, did well in the practice session for the legendary Daytona 24-hour event, but ultimately failed to make the grid. However, success came quickly in the SCCA GT2 Class, with 350Z driver, Jim Goughary, taking the title for Nissan, as he had in 1998. In the Touring 2 category, T. C. Kline took third place in one of the three 350Zs that made it into the T2 run-offs. Doubtless there will be many Z-cars joining the racing arena in the near future, though, especially once the JGTC campaign gathers momentum.

Mention competition and Nissan, and NISMO (Nissan Motorsports International), immediately spring to mind. There are already an enormous number of tuning parts and full conversions on the market for the 350Z, but it’s not really within the remit of this book to cover them, as it’s more concerned with factory specs and originality. However, as NISMO is part of Nissan (the company’s official motorsports division), it is only right that we should look at some of the parts produced by the Omori concern.

NISMO had produced a whole range of tuning components for the Z33, and many were available in Japan almost from the time of the launch. America got its first taste of NISMO tuning in November 2002 at the SEMA Show in Las Vegas, with US Z-car enthusiasts now having a full range of parts to choose from that rivals the selection available in the Land of the Rising Sun.

In 2003, NISMO listed a front chin spoiler, rear spoiler, side skirts and rear side bumper extensions for the Z33, available either separately or as a 250,000 yen set. The company also stocked a rear rubber lip spoiler, forged 18- and 19-inch, five-spoke alloys (in white, bronze or silver, the latter having a polished rim), high-performance exhaust systems and air filters, an engine oil cooler kit, uprated clutch plate and cover, a lightened flywheel, stainless mesh clutch hose, an adjustable limited-slip differential kit, uprated brake and suspension parts, a power steering oil cooler, alternative thermostats and radiator caps, special oils and oil filters, a gauge set with the NISMO logo and higher speed calibrations, sports seats with the company logo, NISMO carpets, gearknobs (including a rather attractive titanium version), various decals, and a NISMO document holder. For those with an unlimited budget, it was also possible to buy a fully converted car in Japan.

The new Roadster took pride of place in the centre of the Nissan stand at the 2003 Tokyo Show, which officially opened on October 24.

Another view of the Tokyo Show exhibit. Note the clear lens on the Roadster’s high-level brake light, although it glowed red once the brakes were applied. The edges of the tonneau cover showing on rear flanks were necessary, as extra space was found to be needed for hood clearance. Early prototypes featured lower, squarer fairings than those adopted for production.

Minor changes

It wasn’t until 20 August 2003 that Nissan started taking orders for the forthcoming Roadster model, with sales due to start a few weeks later (on 1 October). With sales of the coupé still relatively strong and the Convertible selling well in the States, there was little point introducing the Roadster any quicker, and it provided an ideal centrepiece for the Tokyo Show, which opened in late October.

The Roadster was powered by the familiar 3.5 litre V6. Gearbox options were the same as those offered in the original coupé, with both manual and automatic transmissions available, and all ratios carried over from the previous season. Grade specifications were identical to those of the equivalent coupé, although the front and rear spoiler package was not available on the drophead model.

From the outset, John Yukawa said he planned to add a special or modified version of the Z to the line-up each year. The Convertible was obviously the first of these, although rumours suggested a lightweight model in the future. Although there was no sign of a lighter Z in the 2004 range, there were a few minor revisions.

Japanese advertising for the Roadster. The same image was also used in an American advert.

Two pieces of Japanese advertising showing the coupé; one with the car being driven to the limit, the other making the most of its Good Design Award and the certificate of merit given by the COTY group. A total of 11,875 home sales were recorded during 2003, bringing the running total to 18,503 units.

The 2004 coupé benefited from some subtle brake and suspension revisions, a power-operated door over the navigation system, a softer paint finish on the centre instrument cluster hoods, wiring for a satellite radio, new kneepads (the latter was a dealer option, anyway), and a more convenient location for the 12v power socket.

In Japan, dealers were able to offer a second Momo three-spoke steering wheel as an option, and the transmission options were changed as well, with the Version T losing its manual gearbox, and the Version ST having the choice of manual or automatic transmission; AT cars also came with a new gearshift lever design. The price list for the 2004 season was as per the accompanying table.

On the coupés, Burnt Orange leather trim was now available with white coachwork, and the Roadsters had the coupé trim choices, plus the option of a Burnt Orange leather and black net combination. The hood came in either black or blue; black was available with all seven body colours, but the blue top could not be specified on cars with red or orange paint. A tan top was assessed by the designers, incidentally, but rejected on the grounds of it becoming dirty too quickly.

The Fairlady Z Version ST coupé with standard 18-inch wheels.

The Fairlady Z Version S coupé finished in Monterey Blue.

The Fairlady Z Version T coupé with standard 17-inch wheels.

The basic Fairlady Z coupé with Burning Red coachwork.

The Fairlady Z Roadster Version T finished in Sunset Orange.

The entry level Fairlady Z Roadster with Sparkling Silver paint.

2004 MY list prices

Grade: Fairlady Z

Transmission: 6MT

Price: 3,000,000 yen

Transmission: 5AT

Price: 3,100,000 yen

Grade: Fairlady Z Version T

Transmission: 5AT

Price: 3,400,000 yen

Grade: Fairlady Z Version S

Transmission: 6MT

Price: 3,300,000 yen

Grade: Fairlady Z Version ST

Transmission: 6MT

Price: 3,600,000 yen

Transmission: 5AT

Price: 3,700,000 yen

Grade: Fairlady Z Roadster

Transmission: 6MT

Price: 3,500,000 yen

Transmission: 5AT

Price: 3,600,000 yen

Grade: Fairlady Z Roadster Version T

Transmission: 6MT

Price: 3,800,000 yen

Transmission: 5AT

Price: 3,900,000 yen

Fairlady Z

Standard body colours (home market)

2003

B17: Monterey Blue

A17: Sunset Orange

AX6: Burning Red

KY0: Diamond Silver

WV2: Sparkling Silver

KH3: Super Black

QX1: White Pearl *

2004

B17: Monterey Blue

A17: Sunset Orange

AX6: Burning Red

KY0: Diamond Silver

WV2: Sparkling Silver

KH3: Super Black

QX1: White Pearl *

K25: Premium Liquid Silver **

*optional (all cars)

**optional (coupé only)

The new automatic shift lever found on 2004 models.

America for 2004

Apart from the minor revisions outlined for Japan, there was very little change for 2004. The coupé line-up and specifications remained unchanged, and the Roadster - introduced as an early 2004 model - was, naturally enough, left alone. The US Z-car line-up for the 2004 model year was:

Coupé

Grade: Base

Price: $26,370 (MT)

Grade: Enthusiast

Price: $28,350 (MT), $29,320 (AT)

Grade: Performance

Price: $30,530 (MT)

Grade: Touring

Price: $33,280 (MT), $31,690 (AT)

Grade: Track

Price: $34,180 (MT)

Roadster

Grade: Enthusiast

Price: $33,850 (MT), $34,820 (AT)

Grade: Touring

Price: $36,220 (MT), $37,190 (AT)

As for coachwork colours, the rather elegant Brickyard shade (a metallic plum) had gone, replaced by the optional Liquid Aluminium expected in the new year for the coupés. This now brought America in line with Japan (Brickyard had been unique to the States), although trim options were still slightly different.

Black cloth was used to trim the seats on the Enthusiast, Performance and Track grades, with black leather part of the package for the Touring model. Frost Grey leather was also available, and while the orange leather and orange leather/black net options were also listed in the States, the former was restricted to the coupé and the latter to the Convertible.

In addition, the Roadster hood colour combinations were also different to those for the home market. The two silver shades had a black top and the gold, black, blue and red paint. Grey leather trim was not available with any of these, but came as standard with a blue hood, which could be specified with Daytona Blue, Pikes Peak White or Chrome Silver paint.

The full 2004 model year 350Z catalogue for the US market.

Initial reaction in the UK

Only one model was available in the UK, listed at £24,000. This could then be upgraded via a number of options, or the GT package, although the standard specification level was very high, anyway. The base car came with 18-inch, six-spoke alloys, Brembo brakes with ABS, EBD and Brake Assist, traction control, ESP (aka VDC), power-assisted steering with a tilt facility on the column, leather trim on the steering wheel and gearknob, air conditioning, a four-speaker CD/radio/cassette, trip computer, electric windows, front and rear spoilers, xenon headlights with washers, power mirrors with heating elements, remote keyless entry, an alarm and engine immobilizer, and front, side and curtain airbags.

The GT pack added £2500, which seemed quite a lot for the privilege of leather-trimmed heated seats, cruise control, and a seven-speaker Bose stereo. The 18-inch Rays alloys had to be purchased separately for £1000, and other optional items, such as a NISMO body kit, hands-free phone installation, navigation system, parking assistance sensors, a tracking system (in case a thief managed to get past the standard security measures), and a stainless steel exhaust, soon had the sticker price escalating.

Powered by the familiar 3498cc V6 (which delivered 276bhp at 6200rpm, and 267lbft of torque at 4800rpm), European cars were sold with a six-speed manual transmission only. The ratios were the same as those specified for Japan, including the 3.54:1 final drive, and combined to give the 1545kg (3400lb) GT a top speed of 155mph (248kph) and a 0-60 time of 5.9 seconds according to the catalogue. Both performance figures were later authenticated in independent tests.

Lighting arrangements were very similar to those of the home market, with only the lower taillights being subtly different: whereas the Japanese models had clear lenses on both sides, European regulations called for a foglight, so UK cars had a red section in the offside lens in order to comply with this ruling. The speedometer was also different, of course, with British-spec cars coming with a 180mph meter.

In an October 2003 test, Autocar gave the 350Z seven out of ten stars for its design and engineering features, nine for its performance and braking capabilities, six for economy, eight for handling and ride, six for comfort, safety and equipment, eight for the market and finance situation, and eight as a final verdict.

In an Autocar group test involving the 350Z, Mazda RX-8, Audi TT 3.2 V6 and the Chrysler Crossfire, the Nissan emerged ahead of the pack. One tester noted: “Be in no doubt, the 350Z monsters this one. Tools, talent, attitude, opposition-crippling price - it’s got the lot.”

Coachwork colours for the 350Z included Blade, Gun Metal, Kuro Black, Sunset, Chilli Pepper and Azure. Although the names were quite different, the paint codes were the same as those listed for the home market. White was not available, and metallic paint (basically all except black and red shades) added £295 to the price.

Inside, black ‘carbon cloth’ was the norm, with charcoal leather as part of the GT package; Alezan Orange leather trim was available as a £350 option on GT models with dark silver, black or gold paintwork.

Autocar summed up the new Z with the following prose: “There’s a certain bad-boy element in its character that makes the Z seem strangely liberating - in a serious world, it’s not too serious. It’s a car that will reward those who drive it hard, yet satisfy those content to cruise, basking in the attention of its styling.

“Like any strong personality, the 350Z won’t appeal to everyone. And it’s a selfish choice, offering only two seats. But who cares? For now, 2003 has a new performance icon. The Z-car is back, and how.”

Two of the 2004 American-spec 350Zs on offer at Stevens Creek Nissan in Santa Clara, CA. (Courtesy Ken Hoyle)

The 350Z catalogue for the UK market, seen here reproduced in full.

A final word

In January 2004 Z-car production moved from the Oppama factory in Yokosuka to the Tochigi plant, where the Skyline was already being built. As the two shared the same platform, this would increase efficiency.

Meanwhile, for the first time ever, Nissan was included in the Business Week Top 100 global companies listing, confirming that the Japanese maker was still heading in the right direction, at least from a financial viewpoint. For this, Carlos Ghosn should take a lot of the credit. The legendary Nissan Revival Plan of October 1999, which called for drastic cuts in the workforce and breaking of the traditional keiretsu system (the Japanese business policy of long-standing mutual reliance between firms, which was good for employment, but not always the most cost-effective way to acquire goods), was largely common sense, but would have been - and indeed was - extremely difficult for a Japanese captain of industry to execute with a clear conscience.

At the time of the Nissan Revival Plan’s announcement, not long after Ghosn took a seat on the Nissan board, I must admit that I was sceptical. It was not a great shock that Nissan turned a profit straight away, as so many assets were being sold off and 20,000 wage packets had been cut. But the momentum has been kept up through Carlos Ghosn’s energetic leadership, and it’s somewhat ironic that Nissan has been buying shares in Renault from its recent profits.

A stern and rather abrupt character in business, but a devoted family man with a distinctly softer side off-camera, Ghosn once said: “I am a car enthusiast, up until the moment I have to make an important decision.” It’s a sign of his faith in the Z that this model, more than any other, was seen as an essential part of the Revival Plan, especially with regard to the US market. Just as the Z-car established Nissan in America in 1970, it is a trailblazer for the company once again more than three decades later ...

A UK press car with a rather fitting registration number.

The Z-car legend revived ...