2008 Nissan 350Z Coupe

Sports car with a motorsports heritage
By Nina Russin

2008 Nissan 350Z

Depending on one’s perspective, the Nissan 350Z is either the most affordable sports car, or the most expensive hatchback on the market. The first Nissan 240Z rolled out for the 1970 model year. The current model builds on the three-door, hatchback heritage with refinements from Nissan’s Formula 1 racing program.

The midship engine, rear-wheel drive 350Z has a larger, more functional cargo area than most two seaters. Yet it maintains a 53/47 front-to-rear weight balance: ideal for performance. Power comes from a 3.5-liter V6 engine mated to a six-speed manual transmission. The Z rides on standard eighteen-inch alloy wheels with low profile Bridgestone Potenza tires.

The Enthusiast edition (tested) is one of five available grades. It adds traction control, a limited-slip differential, aluminum pedals, cruise control, redundant steering wheel controls and a homelink transceiver to the car’s standard equipment.

A price increase that took effect April 8 has increased the car’s MSRP from $29,680 to $30,070. Optional carpeted floor mats and side curtain airbags add $715. The April 8 price increase raised the destination charge from $625 to $660.

High-tech engine

The 350Z’s aluminum engine is built with components designed to withstand the heat and friction of racing. Molybdenum-coated pistons are extra hard, to resist detonation. Microfinished crank and camshafts minimize energy lost from internal friction. Direct injection feeds fuel directly into the engine cylinders, enhancing throttle response, while minimizing uncombusted gas.

A drive-by-wire system replaces a mechanical throttle. It reduces the number of components under the hood, saves space and weight.

The dual overhead cam engine revs high: peak horsepower kicks in just below the 7500 rpm red line. The engine reaches its peak torque of 268 lbs.-ft at 2800 rpm. To help the driver stay within the car’s power band, a light on the dash flashes until the driver reaches the minimum rpm necessary: then it stays illuminated.

The six-speed manual gearbox has a large overdrive gear to enhance fuel economy on long highway drives. Average gas mileage for city and highway driving combined is 20 miles-per-gallon.

The gearbox has a stiff racing clutch, with a short-throw shift lever than includes a reverse lock out. The car shifts evenly with no gear lash: gears have a wide range for stop-and-go city driving. Commuters who don’t want to stand on the clutch in traffic can opt for an available five-speed automatic transmission.

Although the engine’s 306 horsepower is ample for club racing, the 350Z is a very streetable car. I was able to move through all the gears at average highway speeds, though I didn’t use the sixth gear much around town. The car’s footprint makes the Z exceptionally nimble. Wheelbase is 104.3 inches, and track is just over five feet. Engineers pushed the wheels to the corners to minimize inertial weight front and rear.

The 350Z is smaller and lower than most vehicles on the road. Given that, it’s nice to be able to swerve around high profile trucks, whose drivers may not be looking below the side view mirrors.

The Z has more engine and road noise than the average passenger sedan, but that’s not necessarily a bad thing. Exhaust notes are music to the car buff’s ears. The noise isn’t as loud as the Honda S2000: a car whose exhaust note makes the radio hard to hear.

Standard rack-and-pinion steering has variable assist, providing more power at low speeds for maneuvering through parking lots. At high speeds, the steering is tighter for a positive on-center feel.

A fully independent suspension includes standard front and rear stabilizer bars, keeping the Z flat in the corners. Front and rear strut braces give the body exceptional torsional rigidity. Unfortunately, the rear strut brace impinges on the hatchback’s cargo bay.

Large vented disc brakes front and rear have no danger of fading in the heat. Buyers who want additional stopping power should consider upgrading to the Grand Touring model that comes with Brembo, four-piston front calipers and two-piston rear calipers.

The body’s wedge shape gives it a low coefficient of drag: 0.3 Engineers used Nissan’s formula racing experience to enhance under-car aerodynamics as well.

Good visibility in dark and rainy conditions

A standard rear wiper keeps the coupe’s back glass clear in rain and snow, while bi-xenon headlamps throw a long, bright beam of light out front at night. Since the Z has no C pillar, visibility to the rear and sides of the car is exceptionally good. Despite a low seating position, forward visibility is also quite good.

Performance buffs will love the car’s standard cloth seats. Both have front and side bolsters to hold passengers firmly in place. The driver’s seat also has a standard center seat bolster. Eight manual adjustments for the driver’s seat and four for the passenger seat should allow most adults to ride comfortably in the car. One of the runners who works in our shop is well over six feet tall: he had plenty of room to stretch out behind the wheel.

The three-gauge cluster design comes from the original 240Z. Gauges are easy to read in any light. Additional gauges in the center of the instrument panel indicate oil pressure and charging system status.

Those who don’t opt for a navigation system get a large covered storage bin in the center stack, with audio and temperature controls beneath. Although the Z lacks a traditional glove box, there is a lockable compartment behind the passenger seat.

There are plenty of cup and bottle holders in the center console and the doors. The doors also have map pockets. A brushed chrome grab bar on the passenger door is a nice design touch, though I’m not sure how functional it is.

Two twelve-volt outlets, on the passenger side of the dashboard and in back of the center console recharge electronic devices.

Large cargo area

The back of the 350Z is too small to meet out bicycle-friendly standards, but there is plenty of room for luggage, a couple of golf bags, or a week’s worth of groceries. The strut brace makes it a little harder to load up the area behind the front seats. Fortunately, the wide hatchback door allows a person to access the cargo area from many different angles.

An undersized spare and jack are located under the cargo floor.

Standard safety

Standard safety features include front airbags, active head restraints, traction control, four-channel antilock brakes and a tire pressure monitoring system. The driver can turn off the traction control for driving at the track.

The Nissan 350Z coupe is waiting for test drives at dealerships nationwide.

Likes: A true sports car that incorporates a lot of Nissan’s Formula 1 racing technology, yet has a spacious cargo area capable of hauling luggage or a week’s worth of groceries.

Dislikes: Rear strut brace makes the front of the cargo area harder to access.

Quick facts:

Make: Nissan
Model 350Z coupe, enthusiast edition
Year: 2008
Base price: $29,680
As tested: $31,020
Horsepower: 306 Hp @ 6800 rpm
Torque: 268 lbs.-ft. @ 4800 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Available as an option
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 18/25 mpg city/highway
Comments: Nissan recently increased the base price of the model by $390, and added $35 to the $625 delivery charge.

2008 Toyota Highlander Hybrid 4WD Limited

Toyota’s green crossover vehicle is ideal for active families
By Nina Russin

2008 Toyota Highlander Hybrid

Last year, Toyota rolled out the second-generation Highlander, including a model that utilizes the same hybrid synergy drive technology as the Prius. Average fuel economy for the hybrid is 26 miles-per-gallon, as opposed to twenty for the gas powered Highlander.

The hybrid powertrain uses three electric motors: one which starts the engine, and one on each axle. The motors boost the gas engine’s net horsepower from 209 to 270. A nickel metal hydride battery provides power to the electric motors.

The new Highlander shares chassis components with the Camry and Avalon sedans. It’s longer and wider than the car it replaces, with an inch of additional ground clearance for better handling off-road.

The test car is the Limited grade: one of two available trim levels on the hybrid. Permanent four-wheel drive enhances off-road traction. A hill start assist feature prevents the car from sliding backwards when the driver accelerates from a stop on a steep grade.

Three rows of seating accommodate up to seven passengers. Third-row seats fold flat and second-row seats flip out of the way to create a long cargo floor that easily meets our bicycle-friendly standards.

Green technology without compromise

The Highlander is a true hybrid: it runs solely on the electric motors when power demands are low. But unlike pure electric cars, the Highlander hybrid never needs recharging. It recharges on the go using heat energy from the car’s brakes.

An energy meter on the instrument panel indicates power boost from the electric motors, as well as regenerative charging. On the left side of the meter, a hybrid system indicator consists of two modes: “normal” and “acceleration.” Keeping the needle within the indicator strips in either mode helps the driver to maximize fuel economy.

Like the Prius, the Highlander has an electronic air conditioning compressor. Whereas mechanical compressors are driven off the engine, this one can operate independently. Having sweated it out in other hybrids when the engine shuts off at traffic lights, the electronic compressor is a feature I can’t say enough good things about.

Seamless performance

The nicest thing about Toyota’s hybrid technology is that it’s invisible to the driver. Both Highlander hybrid grades come with keyless entry and start. A start button on the instrument panel replaces a conventional ignition switch. Depending on its power needs, the Highlander will either start on electric power, or if necessary, turn on the gasoline engine.

Once in drive, a continuously variable automatic transmission eliminates shift shock. Acceleration is exceptional, since the electric motors develop maximum torque at extremely low speeds. The Highlander doesn’t have low gears as a traditional transmission would. Instead a “B” setting applies additional braking to slow the car down on hills.

Hybrid components make the car a little nose-heavy: something that’s most noticeable going downhill. Buyers can opt to add downhill descent control, which uses the engine and brakes to automatically maintain a preset speed. I’d recommend it for anyone planning to take the car on serious off-road trails.

Steering is precise, with plenty of assist at low speeds and a good on-center feel on the highway.  Engineers did a good job of adjusting the four-wheel independent suspension for the large battery pack in back. The car feels quite balanced, and corners flat. The Limited grade comes with standard nineteen-inch wheels. Four-wheel disc brakes product firm, linear braking.

Permanent four-wheel drive gives the Highlander plenty of traction on moderate off-road trails. The longer wheelbase and additional length on the new model make it less maneuverable through tight turns. I was able to snake my way through some winding single track, but it was hard to keep creosote bushes to the sides from scratching the clear coat.

Versatile interior has two paths to the third row

A new second-row seat design eases access and egress from the third row. A removable center seat stows behind the front center console. Being able to climb between the captains chairs saves third row passengers the inconvenience of lumbering over large wheel wells to either side.

Additional interior space on the new model gives all three rows of passengers adequate leg, hip and headroom. Both first and second row seats move fore and aft, so taller passengers can ride comfortably. A conversation mirror that flips down from the overhead console allows parents up front to keep an eye on their children. Both first and second-row passengers get overhead reading lamps.

A ten-way power driver’s seat and tilt and telescoping steering wheel enables smaller drivers to have good forward visibility, and maintain a safe distance from the front airbags. Both front seats come with standard seat heaters on the limited grade.

Two twelve- volt power points in front and one in the cargo area recharge electronic devices. Ten cupholders and bottle holders in all four doors accommodate enough beverages for thirsty passengers. There are plenty of bins and cubbies for storing small items around the first two rows.

Folding the second and third row seats flat is an easy operation. Standard roof rails on the limited grade allow owners to stash large cargo up top as well. The Highlander hybrid tows up 3500 pounds, meeting our ALV standard.

All cars come with a standard rearview backup system. The test car has the optional navigation system ($2655), including an upgraded JBL sound system that’s prewired for satellite radio and is Bluetooth compatible. Given its cost, I’d recommend against the option unless the buyer wants the audio upgrade. There are less expensive aftermarket GPS products that serve the same function.

Other options include a rear-seat DVD entertainment system ($1780), automatic front dual zone climate control ($375), rear seat climate control system ($375), power moonroof ($850), carpeted mats ($275), and a VIP security system ($359). Of these, the enhanced climate control features are worthwhile for drivers who travel with more than two passengers. For parents with small children, the rear seat entertainment system is worth its weight in gold.

Standard safety

The Highlander hybrid comes standard with antilock brakes, front, side and side curtain airbags, and a driver’s knee airbag. Toyota’s vehicle dynamics integrated management system uses vehicle stability control and traction control to limit wheel slippage or spin on wet or uneven roads. Other standard safety features include front-row active headrests, daytime running lamps, and a tire pressure monitoring system.

In addition to Toyota’s three year comprehensive warranty, all hybrid components are covered by an eight year/100,000 mile protection plan.

Likes: A green car that offers exceptional ride and handling, good fuel economy and meets super low emissions vehicle standards. The Highlander hybrid is an excellent choice for active families who need the versatility of a crossover vehicle with some off-road capability.

Dislikes: Thick C pillars and large wheel arches limit egress from the second-row seats. A car that costs $40,000 should include carpeted floor mats as standard equipment.

Quick facts:

Make: Toyota
Model: Highlander Hybrid Limited 4WD
Year: 2008
Base price: $39,950
As tested: $47,714
Horsepower: 209 Hp @ 5600 rpm
Torque: 212 lbs.-ft @ 3600 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 27/25 mpg city/highway
Comments: A price increase that took effect May 1 raises the hybrid’s base price by $500. Base price does not include a $685 delivery charge.