Nissan 350Z GT-S: PH Heroes
Remember when global carmakers still publicly revelled in the silliness that resulted from letting its engineers work late?
The result was the installation of a single-stage, radial flow supercharger; nestled so close to the 3.5-litre V6 that Cranfield didn't even have to adjust the bonnet line. The blower - supplied by Swiss-based manufacturer, Novidem - when allied with a recoded ECU, supplied a 25 per cent hike in the 350Z's output: making 300hp into 383hp, and 260lb ft into 313lb ft. Both figures eclipse the contemporary Porsche 911 Carrera S.
Of course, being a centrifugal compressor, the GT-S's supercharger doesn't whine - but there's still a distant psssshh as the belt and blower come to life, especially if you hit the Novidem button when the V6 is already at middling revs. This you will frequently find yourself doing because a) time has not been tremendously kind to the car's naturally-aspirated delivery and b) the extra vim of its forced induction is downright moreish.
This is sufficiently plentiful in fact to arguably make the switch redundant. But then you'd never have the fun of switching it on or the lengthy build-up where you deliberately abstain, as though you too were attempting to save precious fuel to go beyond the Thunderdome. For Nissan's part, the supercharger was favoured for its resistance to lag; the turbochargers of 2006 deemed too tricky to drive on the limit.
'Hairy-chested' was the metaphor commonly chosen to describe the 350Z's handling, and while the GT-S sports a reworked version of the standard multi-link suspension and wider tyres, the description still paints an appropriate picture. Over a decade on, it can be cheerily extended to the rest of the car, too: the clutch and manual six-speed gearbox (apparently unchanged from standard) are roughly as substantial as a hammer and anvil, and therefore not out of kilter with the decidedly old-school hydraulic steering rack.
Its one-of-a-kind status means that it will remain a mere footnote in the Z-car history scroll, but that doesn't prevent us from saluting its fleeting existence; if anything it amplifies it. And the GT-S's salient lesson has hardly been forgotten: accessing massively more grunt at the flick of a cabin-mounted switch remains peculiarly satisfying - and as the age of the petrol-electric hybrid looms ever larger on the horizon, that prospect might just be prominent in the silver lining.
SPECIFICATION - NISSAN 350Z GT-S
Engine: 3,498cc, V6 supercharged
Transmission: six-speed manual, rear-wheel drive
Power (hp): 383@6,850rpm
Torque (lb ft): 313@5,130rpm
0-62mph: 4.8sec
Top speed: 155mph (limited)
Weight: 1,549kg
MPG: 24.1
CO2: 280g/km
On sale: 2003-2009
Price new: £29,500
Price now: standard 350Z £4,495-£12,300
Inspired? Buy a Nissan 350Z here
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Liner33 - how much boost were you putting out? I've always fancied supercharging my 350 but don't fancy it on a stock block (or at least stock compression) so much.
0.45bar more like. Who writes this stuff?Quick summary;
The 3.5 V6 is not the most charismatic engine to rev out, but a simple panel filter and exhaust can see this right. I was highly impressed with Berk's high flow cats which free up a useful amount of power, without sacrificing too much torque or causing CEL issues.
An Abbey Motorsport remap does not appear to be very impressive on paper, but it transforms the car. Money well spent.
Unless you intend to go forced induction I would stop spending money on the engine at this point – my car made 299bhp in this state of tune.
The suspension is better suited to touring in stock form, but a simple spring and anti-roll bar switch (try the Hotchkiss kit form Adam at Z-store) will transform the chassis. The car was flat and composed on circuit once upgraded, but still plenty supple enough to enjoy on backroads. That said I would imagine that the majority of cars are now due a suspension refresh to some varying degrees.
Road noise can be decreased by fitting the deeper pile boot carpet.
With some carefully chosen modifications you can have a brawny, naturally aspirated RWD coupe with no sport mode, exhaust mode or suspension faff – just a great twist and go mini muscle car.
MPG would average 22-26 depending on driving conditions. As for the extremes; 7mpg at Bedford GT. 53mpg at 50mph with the cruise on.
Just look at the rear wheel arches… lovely and surely a future classic.
Also, plugs!
What a tramp of a job that is, worse than an Impreza!
“Cue the instant gratification of every adolescent fantasy built on the groaning, dusty charisma of Max Rockatansky's Pursuit Special.”
“But then you'd never have the fun of switching it on or the lengthy build-up where you deliberately abstain, as though you too were attempting to save precious fuel to go beyond the Thunderdome.”
Utter tripe.
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