The sounds of the Z's engine add some entertainment. Nissan engineers benchmarked the Maserati 3200GT and Ferrari 360 Modena V-8s, and although the straight runners in the 350Z aren't as rich-sounding as those in the Acura NS-X or Porsche 911 and Boxster S, there's some grain and grit to the Z's intake phonics in the 3500-6000-rpm range. It sounds like it means business. Likewise, Nissan planners worked the exhaust to impart some character-not something most Japanese cars are known for. What the 350Z has is certainly not the rumble of a Corvette or Mustang Cobra, nor the bark of a Honda S2000 or Toyota MR2 Spider, but more of a BMW-like throaty baritone in the 1000-3500-rpm window. It seems to fit.

112_0209 2003_nissan_350z top_engine_view

The 350Z is available with an optional five-speed automatic transmission; our test car was equipped with a six-speed manual that benefits from a direct-acting shifter and well-placed ratios. It's a short-throw wonder (not as abbreviated as the Honda S2000's cog selector) that embraces each new gear like an old friend. Nissan even messed with the grip portion of the shifter, padding it fore and aft. This helps lessen any harshness the driver might feel ramming home the next ratio. There's just enough shifter movement and gear noise to let you know you're calling the shots on something mechanical.

As with most good cars, the driver can access all the Z can offer in short order and start having fun. Clutch takeup is smooth and easy to read. Effort is light to moderate. As a result, the driver can relax and settle into the rhythms of driving, with torque as predictable as tomorrow's sunrise. The level of refinement is high, yet never insular.

It certainly helps that what the suspension is bolted to is so solid, hence the move to suspension tower braces front and rear. Moving the engine rearward in the front-midship layout helped engineers achieve 53/47 front/rear weight distribution. The driver sits close to the car's center of gravity, giving a well-grounded feeling. This complements the car's speed-sensitive rack-and-pinion steering, which is nicely weighted, quick when it needs to be but never darty. The Z's large, vented four-wheel discs impart confidence and are a snap to modulate. If that isn't enough, the Track model comes with huge, thick Brembo binders. The 350Z represents great value for the dollar, just as the original '70 Datsun 240Z did before it. In a segment that idolizes power, passion, and precision, it's no misstep to actually offer more car for less money. A generation of buyers who grew up on reliable, efficient, fun-to-drive Volkswagens and Japanese cars are entering their peak earning years and are poised to move up to premium European brands such as BMW, Porsche, and Jaguar. With transaction prices some $10K less than competitive BMWs and $15K less than similarly equipped Porsche models, the 350Z is positioned to intercept Euro-intenders on their way up the prestige brand ladder.

112_0209 2003_nissan_350z glove_compartment_view

Though the new Z shares many of its underpinnings with the G35, don't get the idea Nissan scrimped on the suspension. Quite the opposite. The four-wheel double-wishbone setup gives the Z delightful poise and control. A BMW-inspired double-pivot design to the lower arms of the front suspension gives exemplary caster control during cornering and helps minimize camber change with wheel travel. Additionally, most suspension pieces are of cast or forged aluminum, reducing unsprung weight in the process. New "ripple-control" shock absorbers debut in the Z, featuring an internal lip that tends to minimize "pebbly" high-frequency harshness. The close-coupled suspension can get jouncy on warped sections of concrete freeway, yet it displays a well-tuned balance of responsiveness and ride comfort under most driving conditions.

This is an everyday sports car. It's easy on the wallet from the get-go, reasonably thrifty with fuel, a fast study on challenging sections of road, and practical enough to swallow a fair amount of life's possessions. It's quick when you want it to be, yet smooth as silk on occasions that require discretion. Time will judge whether the Z's controversial sheetmetal wears well. One thing is for sure: The 350Z goes its own way proudly and confidently. Nissan figures there's a significant pool of buyers out there who see things in much the same way.