Spirit of the Z lives on in 最新の 見解／翻訳／版
Half a １０年間 on it's still turning 長，率いるs with its steamy good looks, macho 控訴，上告 and graceful athleticism.
A car that's been around for a while, but seems to have kept its best for the years に引き続いて its 50th birthday.
It was 1969 when Australia got its first glimpse of this shapely hatchback - the Datsun 240Z - 誇るing a long Aston ツバメ-styled bonnet and Ferrari-style 後部 end, at a price most could afford.
And while the 初めの Z might not sound すぐに like a car with such a sporty character (92 kW, 2.4-litre, straight six-cylinder engine and three-速度(を上げる） (a)自動的な／(n)自動拳銃 伝達／伝染) it did 配達する an impressive 最高の，を越す 速度(を上げる） of just over 200km/h.
But what the 240Z had, above all else, was style.
It was unarguably the car that took Nissan (or Datsun as it was called 支援する in those days) from a little-known, fledgling Japanese car 製造者 の上に the world 行う／開催する／段階.
Yes, there have been plenty of その後の つまずくs, like the change of direction from a tight, sharp little 運動ing 装置 to a rather 板材ing, over-styled and overweight grand tourer (that was the 280Z).
The brand 回復するd somewhat with the futuristic 300ZX, brought 業績／成果 to match the style with the 350Z and 370Z, before finally arriving 支援する where it all began with the 解放（する） of a seventh-世代 Z. This time with no numbers or adornments. Just Z.
It's 正確に／まさに how a 子孫 of the 240Z might have been imagined.
This all-new Z 選ぶs up some デオキシリボ核酸 from the 350 and 370 models (which were around for 13 years) and 追加するs a punchy, modern drivetrain which 配達するs on the 業績／成果 約束s the car had always made.
It's pretty obvious that Nissan was 決定するd to 反映する the Z-car's long and storied history with this new model. Nissan even 言及するs to the styling as "retro-modern" which is an each-way bet of sorts.
There are plenty of old-school cues. The 手動式の handbrake, for instance, is very retro these days. Likewise the six-速度(を上げる） 手動式の 伝達／伝染 - one of the few sports cars to 保持する a self-shifter as a no-cost 選択.
Design wise, it's better 割合d and sculpted than any model to wear the badge since the 240Z and the 260Z, 再燃するing the spirit of those models and 追加するing a streak of modernity.
By the time the 280ZX had finished its run, this lightweight sports machine had 伸び（る）d all manner of misplaced 高級な items - 含むing a Targa roof - and grew in size like an over-fed labrador. Fortunately its 負わせる-loss program is evident in this new model.
In its native Japan, the Z has long carried the daggy "Fairlady" moniker, which probably explains why they've stuck so doggedly to the "Z" 任命 in most other markets. The 数値／数字による 言及／関連 反映するs engine capacity (2.4 litres for the 240Z, 2.6 litres for the 260Z and so on).
This seventh-世代 model sticks with the six-cylinder 判型, albeit as a 3-litre V6, borrowed from Nissan's 高級な brand Infiniti and 上げるd by two turbochargers to 配達する a generational 解除する in 業績／成果.
But here's the prettiest thing about the new Z. The price.
The base model 攻撃する，衝突するs the market at a juicy $73,300, jumping up to $80,700 for the いわゆる "Proto" variant. 競争相手s will 含む Ford's hugely popular Mustang (about $69-grand for the GT V8; BMW's 230i クーデター ($70,990) and Toyota's brand-engineered Supra (which beneath the flashy 肌 is a BMW Z4 with its twin-turbo six (not much change out of 90 grand).
In that compa ny the Z looks like a 取引 - and the 業績／成果 enhancements it brings make that equation even more 納得させるing.
Those twin-turbochargers give it a bountiful and effortless 298kW and 475Nm - a 20 per cent 解除する on previous models.
There are few 支配するs with the Z as a 運動ing experience. For a car so purposeful, its exhaust 公式文書，認める is the most disappointing. But that is quickly 解決するd once the turbos kick in and the speedo starts ticking through the ３倍になる-digits, when things tend to happen very quickly, and loudly.
The design cues are a mix of old and new. The door 扱うs are a modern-day work of art, the 広範囲にわたる dashboard and three embedded 計器s 支払う／賃金 homage to the 初めの Z.
The 操縦室 is snug but not tight, even for a six-footer.
What's inescapable is the elegant, 注目する，もくろむ-catching 簡単 and the 抑制 the designers have shown in reimagining this car. Yes, the bulbous 残余 evokes a Porsche-like presence; and the low-slung 姿勢 quickens the pulse.
But the 最新の Z is probably the least-overstyled 乗り物 in its 部類.
It's difficult to understand why a 買い手 might 選ぶ for the three-pedal variant, given the machine-gun 速度(を上げる） with which the self-shifter moves through the 割合s.
It can be a touch jerky at はうing 速度(を上げる）s but 配達するs 正確に the 要求するd 割合 as the revs rise. The short-throw, six-速度(を上げる） 手動式の is smart but is probably an unnecessary piece of nostalgia.
Practical? Hardly.
It is 絶対 a two-seater - and to their credit the folks at Nissan made doubly sure of it by not bothering with a 後部 seat. To 強調 the point, it almost 完全に 欠如（する）s luggage space.
The big 水平の 安定 を締める that bisects th e luggage compartment makes this already 限られた／立憲的な space even いっそう少なく useful - so it's soft-味方するd 週末 捕らえる、獲得するs and definitely no ゴルフ clubs.
Dynamically there's a lot to like about this car. The V6 is crisp and responsive, although the kick-in-the-pants is much more noticeable than previous iterations thanks to those twin turbochargers.
As is mostly the norm with Japanese 乗り物s, Nissan 拒絶する／低下するs to 供給する an 公式の／役人 acceleration 人物／姿／数字, but it's 概算の somewhere better than five seconds for 0-100km/h. Not furious, but under 十分な revs it feels a good 手段 quicker than that.
Its 後部-wheel-運動 configuration makes the Z a bit loose in the tail, and はしけ in the steering, 招待するing the driver to challenge 支配する levels where it's 安全な to do so.
Keep in mind this engine is not a world away from the 弾道学の beast 設立する under the bonnet of Nissan's soon-to-be retired GT-R with its dazzling sub-three second sprint to 100km/h. That probably leaves the door ajar for an even more powerful Z from Nissan's Nismo tuning house.
Now that's really going 支援する to the 未来.
NISSAN Z
* HOW BIG: Unlike many cars, this one has got smaller as the years 進歩. It's cosy, but comfortable.
* HOW FAST: No 公式の／役人 人物／姿／数字 利用できる, but 0-100km/h in an 概算の 4.7 seconds. It feels quicker.
* HOW THIRSTY: 公式の／役人 消費 is 10/8L100km - not bad for a 本気で quick machine with twin turbos.
* HOW MUCH: Starting at $73,300 (加える on-road costs). やめる a 取引.
