We're no strangers to the 350Z. We've driven it in the US and included a Japanese-spec model in our Car of the Year contest late last year, but this one is different. This is the official European model, tuned to suit driving conditions over here.

The changes concentrate mainly on the chassis and were wrought by the team at the Nissan Technical Centre Europe (NTCE), based in Cranfield, Beds. A few miles is all it takes to appreciate that the ride and handling compromise of the Euro-spec car is significantly better, with a suppleness that the Japanese model lacked when we tried it on tricky UK roads. Nissan Japan is so impressed with the results that soon all 350Zs will adopt these new settings.

In addition, all Euro-spec 350s are fitted with a larger water radiator, cooling fins for the differential and an aero kit (optional in other markets) which helps produce zero lift and a drag coefficient of Cd 0.29.

Subtle driver-orientated details abound: there is extra padding on the transmission tunnel where the driver's knee meets it in high-g cornering; the seats are asymmetric, the driver's being narrower-backed for closer support, with a larger cutaway in the side bolster giving extra elbow room for gear shifting; and the up-shift light in the base of the rev-counter is adjustable.

Given that the suspension of the Japanese-spec car felt so stiff, it's surprising to learn that the spring rates of the European-spec car are even higher. Akira Kikuchi, vehicle evaluation manager at NTCE, explains that it's the new dampers controlling them that make the difference, while the overall performance is helped by redesigned bump-stops, which are effective over a larger degree of suspension travel. The NTCE team used the smooth roads of Germany for high-speed testing and to check the linearity of steering response, and the UK's, er, more characterful blacktop for developing the suspension's compliance and travel.

To our astonishment, on the launch in southern Germany we managed to find a road with dips and crests, twists and turns just like a good ol' British B-road. It even had a pronounced crown and crumbly edges, which must surely be illegal in the Fatherland. On this road, the 350Z demonstrated its class. It's responsive, poised and, best of all, it all feels natural and effortless in the way that only rear-drive cars can. Turn into a corner and the steering and roll-rates feel perfectly matched; grip is strong and the suspension puts you in touch with the road but isn't dictated to by it, smothering large and small bumps with equal effectiveness. The ESP traction control is a bit nannying, knocking back the power quite early - there's plenty more exploitable traction and rear grip to be had if you switch it off. Indeed, even in the damp you have to be quite determined to loosen the tail, and when you succeed it remains tidy and eminently catchable.

It's a testimony to the rightness of certain elements that they don't draw attention to themselves. The driving position, pedal layout and seats all fall into this category. The steering, which initially feels artificially heavy, soon feels natural (though a fraction more detail through the rim wouldn't go amiss), and is partnered by a chunkily-weighted and precise gearshift that is feelsome in a way only a lever stuck directly into the 'box can be.

Reservations? Few. The styling can look fantastic from some angles and rather uninspired from others (head-on, in particular), and there's not much cubby-hole space. Then there's the engine. The 3.5-litre V6 sounds fabulous mooching around (bystanders get the best of its deep-chested crooning) but its performance is a bit, well, unexciting. In the first car we tried it was rather coarse, especially in the mid-range on part throttle. The second was much better, being both livelier and smoother, but if I didn't know the claimed output I'd have said it was somewhere around the 240bhp mark. Perhaps it's deceptively potent, its gutsiness disguised by the linearity of its delivery - Nissan claims 0-62mph in 5.9sec and 155mph.

At £24,000, the 350Z meets the 180bhp Audi TT coupe head-on and undercuts the Alfa GTV V6 and BMW 325Ci, while being significantly more powerful than all of them.

Options include the 'GT Pack' (£2500), which provides an uprated Bose hi-fi, cruise control and electrically-adjustable heated leather seats. Another £1000 adds the sexier-looking forged 18in alloys (as featured on our test car), which save 4kg per corner. Even though this removes the price advantage, the 350Z has still got to be the first choice of the serious driver.

 

So basically the overall fell of the Euro 350z is "less stiff"? Well if Nissan does indeed adapt these changes to all 350z including the ones in the States then maybe there will be those that like the pre-suspension change 350z better and thus increase our resale value

 

what is with the 5.9 0-60 and comparing it to a bmw 325? Seems rather conservative if u ask me. I thought the z was more like 5.2 0-60 and can overtake a 330. Also i wonder if this new suspension is the answer to tire feathering....

 

The euro spec car has less hp.

 

That sucks... you guys don't know what you're missing

 

Why would the euro car have less hp? Emissions? Thats funny, its usually the U.S. that gets screweddd

 

Will this new suspension fix the tire feathering and the pulling to the right?

 

Weird, I drove my car before I bought it. Liked the way it drove and handled. That is part of the reason I bought it. Still like it. Can you ever really believe what a journalist says in a magazine. Everyone likes different driving experiences. Just like this guys view of the looks of the Z. He did not like its looks when you looked at it head on. I think head on is one of the best angles.

 

Officially for the records officer

Just try a UK car - you'll understand