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It’s a steal

Keeping your scooter safe is harder than ever. Read on for some tips on how not to lose your ride home.

Many stolen scooters end up in the hands of junior bosozoku, who are curiously happy to run red lights, ride tandem (illegal on anything under 125cc), and take to the highways (also reserved for those over 125cc)—but who balk at the idea of stealing and riding anything with a bit more power until they hit 18 years old. The bad boys’ bikes are easy to spot, often sporting a bent-up license plate, or none at all, and occasionally outsized fins, exhausts and spoilers. To keep a scooter safe from this roving band of bike bandits, the best investment a new rider can make, after a high-quality helmet (many of the ones available in discount stores do not meet international safety standards), is a decent lock.

U-bolts are relatively inexpensive but should always be fitted with the keyhole facing down, which makes them harder to mash with a chisel and hammer. No matter how good a lock is fitted, though, increasingly sophisticated thieves have begun using car jacks to pry bars apart and CO2 canisters to freeze tumblers before shattering them with hammers, so avoid dark back streets: it’s better to stick with the main drags and put up with the sticky warning notices from traffic wardens. Better still, invest a couple hundred yen in secure parking near a station.

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CARS & BIKES ARCHIVE:
499: Environmental charge
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497: Thrills and spills
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495: Time warp
It was christened the Japanese Ferrari when it was launched way back in 1991. Justin Gardiner reckons the intended compliment still doesn't do justice to Honda's NSX.
493: Point to point
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491: Future classic
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489: Name value
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487: Revolutionary ride
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485: Thinking big
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483: Off the beaten path
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481: Track days
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479: My Fairlady
The Datsun 240Z changed the fortunes of Nissan Motors back in 1969. This year, the new 350Z heads up their international line-up for the 21st century. Justin Gardiner reports.
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My Fairlady

The Datsun 240Z changed the fortunes of Nissan Motors back in 1969. This year, the new 350Z heads up their international line-up for the 21st century. Justin Gardiner reports.

Nissan is aiming for the more mature customer with its new sports coupe

With tears in their eyes, American sports car enthusiasts bade farewell to the venerable Z car in 1996, when the all-conquering road and track racer was banned from US shores for failing to meet new exhaust emission requirements. Four years later, the final 300Z left a Nissan dealership here in Japan, as domestic demad couldn't overcome the loss of the lucrative US market. But during the past 12 months, the company has revived the brand, and joyful devotees are welcoming the latest incarnation, a street racer that proudly upholds the Z's muscle-car heritage while updating it with state-of-the-art flourishes.

The original Z, or Fairlady Z as it's called here, became a '70s cultural icon Stateside, and heralded a total change in corporate Japan's attitude to the US market. It was far from the first Japanese car to be exported to America, but it was the first to be designed from the ground up specifically for the world's largest automotive market. As such, it led the charge of imports that was to become the scourge of Detroit in the '80s, and it beat the Americans at their own high-horsepower game.

 

Out with the old
Indeed, previous incarnations of the Z were classic muscle cars, proportionally not unlike the Trans Ams and Firebirds they battled both on and off the race track. The new car, though, is closer to the Audi TT than anything else on the road today, and Nissan claims it has the ideal weight distribution of 53 percent on the front wheels and 47 percent on the rear. Whether this results in perfect driving balance is open to debate, but one thing's for sure: this classic front engine/rear-wheel-drive powerhouse is certainly not tail-happy. No amount of lunacy into 90-degree turns will induce the Z's rear end to slide; the car's natural poise and ever-efficient traction control allow just a little squeal from the tires before it follows its nose up the chosen street. But punch the little button hidden in the footwell to cancel the traction control system, and donut-burning wheelspin is available aplenty. In the Version T model, which we test-drove, another switch, located between the front seats and simply marked "Snow-Neutral-Power," can calm the powertrain down when driving in slippery conditions or punch it up to allow for more excitement on demand.

Ergonomic and stylish all in one

With a 3.5-liter V6 lump wedged under the hood, the temptation is to select the latter option, and leave it there. Squeeze the accelerator from a standing start and the 280 ponies harnessed up front rumble the Z past 100km/h in under six seconds. Keep your foot steady, and the limiter will cut your progress at the 180km/h mark, which arrives remarkably soon after. There's no doubt that the car would sail through this electronically enforced cut-off should an owner elect to get rid of that limiter, and that it would be stable at Autobahn speeds.

The Z boasts a state-of-the-art navigation system

However, the 350Z is not strictly a boy racer's machine. The large, torque-y engine and refined cabin make this car feel more BMW than MR2. The cockpit is as ergonomically satisfying as it is comfortable, with classic dials joining forces with a state-of-the-art car navigation system to keep drivers informed of what's going on around them. Visibility is pretty horrid, however, particularly out the rear, and the side mirrors are not large or angled enough to cover any of the multiple blind spots. The only other niggle is the passenger's seat belt: if no one's using it, it clatters against the door pillar infuriatingly. Strapping it across the empty seat is the only cure.

The trunk perfectly accommodates a weekend's worth of luggage for two

Externally bigger than a Tokyo taxi, the Z nevertheless places its two seats pretty much slap-bang in the middle of the chassis, leaving a space in back too short for rear seats and too long to be accessed with ease from the rear hatch. The ultra-cool strut brace between the two rear suspension mounts certainly improves the car's rigidity, and thus handling, but it doesn't do much for the usability of the trunk: the cavern is perfect for hauling paintings or tabletops, but not much else.

To be fair, a weekend's worth of luggage for two can fit in the trunk, but having spent some time with the car, we suspect that those doing the stuffing will be retirees, not yuppies. The whole design concept is a departure from previous iterations-particularly conspicuous in its absence is the long nose of the classic Zs-and, at ¥3,000,000 to ¥3,600,000 new, few people in their 20s will be able to afford such a toy. No matter: Japan's younger crowd appears to be more interested in boxy cars like the Cube than sports coupes, and with the knowledge of the way this country's, and soon even America's, demographics are changing, a more mature customer base for their flagship won't be a bad thing for Nissan. In other words, those most lustily greeting the marque's revival may well be the Z's original fans.

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Photos by Justin Gardiner