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When enthusiasts think of Mazda and Nissan, the first things that come to mind are sports cars, namely, the RX-8 and 350Z. There's no debating that these are two of the coolest, freshest machines out there today, packing the performance of expensive European brands at about half the price. Knowing that they've got the hot items, both manufacturers decided to go the extra mile and build versions with even better performance and flair. And they've used their motorsports divisions Mazdaspeed and Nismo to accomplish that task.
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</NOSCRIPT></TD></TR></TBODY></TABLE>Both Mazdaspeed and Nismo have a heritage in international racing. Mazdaspeed won the 24 Hours of Le Mans with the 787B, still the only Japanese-made car to pull off that feat. Nismo also competed in that famous endurance race a number of times, placing as high as 3rd. So with all this racing know-how, we were curious how their road-going products would fare and compare. So we packed our bags and went to Japan to drive them back-to-back for a U.S. exclusive evaluation.
Power
Major engine tweaks are still to come. According to rumors, Mazdaspeed is working on a supercharged version of the RX-8, while Nissan maintains that they can get as much as 500 bhp from the 350Z's V-6 (the company will compete in the GT500 class of the Japanese Touring Car Championship with a 500-bhp 350Z). Expect these changes in future versions of these cars; for now, though, we must make do with these first-run examples.
The most notable change to the RX-8's 2-rotor Renesis 13B powerplant is a new lightweight carbon-fiber flywheel. A new exhaust and slightly refined intake system bump horsepower to about 250 bhp at 8500 rpm, but it is the new flywheel that makes the difference here.
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<TABLE cellSpacing=5 cellPadding=0 width=200 align=left border=0><TBODY><TR><TD><TABLE cellSpacing=1 cellPadding=0 width=200 align=right bgColor=#cccccc border=0><TBODY><TR vAlign=top bgColor=#cccccc><TD><TABLE cellSpacing=0 cellPadding=8 width=200 border=0><TBODY><TR bgColor=#be1128><TD class=rtspecsheader align=middle height=10>SPEED</TD></TR><TR bgColor=#ffffff><TD class="" vAlign=top>Check out other stories from our premiere issue.</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE><!-- /NESTED TABLE -->Get on the throttle and the engine spins so quickly that you'll find yourself hitting the rev limiter in every gear. In fact, overall throttle response (both on and off throttle) is so improved that it's much simpler to find and stay in the 13B's sweet spot, which is from about 5000 rpm to its 9000-rpm redline. The Mazdaspeed's acceleration times remain relatively the same as the stock version's, the extra power balancing out the extra weight of the exterior bodywork. Zero-to-60-mph is about 6 seconds and it'll run the quarter mile in around 15.
The Nismo 350Z is a bit quicker. Its 0-to-60-mph time of 5.5 sec. eclipses the stock version's by 0.3 sec., while the car's quarter-mile time improved to 14.0 sec. Nismo achieved this straight-line acceleration gain by installing a stainless-steel exhaust system to the car's touted 3.5-liter dohc V-6. Not only does this new addition help the car go faster (it's also lighter than the stock piece by 9 lb.), it makes the car sound like a high-strung race machine. Output is estimated at 293 bhp. In the driver's seat, the Nismo indeed feels significantly faster than the RX-8, simply because of its formidable low-end punch. Where the RX-8 needs to reach about 5000 rpm to get going, the Z puts the power down at 2000 rpm. However, once the Z reaches 4500 rpm, it tends to let down a bit, whereas the RX-8's rotary comes to life. If you're into low-end torque, the Nismo is the choice, but if you're into high revs, pick the RX-8. I like torque, so the nod here goes to the Nismo.
Handling
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This Mazdaspeed RX-8 is a Japan-only model. Our version, which will probably look similar, will have much more power. How much more remains to be seen.
</TD></TR></TBODY></TABLE><!-- end nested table-->After driving both cars, one thing is clear: Both Mazdaspeed and Nismo made it a priority to improve the handling of their respective cars. In Mazdaspeed's case, much attention was paid to stiffening the car's already rigid chassis. First, Mazdaspeed engineers incorporated a beefed-up strut tower brace in front and added a rear strut brace that's located in the trunk. And a couple of steel crossmembers now stabilize the car's underbody. Next the car got stiffer springs and shocks, and ride height was lowered by three-quarters of an inch. Last, fatter anti-roll bars were installed at both ends. The result: incredibly crisp turn-in, minimal body roll and excellent overall balance.
The stock RX-8 tends to display a "floaty" nature over bumps and rises; it also leans noticeably through sharp corners. Because of the soft suspension tuning, getting around a racetrack at full speed can be somewhat tricky in the stock model; but not so with the Mazdaspeed version. Through fast twisty sections of the Hakone Turnpike, the Mazdaspeed RX-8 felt stable and composed.
Get on the power when exiting a corner and the rear will step out slightly. Dial in some countersteer, stay on the power and you can execute a nice 4-wheel drift. Also, the car's improved throttle response allows you to throttle-steer it through tricky corners.
The Nismo reacts in much the same way. It received the same basic treatment as the RX-8, which includes fatter anti-roll bars fore and aft, stiffer shocks and springs and a lower ride height (again, about three-quarters of an inch). The 350Z's FM platform is so rigid that Nismo didn't need to provide additional structural reinforcements. Nevertheless, the changes result in a car that is much more stable through corners.
The 350Z turns in with amazing crispness, with flawless neutrality. There is a little body roll at first, but gone is the slight understeer present in the stock car. The rear will swing out if you go in too hot, but, as in the RX-8, the car's relatively quick steering makes most of these situations "correctable."
Unfortunately, there wasn't a testing facility nearby, so we couldn't run either car through the slalom or skidpad, but I feel safe saying that the RX-8 and Z are capable of posting far better numbers than their stock counterparts. Even after driving both cars back-to-back, I couldn't declare an outright winner, so let's go ahead and score this category a tie.
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When enthusiasts think of Mazda and Nissan, the first things that come to mind are sports cars, namely, the RX-8 and 350Z. There's no debating that these are two of the coolest, freshest machines out there today, packing the performance of expensive European brands at about half the price. Knowing that they've got the hot items, both manufacturers decided to go the extra mile and build versions with even better performance and flair. And they've used their motorsports divisions Mazdaspeed and Nismo to accomplish that task.
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<NOSCRIPT>Power
Major engine tweaks are still to come. According to rumors, Mazdaspeed is working on a supercharged version of the RX-8, while Nissan maintains that they can get as much as 500 bhp from the 350Z's V-6 (the company will compete in the GT500 class of the Japanese Touring Car Championship with a 500-bhp 350Z). Expect these changes in future versions of these cars; for now, though, we must make do with these first-run examples.
The most notable change to the RX-8's 2-rotor Renesis 13B powerplant is a new lightweight carbon-fiber flywheel. A new exhaust and slightly refined intake system bump horsepower to about 250 bhp at 8500 rpm, but it is the new flywheel that makes the difference here.
<!-- NESTED TABLE -->
<TABLE cellSpacing=5 cellPadding=0 width=200 align=left border=0><TBODY><TR><TD><TABLE cellSpacing=1 cellPadding=0 width=200 align=right bgColor=#cccccc border=0><TBODY><TR vAlign=top bgColor=#cccccc><TD><TABLE cellSpacing=0 cellPadding=8 width=200 border=0><TBODY><TR bgColor=#be1128><TD class=rtspecsheader align=middle height=10>SPEED</TD></TR><TR bgColor=#ffffff><TD class="" vAlign=top>Check out other stories from our premiere issue.</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE><!-- /NESTED TABLE -->Get on the throttle and the engine spins so quickly that you'll find yourself hitting the rev limiter in every gear. In fact, overall throttle response (both on and off throttle) is so improved that it's much simpler to find and stay in the 13B's sweet spot, which is from about 5000 rpm to its 9000-rpm redline. The Mazdaspeed's acceleration times remain relatively the same as the stock version's, the extra power balancing out the extra weight of the exterior bodywork. Zero-to-60-mph is about 6 seconds and it'll run the quarter mile in around 15.
Handling
<!--nested table-->
<TABLE cellPadding=5 width=250 align=right><TBODY><TR><TD class=rtcaption>
This Mazdaspeed RX-8 is a Japan-only model. Our version, which will probably look similar, will have much more power. How much more remains to be seen.
</TD></TR></TBODY></TABLE><!-- end nested table-->After driving both cars, one thing is clear: Both Mazdaspeed and Nismo made it a priority to improve the handling of their respective cars. In Mazdaspeed's case, much attention was paid to stiffening the car's already rigid chassis. First, Mazdaspeed engineers incorporated a beefed-up strut tower brace in front and added a rear strut brace that's located in the trunk. And a couple of steel crossmembers now stabilize the car's underbody. Next the car got stiffer springs and shocks, and ride height was lowered by three-quarters of an inch. Last, fatter anti-roll bars were installed at both ends. The result: incredibly crisp turn-in, minimal body roll and excellent overall balance.
The stock RX-8 tends to display a "floaty" nature over bumps and rises; it also leans noticeably through sharp corners. Because of the soft suspension tuning, getting around a racetrack at full speed can be somewhat tricky in the stock model; but not so with the Mazdaspeed version. Through fast twisty sections of the Hakone Turnpike, the Mazdaspeed RX-8 felt stable and composed.
Get on the power when exiting a corner and the rear will step out slightly. Dial in some countersteer, stay on the power and you can execute a nice 4-wheel drift. Also, the car's improved throttle response allows you to throttle-steer it through tricky corners.
The Nismo reacts in much the same way. It received the same basic treatment as the RX-8, which includes fatter anti-roll bars fore and aft, stiffer shocks and springs and a lower ride height (again, about three-quarters of an inch). The 350Z's FM platform is so rigid that Nismo didn't need to provide additional structural reinforcements. Nevertheless, the changes result in a car that is much more stable through corners.
The 350Z turns in with amazing crispness, with flawless neutrality. There is a little body roll at first, but gone is the slight understeer present in the stock car. The rear will swing out if you go in too hot, but, as in the RX-8, the car's relatively quick steering makes most of these situations "correctable."
Unfortunately, there wasn't a testing facility nearby, so we couldn't run either car through the slalom or skidpad, but I feel safe saying that the RX-8 and Z are capable of posting far better numbers than their stock counterparts. Even after driving both cars back-to-back, I couldn't declare an outright winner, so let's go ahead and score this category a tie.
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