Common theory

If only more manufacturers stuck to the sports car guide lines laid out by the likes of the E-type Jaguar and 250 GT Ferrari, then we wouldn’t be subjected to the so called sports cars that look like a shoe and deliver less thrill than walking.

Copying is easy and if you copy the correct theory you are almost guaranteed success. BMW, Chrysler and Nissan know a lot when it comes to building cars, but thankfully they also appear to have fed off the past and copied the formula for stimulating driver’s cars.

The key ingredients to these three cars are visually obvious. A large swooping bonnet leads into cozy two-seater cockpit and a stubby rear cares little for luggage capacity and simply houses the rear axle. And the rear axles are another key feature to building an iconic sports car – the power derived from the front mounted engine and delivered to the back wheels! Besides giving all three cars that classic sporting look, the layout also helps in creating a balanced weight distribution.

Styling is a tough call. While the Chrysler was at one stage a class ground breaker, when compared to the Z4 Coupe and the latest 350Z, it is a bit long in the tooth. Sure the crease lines in the bonnet, the full frontal chrome grill and the pop-up rear wing are bound to still raise the odd eyebrow, it is the BMW that will steal the head turning show. That is not saying that it is good looking, only that is the freshest, even fresher than the Z, which is in actual fact the newest of the trio. External Styling cues that differentiate between the old and the 2006 350Z include a broader front bumper with extended grille, a new headlight design and rear combination lamps with LED stop light.

In true rear wheel drive fashion, all three cars squat down at the back when booted hard off the line. BMW wins the dash with a 0-100km/h time of 5.7 seconds while the Nissan scampers through at 5.9 seconds and the Crossfire 7.2 seconds. Power is one factor in the robot to robot race as the winning BMW develops 195kW and 315Nm of torque as opposed to the Chrysler’s 160kW and surprisingly healthy 310Nm. While Nissans latest unit, which thanks to some new cam profiling develops 10 more Kilowatts than its predecessor, with 216kW and 359Nm. Not all the performance advantage from the BMW is gained in the power department. Weight also appears to play a role. With some serious lightweight components going into the Bimmer’s construction, it weighs in the lightest at 1395kg, while the 350Z tips1545kg and the Crossfire 1452kg.

All three of them make use of six pot engines so the much desired acoustics are spot on. Chrysler and Nissan have opted for a V6 layout while BMW make use of their traditional straight-6 design. The Z4s engine is as you would expect from BMW, and revs freely and smoothly to the 7000 mark while both the Nissan and Chrysler impress with equally responsive attitudes and effortless pull. Economy might not play a huge role in the purchase of a sporting car, but the manufacturers have still considered it. BMW claim an 8.9 l/100km drinking rate, Chrysler 9.9 and although no figures are available on the latest 350Z the old version delivered around 12 l/100km, which should be in a similar ball park to the new one.

While power is one factor in building a car’s sporting reputation the other and perhaps more important, is the agility and handling. Not only does a sports car need to cope with the vigorous driving inspired by the racy motors, but it also needs to encourage drivers to attack corners and revel in any twisty road section. Again BMW manage to score heavily here, no drive home is complete without entering a corner with a swift heel-and-toe and sharp turn into your favourite homeward bound bends. A chassis 100% stiffer than its roadster sibling, couples with a wide stance, low centre of gravity and well tuned springs, shocks and anti-roll bars to make the Bavarian a thrilling drive. Feedback comes via an electronically controlled power steering system that even tightens up for more feel when the “Sport” function is selected.

With the four-wheels planted at extreme corners, a low roofline and stiff setup, Nissan have also managed to create a bend swallowing monster. Feed back from the multi-link independent front and rear travels through the car to the driver’s position and begs for more. Comfort in both the cars is however slightly compromised when compared to a more docile saloon but by no means unbearable.

The Crossfire is not quite in the same league when it comes to encouraging enthusiastic driving. A bit more flex, a relative lack of feed back and a slight vagueness in the steering mean that you would rather be boulevard cruising than carving up a mountain pass. Nonetheless, a body mounted fully independent front set-up, a five-link coil-spring rear and substantial front and back anti-roll bars mean that camber and toe changes are kept to a minimum to remove squatting and dive characteristics under braking. It has all the right stuff.

With any car, brakes are crucial but even more so on projectiles that ask to be driven vigorously. Obviously all three manufacturers kept their eye on the ball here and all three are exceptional, not only in terms of stopping power but in feel and driver feedback.

The Nissan will have to win this one though. It features stylish Brembo painted callipers which squeeze ventilated discs. Chrysler and BMW also both employ four wheel disc braking systems, but with a little less effort put into their respective appearances. All three utilise the expected stability programmes, anti-lock systems and electronic brake force distribution driving aids.

Although these cars deliver a sporting ride, they are still viable road cars and can effectively carry the occupants from A to B. Practicality is a must, but obviously when two seaters are involved the level is relative to the user’s needs. These are not family cars, so practicality comes down to the comfort and ergonomic ease at which the occupants can use the vehicle. Difficulty getting in and out of the Z4 Coupe can become a little tedious, as the low, heavily bucketed seats and high sills don’t allow you to slide into the car.

Chrysler scores points in this department as the seats are set at a decent height and are somewhat flatter. The Nissan hits it bang in the middle with a compromise between a race bucket and road car seat. All three cars have electronically controlled seat adjusters, so once inside the car, getting the optimum position is achievable. One irritation that springs to mind is the Crossfire’s lack of steering column height adjustment. It has reach movement and that is all.