BLUEBIRD
Forista Senior
Se entiende cuando conduces uno y otro, el S2000 es uno de esos coches que te marcan y el 350Z no.
Video Nissan Z (2022) V6 3.0 405 cv, RWD, manual... PRUEBAS
- Iniciador del tema cybermad
- Fecha de inicio
Se entiende cuando conduces uno y otro, el S2000 es uno de esos coches que te marcan y el 350Z no.
cybermad
Clan Leader
Por supuesto, además que el Roadster capotado está poco conseguido, es más cepo aún que el Coupé con 100 kg más, a mi el que no me importaría tener es un 350Z Coupé en el garaje junto al Z3.
Es una cuestión de proporciones. A mi un coche deportivo me tiene que sugerir un jaguar, una gacela, un leopardo, no un sapo o un oso panda.Hombre si comparas con Z3, Z4 y S2000 vale, estos diseños me parecen brutales. El MX5 de primera y última generación también, el resto menos, sobretodo el penúltimo, fofo como el solo. El 370Z lo veo fofete también y ordinario. Pero el 350Z me parece muy bueno la verdad, ojo que yo de diseño no tengo conocimientos, es mi opinión sin más, pero a mi este coche me sigue gustando mucho:
Juas... si ya era feo per sé vas y pones uno en color mierdagato Simca 1200A mi estéticamente me gusta bastante el 350 Z tanto en coupé como en roadster, aunque las prestaciones y consumo no son las mejores del segmento, en relación calidad/precio me parece imbatible y con un sonido espectacular.
A mi mecánicamente me interesa mucho más que un S2000, calidades aparte. V6 y buena cilindrads es mucho más atractivo para mi.
cybermad
Clan Leader
Es pack Orange cha-valJuas... si ya era feo per sé vas y pones uno en color mierdagato Simca 1200
*NANO*
Clan Leader
El color interior es guapo. Pero el exterior me parece un horror.Es pack Orange cha-val
BLUEBIRD
Forista Senior
Claro, cada uno tiene su gracia, pero lo que tu valoras del V6 3.5 está presente en cualquier motor grande percherón, pero un motor como el del S2000 hay muuuuyyy pocos y están enfocados a un cliente que busca deportividad en su máxima expresión posible. De ahí sus cotizaciones actuales.
cybermad
Clan Leader
Pues la mecanica del s2000 tambien tiene lo suyo...
Motor de al giro como esos M3 que os molan ,4 pistones como el m3 e30 .. y muy buenos andares.
Es un motor sobresaliente. Pero no es para mi.
cybermad
Clan Leader
Pareces nuevo¿Pero no rumorean que Renault puede desaparecer?
el que no llora no mama, era para conseguir pasta del estado y ya lo han conseguido, ayer cayeron los primeros 5.000 millones...Renault recibe el crédito de 5.000 millones del Gobierno francés
La marca del rombo lo había solicitado para capear la crisis del coronavirus
3 JUN 2020
El Gobierno francés ha concedido a Renault el crédito de 5.000 millones de euros que había solicitado para lidiar con las consecuencias de la pandemia del coronavirus, que ha obligado a parar la producción durante dos meses y ahora amenaza el volumen de matriculaciones del resto del año.
La concesión del crédito ocurre tan sólo unos pocos días después de que Renault presentara un plan de recortes para ahorrar 2.000 millones de euros en tres años y suprimir 15.000 puestos de trabajo. Una transición con la que esperan adaptar su estructura al nuevo modelo de negocio de la Alianza.
La ayuda no se traducirá en una inyección directa de capital, sino en una línea de crédito de hasta 5.000 millones de euros a la que Renault podrá acudir según sus necesidades. Podrá retirar el dinero de forma total o parcial hasta el 31 de diciembre de 2020, que es cuando vencerán las condiciones actuales.
El presidente Emmanuel Macron retrasó inicialmente la concesión de hasta que terminaran las negociaciones entre la firma y los diferentes sindicatos. Instó a Renault a no fabricar en otros países aquellos modelos que ya producía en Francia y a mantener en suelo francés el desarrollo del coche eléctrico y autónomo.
Renault ha dicho que esta circunstancia "ayudará a financiar los requisitos de liquidez del Grupo en el contexto de una crisis sin precedentes".
El plan de transformación de Renault derivará en una estructura compatible con el modelo de negocio de la Alianza, presentado hace justo una semana.
El modelo contempla el reparto territorial con sus socios Nissan y Mitsubishi para potenciar su presencia en aquellos mercados donde es más competitivo. En el caso de la marca del rombo, Europa, Rusia, Sud-América y el norte de África.
Renault, Nissan y Mitsubishi también compartirán tecnología e información para evitar duplicidades y así aligerar costes.
cybermad
Clan Leader
Nissan 400Z to electrify
July 17, 2020
Iconic Japanese sports car to adopt high-tech powertrain options but a 400Z EV is a long way off
http://pinterest.com/pin/create/but...ssan-400z-render-from-official-pic-2-coiy.jpg
If you thought the Nissan 400Z would only be offered with a Toyota Supra-bashing twin-turbo petrol V6, think again.
Nissan’s vice-president of global product strategy, Ivan Espinosa, told carsales the Japanese car-maker will deploy hybrid powertrains for its sports cars soon.
When quizzed about electrification options for the upcoming Nissan 400Z, he said: “Well, I cannot give you details about the car now.”
However, he added: “What I can tell you is I still see space for two different things.
“Probably in the short term you can still see a bit more conventional technology coming. By conventional I mean maybe still ICE [internal combustion engine] driven, maybe with some electrification on the sports cars,” said Nissans product strategy boss, suggesting the 400Z will get a hybrid boost.
Expected to be revealed in 2021, the new Nissan 400Z will pack a twin-turbo 3.0-litre V6 (VR30DDTT) punch, belting out Toyota Supra-rivalling outputs of around 298kW/475Nm.
The forced-induction V6 should allow the Z-car’s 0-100km/h sprint to dip under five seconds, but the instant low-end torque provided by a hybrid petrol/electric boost could see acceleration improve further.
It’s not yet clear what form a hybrid powertrain for the Nissan 400Z could take, nor when the sports car will get its high-tech powertrain, but a mild-hybrid set-up common in modern European cars is a possibility.
Nissan’s current hybrid heroes are branded e-POWER and utilise EV-like power delivery, whereby the petrol engines are merely generators and have no connection with driving wheels.
However, Espinosa made no mention of e-POWER and hinted that something different could be on the cards.
Whatever hybrid solution is chosen for the 400Z, Nissan could have the market all to itself with an affordable electrified sports car.
Toyota has declared it will sell hybrid versions of every single model in its range by 2025. But the fact the Supra was engineered by BMW and shares its mechanicals with the Z4, a hybrid version of which is apparently not in the pipeline, has led to reports the Supra will be killed off before 2025.
While there’s no concrete timeline for a high-performance hybrid powertrain from Nissan, the company’s product strategy chief noted that we’ll see a staged build-up to electrified sports cars.
“You’d have probably two steps in the early stages or the coming years,” said Espinosa.
“But we still see space for a bit more innovation in the ICE field and in the mid/long term you could start hearing from Nissan maybe exploring on the sports cars with electrification.”
That strategy includes the top-shelf Nissan GT-R, the chief engineer of which told carsales last year that a decision between hybrid and all-electric power was yet to be made for the next-generation R36.
https://www.motoring.com.au/nissan-400z-to-electrify-125224/
July 17, 2020
Iconic Japanese sports car to adopt high-tech powertrain options but a 400Z EV is a long way off
http://pinterest.com/pin/create/but...ssan-400z-render-from-official-pic-2-coiy.jpg
If you thought the Nissan 400Z would only be offered with a Toyota Supra-bashing twin-turbo petrol V6, think again.
Nissan’s vice-president of global product strategy, Ivan Espinosa, told carsales the Japanese car-maker will deploy hybrid powertrains for its sports cars soon.
When quizzed about electrification options for the upcoming Nissan 400Z, he said: “Well, I cannot give you details about the car now.”
However, he added: “What I can tell you is I still see space for two different things.
“Probably in the short term you can still see a bit more conventional technology coming. By conventional I mean maybe still ICE [internal combustion engine] driven, maybe with some electrification on the sports cars,” said Nissans product strategy boss, suggesting the 400Z will get a hybrid boost.
Expected to be revealed in 2021, the new Nissan 400Z will pack a twin-turbo 3.0-litre V6 (VR30DDTT) punch, belting out Toyota Supra-rivalling outputs of around 298kW/475Nm.
The forced-induction V6 should allow the Z-car’s 0-100km/h sprint to dip under five seconds, but the instant low-end torque provided by a hybrid petrol/electric boost could see acceleration improve further.
It’s not yet clear what form a hybrid powertrain for the Nissan 400Z could take, nor when the sports car will get its high-tech powertrain, but a mild-hybrid set-up common in modern European cars is a possibility.
Nissan’s current hybrid heroes are branded e-POWER and utilise EV-like power delivery, whereby the petrol engines are merely generators and have no connection with driving wheels.
However, Espinosa made no mention of e-POWER and hinted that something different could be on the cards.
Whatever hybrid solution is chosen for the 400Z, Nissan could have the market all to itself with an affordable electrified sports car.
Toyota has declared it will sell hybrid versions of every single model in its range by 2025. But the fact the Supra was engineered by BMW and shares its mechanicals with the Z4, a hybrid version of which is apparently not in the pipeline, has led to reports the Supra will be killed off before 2025.
While there’s no concrete timeline for a high-performance hybrid powertrain from Nissan, the company’s product strategy chief noted that we’ll see a staged build-up to electrified sports cars.
“You’d have probably two steps in the early stages or the coming years,” said Espinosa.
“But we still see space for a bit more innovation in the ICE field and in the mid/long term you could start hearing from Nissan maybe exploring on the sports cars with electrification.”
That strategy includes the top-shelf Nissan GT-R, the chief engineer of which told carsales last year that a decision between hybrid and all-electric power was yet to be made for the next-generation R36.
https://www.motoring.com.au/nissan-400z-to-electrify-125224/
Rbpi
En Practicas
Tiene buena pinta, si lo hacen bonito, con cierto estilo retro, y con una buena puesta a punto, no excesivamente comodón puede labrarse su parcela en el mercado
me dio mucha pena que cancelaran el prototipo IDX, imaginaos un gt86 con un motor “no asmatico”, 4 plazas reales y estética retro, una alternativa en nissan a un serie 2 coupe 220i- 230i, presumiblemente a un mejor precio y por lo tanto apto para mas bolsillos
me dio mucha pena que cancelaran el prototipo IDX, imaginaos un gt86 con un motor “no asmatico”, 4 plazas reales y estética retro, una alternativa en nissan a un serie 2 coupe 220i- 230i, presumiblemente a un mejor precio y por lo tanto apto para mas bolsillos
BLUEBIRD
Forista Senior
La van a cagar fijo. Una pena lo del IDX, pero está claro que coupés medio cómodos, medio prácticos y medio deportivos ya no tienen hueco en el mercado.
cybermad
Clan Leader
Ha fallecido Yoshihiko Matsuo, el diseñador del 240 Z del que va a tomar inspiración este 400 Z...
D.E.P.
RIP Yoshihiko Matsuo, Nissan Fairlady Z and Datsun 240Z designer, 1933—2020
Yoshihiko Matsuo, the man who spearheaded the design of one of the most influential sports cars of all time, has died. Matsuo led the Nissan design team that penned the S30 Fairlady Z, known as the Datsun 240Z in the western hemisphere, a car that not only revolutionized the concept of what a sports car could be, but made it accessible to the masses. Matsuo passed away on July 11 and, as is the custom in Japan, the family made public the news a few days later.
Yoshihiko Matsuo was born in Himeji City, Hyogo Prefecture in on July 10, 1933. Reportedly, he began sketching cars in early childhood at a time when there were relatively few automobiles in Japan. While a high school student, he came up with an initial concept for a small three-wheeled truck working at Osaka Textile Industry Co., a division of Daihatsu. Soon after, while attending college at Nihon University College of Art, he used that experience to help design the Daihatsu Midget, the company’s first major automotive hit.
After graduation, Matsuo landed a job at Nissan, where he was put in charge of designing the Datsun Baby. He was then assigned to the Bluebird 410 team, tasked to fix the sedan’s poor sales. His passion for performance models helped convince his bosses to produce the 411 Bluebird SSS, Nissan’s first real sports sedan. The SSS provided the Bluebird with enough marketplace redemption that Matsuo was entrusted in 1966 to head Nissan’s 1st modeling department and 4th design studio, where the Z was born.
However, Matsuo and his small team weren’t just in charge of penning the Z’s lines. Much of Matsuo’s job extended to what we would call product planning today — identifying the customer base and optional equipment, determining the price point, and coming up with some of the marketing — in addition to the styling the car.
Matsuo rightly predicted that with the coming age of expressways and high-speed driving, the Fairlady lineage needed to evolve its primary form from roadster to fixed-head hatchback coupe. For the Z to remain affordable, he helped convince the powers that be to scale up production massively. To make sure they could offer magnesium wheels on the Z432 version, he had to source a supplier that could make them for Nissan. Even minute things like the location of the hidden air conditioner (as opposed to cabin coolers) to the strength of the seat backs (for heavier Americans) fell to Matsuo and his team.
On top of all that, Matsuo designed the Z, giving the car its iconic shape. From its sugar scoop headlight bezels inspired by the seats at a baseball stadium to the elegant trunk lid opening inspired by a Mirage fighter jet canopy, Matsuo made countless individual decisions that built the Z bit by bit. He even did some test driving, going twice the posted speed limit on a Japanese highway to assess what would become the aerodynamic G-nose.
Throughout it all, Matsuo kept the Z true to its purpose. Matsuo knew the Z would be popular, but even he couldn’t predict how much of a runaway success it would become upon debut. Matsuo had planned other variants, including an open top, T-top, and shooting brake. Some were never green-lit, but sales of the primary coupe body style were so good that plans for others had to be scrapped. Prior to the Z, Nissan was producing about 300 Fairlady roadsters per month. Matsuo predicted the S30 Z would sell 3,000 per month. At its height, sales totaled 7,500 a month for a generational total of 540,000.
The automotive world had never seen the Z’s magic combination of styling, performance, and value before. It upended the sports car establishment and became a major force in the world of motorsports. It has spawned millions of devoted fans, half a century’s worth of sporting Nissans, and six generations of successors. And, as the teased images of the seventh generation reveal, after 50 years the Z will soon return to the shape that Matsuo drew decades ago.
Matsuo left Nissan in 1973 but remained active in Z clubs and events both in Japan and internationally well into his 80s, inspiring fans and fellow designers alike. He died one day after his 87th birthday.
D.E.P.
RIP Yoshihiko Matsuo, Nissan Fairlady Z and Datsun 240Z designer, 1933—2020
Yoshihiko Matsuo, the man who spearheaded the design of one of the most influential sports cars of all time, has died. Matsuo led the Nissan design team that penned the S30 Fairlady Z, known as the Datsun 240Z in the western hemisphere, a car that not only revolutionized the concept of what a sports car could be, but made it accessible to the masses. Matsuo passed away on July 11 and, as is the custom in Japan, the family made public the news a few days later.
Yoshihiko Matsuo was born in Himeji City, Hyogo Prefecture in on July 10, 1933. Reportedly, he began sketching cars in early childhood at a time when there were relatively few automobiles in Japan. While a high school student, he came up with an initial concept for a small three-wheeled truck working at Osaka Textile Industry Co., a division of Daihatsu. Soon after, while attending college at Nihon University College of Art, he used that experience to help design the Daihatsu Midget, the company’s first major automotive hit.
After graduation, Matsuo landed a job at Nissan, where he was put in charge of designing the Datsun Baby. He was then assigned to the Bluebird 410 team, tasked to fix the sedan’s poor sales. His passion for performance models helped convince his bosses to produce the 411 Bluebird SSS, Nissan’s first real sports sedan. The SSS provided the Bluebird with enough marketplace redemption that Matsuo was entrusted in 1966 to head Nissan’s 1st modeling department and 4th design studio, where the Z was born.
However, Matsuo and his small team weren’t just in charge of penning the Z’s lines. Much of Matsuo’s job extended to what we would call product planning today — identifying the customer base and optional equipment, determining the price point, and coming up with some of the marketing — in addition to the styling the car.
Matsuo rightly predicted that with the coming age of expressways and high-speed driving, the Fairlady lineage needed to evolve its primary form from roadster to fixed-head hatchback coupe. For the Z to remain affordable, he helped convince the powers that be to scale up production massively. To make sure they could offer magnesium wheels on the Z432 version, he had to source a supplier that could make them for Nissan. Even minute things like the location of the hidden air conditioner (as opposed to cabin coolers) to the strength of the seat backs (for heavier Americans) fell to Matsuo and his team.
On top of all that, Matsuo designed the Z, giving the car its iconic shape. From its sugar scoop headlight bezels inspired by the seats at a baseball stadium to the elegant trunk lid opening inspired by a Mirage fighter jet canopy, Matsuo made countless individual decisions that built the Z bit by bit. He even did some test driving, going twice the posted speed limit on a Japanese highway to assess what would become the aerodynamic G-nose.
Throughout it all, Matsuo kept the Z true to its purpose. Matsuo knew the Z would be popular, but even he couldn’t predict how much of a runaway success it would become upon debut. Matsuo had planned other variants, including an open top, T-top, and shooting brake. Some were never green-lit, but sales of the primary coupe body style were so good that plans for others had to be scrapped. Prior to the Z, Nissan was producing about 300 Fairlady roadsters per month. Matsuo predicted the S30 Z would sell 3,000 per month. At its height, sales totaled 7,500 a month for a generational total of 540,000.
The automotive world had never seen the Z’s magic combination of styling, performance, and value before. It upended the sports car establishment and became a major force in the world of motorsports. It has spawned millions of devoted fans, half a century’s worth of sporting Nissans, and six generations of successors. And, as the teased images of the seventh generation reveal, after 50 years the Z will soon return to the shape that Matsuo drew decades ago.
Matsuo left Nissan in 1973 but remained active in Z clubs and events both in Japan and internationally well into his 80s, inspiring fans and fellow designers alike. He died one day after his 87th birthday.