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Nissan
350Z
Z33·
2003-2009
coupe
Value
Price (AUD)
$18k-$45k
Body styles
2-door coupe, 2-door roadster (convertible)
Drivetrain
Rear-wheel drive (RWD)
Origin
Japan
Built in
Japan
Overview
Launched in Australia in February 2003 as a coupe, with the Roadster (convertible) following in 2004. Sold here in two core grades - the manual-only Track and the manual/auto Touring - powered throughout by Nissan's 3.5L VQ35 V6 driving the rear wheels through a 6-speed manual or 5-speed auto. The engine evolved in three distinct steps that matter enormously to a buyer: the original VQ35DE (2003-2005, ~206kW), the higher-output 'Rev-up' VQ35DE (mid-2005-2006, ~221kW) which is the one most associated with the notorious oil-consumption complaints, and the much-improved VQ35HR (2007-2009, ~230kW, 7500rpm redline). A honest, well-sorted Z is a brilliantly cheap entry into a real RWD sports car with a fantastic chassis and huge aftermarket - but they are now old, often modified or thrashed, and the early/Rev-up oil burning, worn clutch slave cylinders and feathering rear tyres make service history and a compression/leak-down check non-negotiable. Buy the car, not the bargain.
Engines & variants
3.5L VQ35DE V6 (early)
Engine
3.5L DOHC 24v naturally-aspirated V6 (early non rev-up)
Config
V6 NA
Displacement
3498cc
Power
206kW @ 6200rpm
Torque
363Nm @ 4800rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
11-13 L/100km combined
Transmission
6MT, 5AT
Timing chain / belt / gear
Chain-driven (twin chains, no service interval)
Pros
- Strong, characterful 3.5 V6 with a great noise
- Generally the least oil-hungry of the VQ35DE versions
- Cheapest way into a genuine RWD sports coupe
- Massive aftermarket and parts availability
- Excellent 6-speed manual and balanced chassis
Cons
- Heavy on fuel and tyres for the power
- External clutch slave cylinder is a known weak point on manuals
- Now old - many have been modified, tracked or neglected
- Cabin plastics and trim feel cheap and rattle with age
Known problems
medium
Engine oil consumption
The VQ35DE family can consume oil through crankcase blow-by and the PCV system, with worn piston rings/oil control rings causing it at higher km. The early engines are generally less affected than the Rev-up, but any Z should be checked - running low destroys the engine.
Fix: Confirm oil level on test drive, watch for blue smoke; catch-can and clean PCV help. Severe cases need a ring/engine rebuild. Always check service records for top-up frequency.
medium
Clutch slave cylinder (CSC) failure - manual
The external concentric slave/clutch master seals fail with age, the pedal goes soft or sinks to the floor and gear selection becomes difficult or impossible.
Fix: Replace the slave (and often master) cylinder; the DE's external slave is relatively easy and cheap versus the later in-bellhousing units. Many fit a heavy-duty aftermarket CSC.
low
Worn front end / steering clunks
Multilink suspension bushes, sway-bar links and tie-rod/ball joints wear, giving clunks and vague steering common to aging, hard-driven Zs.
Fix: Refresh bushes, links and joints; wheel alignment afterwards.
3.5L VQ35DE V6 'Rev-up'
Engine
3.5L DOHC 24v NA V6, revised cams/intake, higher redline ('Rev-up')
Config
V6 NA
Displacement
3498cc
Power
221kW @ 6400rpm
Torque
353Nm @ 4800rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
11-13 L/100km combined
Transmission
6MT
Timing chain / belt / gear
Chain-driven (twin chains, no service interval)
Pros
- More power and a higher, more eager redline than the early DE
- Sharper response and the most exciting of the DE engines
- Manual-only - the enthusiast's pick (Track / 35th Anniversary)
- Same huge aftermarket and chassis goodness
Cons
- This is THE engine notorious for excessive oil consumption
- Higher-revving use means harder life and pre-cat wear risk
- Manual only - no auto option in the Rev-up
- Many examples thrashed; history is everything
Known problems
high
Excessive oil consumption (Rev-up)
The 2005-2006 'Rev-up' VQ35DE is the version most associated with heavy oil consumption - owners (including in Australia) have reported litres consumed within a few thousand km. The cause is crankcase pressure/PCV behaviour and oil-control ring design; if ignored it leads to oil starvation and engine failure.
Fix: Check oil level obsessively, fit a catch-can and clean the PCV, use the correct oil. Persistent heavy use needs a ring/engine rebuild. Treat any low-oil-warning history as a red flag.
high
Pre-cat / catalytic converter breakdown
The factory catalysts can break down and, combined with oil consumption, ceramic dust can be drawn back into the cylinders causing bore/ring damage - a known VQ failure path.
Fix: Inspect cats and listen for rattle; high-flow cats or headers are a common fix. Address oil consumption to protect the bores.
medium
Clutch slave cylinder failure
As per the early DE, the hydraulic slave/master seals fail with age and the clutch loses engagement.
Fix: Replace slave (and master) cylinder; heavy-duty aftermarket units are popular.
3.5L VQ35HR V6
Engine
3.5L DOHC 24v NA V6, 'High Revolution/High Response', 7500rpm redline
Config
V6 NA
Displacement
3498cc
Power
230kW @ 6800rpm
Torque
358Nm @ 4800rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
11-13 L/100km combined
Transmission
6MT, 5AT
Timing chain / belt / gear
Chain-driven (twin chains, no service interval)
Pros
- The engine to have - largely fixes the DE oil-consumption reputation
- More power, higher 7500rpm redline, smoother and stronger top end
- Taller bonnet/revised cooling and a generally more refined car
- Best blend of reliability and performance in the Z33 range
Cons
- Uses the in-bellhousing concentric slave cylinder (CSC) - harder/dearer to replace
- Still thirsty on fuel and tyres
- Most desirable so commands the highest prices
- Later cars still old enough for age-related wear
Known problems
medium
Concentric clutch slave cylinder (CSC) failure - manual
The HR moved to an internal concentric slave cylinder inside the bellhousing; when its seals fail the clutch loses pressure and the gearbox must come out to replace it - far more labour than the DE's external slave.
Fix: Replace the CSC (gearbox-out job); many owners fit an upgraded heavy-duty CSC while in there, ideally with the clutch.
low
Residual oil consumption / PCV
Much improved over the DE but the VQ can still use some oil via crankcase blow-by at higher km.
Fix: Monitor oil, fit a catch-can, keep the PCV clean.
low
Suspension bush / front-end wear
Multilink bushes, links and joints wear with age and spirited driving.
Fix: Refresh worn bushes and links; align afterwards.
Common problems (all variants)
medium
Rear (and front) tyre feathering / inner-edge wear
The Z33's aggressive multilink geometry and factory camber chew the inner edges of the tyres, feathering them and wearing them out quickly - a classic, well-known 350Z complaint, worse on staggered setups and lowered cars.
Fix: Set a sensible alignment, fit camber/toe arms to dial it back, and rotate tyres; budget for tyres as a running cost.
low
Sticky / degrading interior soft-touch coatings
Door trims, centre console and dash soft-touch surfaces go sticky and tacky in the Australian heat, a common age-related Z annoyance.
Fix: Strip and re-coat the affected panels, or replace trims; not structural.
low
Worn synchros / notchy 6-speed shift (cold)
The manual can become notchy into 2nd/3rd when cold and synchros wear on hard-driven or under-serviced cars.
Fix: Fresh quality gearbox oil often helps; worn synchros need a gearbox rebuild.
low
Convertible roof / leak issues (Roadster)
Roadster soft-top motors, seals and drains can fail or leak with age, causing water ingress.
Fix: Service the roof mechanism, clear drains and replace perished seals; check operation pre-purchase.
low
Aging electrics / Bose audio and sensors
Window regulators, the Bose system, and various sensors play up with age as on any 15-20 year-old sports car.
Fix: Diagnose and replace individual components as they fail.