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A hot Saturday night at the Scottsdale Pavilions, where the Rock ‘n Roll McDonald’s hosts its weekly gathering of street rods, muscle cars, vintage rides and Bondo buggies, and one little car fresh out of the factory was catching all the attention.

Eyes widened, jaws dropped and people swarmed the lone silver-gray Nissan 350Z parked among the custom cruisers. My 14-year-old son acted as master of ceremonies, holding open the doors so people could look inside.

We were there all evening, and they never stopped coming. Young dudes just old enough to drive. Middle-age gearheads who told us about Z-cars owned back when the Japanese automaker was named Datsun. Women who looked inside with dreamy eyes.

I was amazed. Frankly, there was no way I expected Nissan’s upcoming Z to reap so much enthusiastic attention. With all the fine new sports cars buzzing around, I didn’t think the Z-car would pack such a punch.

Not that it doesn’t deserve it. Here’s a revival that was well worth the wait.

In a nutshell: The 350Z for 2003 not only resumes what we loved best about the 240Z of 30 years ago, it does so as a thoroughly up-to-date performance car with awesome engine power, superb handling, responsive steering and brakes, and an aura of something truly special.

There’s nothing cloyingly retro. The Z is just a solid fun machine that’s ready to romp.

Like the 240Z, the 350Z has the same everyman (or woman) appeal, offering all that power and flash starting at just over $26,000 and, fully loaded, about $35,000.

There’s one engine available, a 3.5-liter V-6 packing 287 horsepower and a sweetly aggressive exhaust note. This is similar to the V-6 in the Altima, Maxima and Infiniti G35, where it produces 260 horses. With variable valve timing and electronic throttle, power delivery in the Z engine is smooth and linear, tractable in traffic and exciting on the open road.

The test car came with a close-ratio six-speed, with a short-throw shifter that moves through the gears with a flick of the wrist. An automatic is available, but if you buy this car with automatic, you’re buying the wrong car.

The chassis, also derived from the rear-drive G35 though tuned for sports-car handling, feels rigid and solid, allowing the twin-wishbone suspension to work without the platform twisting or flexing in corners or rough surfaces.

For all the 350Z’s modern technology and appealing road manners, the interior carries over some of the original’s faults, such as a wide roof pillar area that blocks rear vision.

There are other problems:

A flimsy hatch cover in the dash.

The only stowage is in covered bins behind the seats that are awkward to use.

Cupholders are too far back to reach.

The only power outlet is behind the seats.

Heated-seat buttons on the center console that I kept turning on with my elbow. Not a desired effect in July.

“Z’s” emblazoned everywhere you look.

T he gauges are simple and legible, and they move up and down with the steering-wheel adjustment. The tachometer is the big gauge in the middle, sports-car style. Triple-pod gauges on top are reminiscent of the 240Z.

The exterior styling is very sharp, though derivative of Porsche 911 and Audi TT coupe. Still, distinctive enough to draw a crowd.

The large, rectangular door handles are a bit much, though.

The Z-car comes in five flavors, each with its own set of options, ranging up the scale through Base, Enthusiast, Performance, Touring and Track. Changes are in trim, electronic gear, interior features, tires and wheels and, in the high-performance track model, mighty Brembo brakes. Otherwise, engine power and stiff suspension settings stay the same because, Nissan says, the Z is an all-out sports coupe in all its manifestations.

The test car, a Touring version, had side airbags and curtains at $569 and shipping at $540. A full range of safety and convenience features are standard.

The Z-cars go on sale in August, and Nissan dealers should be prepared for the rush.