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More than 30 years ago, the first Datsun 240Z was a smash hit because it was stylish, affordable and fun to drive. It set a standard that others tried to emulate for years. As the car matured, newer versions got heavier, softer and more expensive. It was discontinued in 1996.

It’s hard to keep a good idea down, however, and Nissan is once again building a sports coupe that is the spiritual twin of the original 240Z. Nissan dropped the Datsun name years ago.

The soul of the original car is very much alive and well in the 350Z. The design is bold and refreshing, and the car’s performance is on par with two-seaters that cost thousands more.

The 350Z is offered in coupe and convertible models. There are five coupe versions, including a new Grand Touring model, and three for the Roadster, including a new Grand Touring version with an automatic transmission.

Coupe prices start at $27,450 and top out at $36,650.

Few cars have the visceral appeal of this low-slung coupe. The low top, big wheels and broad, flat nose create a hunkered-down stance that screams performance even when it is sitting in the driveway.

The Z rides on Nissan’s FM chassis platform that carries the engine closer to the center of the vehicle for better driving dynamics. The 104.3-inch wheelbase is relatively long for a small coupe, enabling the designers to push the wheels out toward the corners of the vehicle. Variations of the FM chassis are also used for the Infiniti G35 sedan and sport coupe. In fact, the G35 sport coupe could almost pass for a four-passenger version of the smaller Z.

Slide down into the seat and it feels as if you’re putting the vehicle on. Twist the key and the 287-horse, 3.5-liter V-6 barks to life with an exhaust note that quickens your pulse. Flick the gearshift into first gear and you can tell that this is a no-nonsense sports car. The test car was a Touring model, and the tight suspension and 18-inch wheels telegraphed the tiniest pavement irregularities directly to my posterior.

Everything about the ride shouted “sports car.” It didn’t dip or bob during acceleration and braking, and it attacked corners flatly. The price for this aggressive handling, however, is a ride that makes you jiggle like a plate of Jell-O unless you’re on a billiard-smooth highway. I’m sure the 17-inch wheels would give a softer ride.

At full throttle, I could feel some vibration from the engine and manual gearbox. Nissan uses a carbon-fiber reinforced plastic driveshaft to save weight and quench vibration. I suspect the automatic transmission would be softer at the expense of outright performance.

Braces between the front and rear shock absorber mounts eliminate body flex during hard driving. The rear brace, covered in matte silver, intrudes on luggage space and reflects into the rear glass, but it does its job of keeping the body tight.

The cabin is simple to the point of being plain. Gauges adjust up and down in unit with the steering wheel, which is handy. The test car’s seats were deeply contoured and provided excellent support. Texturing on the dash and door panels was subdued. Side-curtain airbags are optional, as is a DVD-based navigation system.

Anti-lock brakes are standard, as is brake assist and traction control. The top two models also have vehicle stability control.

It’s good that Nissan is back in the sports-car business, and now you can have a Z with or without a top.

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Price: The base price of the Touring test car was $33,400. Options included side airbags, the side-curtain head-protection airbag, satellite radio and 18-inch chrome wheels. The sticker price was $36,720.

Warranty: Three years or 36,000 miles.

Engine: 3.5-liter, 287-hp V-6

Transmission: Six-speed

Rear-wheel drive

Wheelbase: 104.3 inches

Curb weight: 3,370 lbs.

Base price: $33,400

As driven: $36,720

Mpg rating: 20 city, 26 hwy.

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At A Glance

Point: The Nissan 350Z is a high-style, high-performance coupe that won’t empty your wallet. The 3.5-liter, 287-horsepower V-6 has plenty of muscle, and a tight suspension gives it slot-car cornering.

Counterpoint: The price for the Touring model’s aggressive handling is a stiff ride. Trunk space is tiny and made even smaller by the cross-body brace.

To get in touch with Tom Strongman, send e-mail to tstrongman@kc.rr.com.