Exclusive First Drive: Nissan 370Z: We get first shot at the all-new Z-Car

Welcome to the world's first road test of a true icon, the Nissan Z car, now the all-new totally redesigned 2009 Nissan 370Z. We've posted at 12:01 a.m. EST on the day Nissan's requested embargo of driving impressions ends.

And brother, is this ever a road test. Five hundred hard and fantastic miles in one day, in a glittering metallic blue six-speed Coupe. Symbolically (coincidentally, we must admit), 370 of those miles were on two-lanes, driving it like we stole it, on roads we chose for their curves and remoteness.

There was scarcely a cloud in the sky when we dropped out of it and climbed from an airliner into the cabin of the Z, with its tight rugged cloth bucket seats (leather not needed, but it comes in a handsome brown). Quickly past the breaking surf of the ocean, we turned northeast and soon steel fenceposts stretching barbed wire were zipping at 90 mph past our aluminum doors.

The engine sings with a unique deep note. It sounds like what it is: Imagine an '06 BMW M3 3.2-liter straight-six screamer mating with an '08 Audi RS4 4.2-liter throaty V8 mill (a stretch of the imagination, yes; who's on top?) to produce this 3.7-liter V6 baby.

Last year's 350Z was 3.5 liters and 306 horsepower. The new 332-hp engine features VVEL (Variable Valve Event and Lift Control) technology, like having four camshafts, two for torque and two for top end. Redline 7500 rpm is reached with little effort; the rev limiter strikes softly, after a convenient red light in the tachometer starts blinking at 7000 rpm.

The 270 pound-feet of torque peaks at 5200 rpm, and there are a spoiled few who will whine for more; but third gear still has a hugely broad range to take the work out of cruising. Meanwhile there's enough power to easily spin the rear wheels coming off a second-gear corner, with the stability control turned off. The VDC (Vehicle Dynamic Control) is sensitive in a straight line, and will barely let the wheels bounce under acceleration.

The engine loves to linger at 6000 rpm, where it feels like it can run all day, which we know because we did, at least when we could, which was a lot, over the fast winding parts. The bad thing is, you almost have to run it up there to hear it from the cabin; the good thing is, others can better hear the distinctive note. The engine song is difficult to describe, but we will give it an awkward attempt. Junkyard dog howling into a concrete culvert.

The pastures through our windshield and beyond the nicely humped long aluminum hood have turned to scrub oak, as the farms vanish and the twists begin. This is what we're here for.

Nissan engineers have aced the handling. They started with scale-model cardboard structures of the chassis, to find stiffness. Ha! Score one for old-time physics.

The chassis is 22 percent more rigid in front and 30 percent in rear, by use of ultra high-tensile steel, a triangular brace over the engine and aluminum cradle under it, carbon-fiber box around the radiator, and inverted struts in the cargo area. Despite the added weight of the steel and braces, the curb weight has been reduced by 88 pounds thanks largely to the aluminum hood, doors, and hatch. The front suspension has also been changed to a double wishbone.

But the real key to the supremely tight cornering might be the 4-inch-shorter wheelbase, while relocating the rotational pivot point in the chassis, moving it forward to an ideal position right under the driver's butt, thus reducing the yaw and balancing what is called the "moment of inertia". Absolutely, you can feel the difference, compared to the 350Z.

In turns where you might expect any sports car to dance - hard cornering on uneven pavement - the 370Z grips like a scared cat with long claws on carpet. It twitches once, and takes a set. It will twitch once in rapid succession, which is not the same as repeatedly twitching. Each twitch is in response to a new bump, never two or more twitches per bump. All this is a rare thing.

The same could be said of bouncing. Even when the car is lightly airborne and turning, it grabs hold when it comes down, without kicking back. You might never drive it like this, but if it responds this way to big challenges, it can breeze through the smaller ones.

It changes directions dynamically. It encourages smooth driving. Like a spouse that brings out the best in you: not always easy but worth it.

When we drive hard on two-lanes, we don't take chances by crossing the center line, and this is a real test for a car: hugging the outside lane of a curve. Even the best sports cars sometimes struggle and need more road. The 370Z's threshold of grip out there at the edge is way high.

The corners tighten, and we're downshifting into second gear a lot now. We wish our 370Z were equipped with the magical new thing called Synchro Rev Matching, so we could check it out. It blips the throttle automatically during downshifting with the manual transmission - heel-and-toe downshifting without the driver's heel. (There's also an optional new 7-speed automatic transmission with paddle shifters.)

But the fact is, it's not needed. With this clutch and pedals and gearbox we can heel-and-toe the old fashioned way, with our heel and toes, easily and perfectly. Even though you have to release the brakes smoothly, especially at turn-in, because the car responds so quickly.

One final thing: don't worry about a harsh ride as the price for all this grip. It isn't there.

We come down into a wide flat valley nearly 20 miles long, and up ahead see two weathered wooden windmills behind a silver water tank that's no longer shiny, and some 30-year-old Ford trucks, abandoned or for sale or both. After that, nothing. A straightaway as far as the eye can see.

Sixth gear is a super overdrive to achieve 26 highway miles per gallon, while making high-speed cruising understated. One hundred miles per hour is only 4000 rpm; even in fifth gear, 120 is relatively mellow at that sweet spot, 6000 rpm.

The long straight ends with a sudden S curve behind a 35-mph sign. No worries about the brakes not bringing you down. We used them hard, and they inspire confidence, with a pretty much perfect touch, although the ABS did seem rather eager. And our 370Z didn't even have the Sport package with the beefed-up brakes that Nissan promises will be priced low when the car goes on sale in January.

We could go on about the styling and interior but won't. In one word for each, enigmatic and gimmicky. One comes from the pursuit of function - aerodynamics - while the other is a result of we don't know what. Some goofy gauges including a row of three stuck on top of the dashboard, and conspicuous knobs, such as loopy door handles and a bulky matt leather gearshift knob. Some people like such touches. We like the aluminum pedals, including the tight little dead pedal. And there's more storage space now: a glovebox where there wasn't one before, a storage box in the dash if there's no navigation system, and small shelves behind the bucket seats, plus plenty of luggage space under the aluminum hatch.

With a totally new body, the 370Z has a wider stance and is more slippery. The panel clearances are tighter. The standard wheels would be ugly if there were anything worth noticing about them. But the bargain-priced Sport package includes stylish 19-inch wheels around those bigger brakes, so go for it. Big front fender flares, short overhangs, slab-like sides, a profile set back on the car’s haunches. It all adds up to a shape that's undeniably dynamic on paper and in photos, but strangely doesn't stand out as much as the nubile 350Z. The times we stopped, no one commented on the car. But it was California. They're jaded out there.

Long shadows make black stripes on road as the sun sets in our rearview mirror. The bi-xenon headlights come on, piercing the night with safe powerful beams shooting from lenses no bigger than a fat flashlight. We only wish that dumb bright orange digital temperature gauge would go away and stop reflecting in the windshield; but you can't have everything. We want to be alone after dark with this fabulous car.

More power, less weight, better handling, slicker aerodynamics, bolder styling, increased fuel mileage. Optional new 7-speed transmission with paddle shifters, or Synchro Rev Matching for the six-speed gearbox. The base price increases to $29,930, but that includes equipment that didn't come standard before.

You can't go wrong with the 370Z.

Click here to see Emile Bouret's video introduction of the Nissan 370Z from the L.A. Auto Show.