Nissan 370Z: Quick Test

The new 370Z makes a strong case for itself as Nissan's best car.

That's right, I said it, and I'll repeat it: Nissan's best car. Now, some of you might have just fallen off your chairs, thinking, "What a ridiculous thing to say!" with the fabulous rocketship GT-R perched menacingly atop the company portfolio.

But is the GT-R really the "best" car Nissan makes? That depends. If by "best" you mean "fastest and most technologically advanced," then, yeah, the GT-R is it. But if you mean "most entertaining"... well then, the best driver's car Nissan makes is in fact the new 370Z, a most-worthy heir to the once-proud Z-car ancestry.

Incredibly and thankfully, the 370Z shuns the new-car trend of weight gain with every successive generation. Wider than the 350Z, but shorter and more compact, the 99-inch wheelbase gives the 370Z better proportions than its predecessor while tipping the weight scales at around the same number - which is quite a feat these days.

Beyond the concerted effort to keep the Z's weight in check, Nissan has also done its best to keep costs down.

You won't find all-wheel steering, or a trick torque-vectoring differential, or any paddle-shift, dual-clutch nonsense here. What you get are the essentials: Rear-wheel drive, a viscous limited-slip differential and an honest-to-goodness manual transmission.

The new Z borrows the latest Nissan VQ-37 V6 engine we've sampled before in the Infiniti G37S. Charged here with motivating a lighter car, the six provides acceleration that is in keeping with this latest Z's sportscar soul. It's a bit rough-sounding at elevated RPM, but five seconds zero-to-60 and sub-14 sec. quarter-mile times leave little else to complain about.

Nor is there much to complain about with the new car's styling:

The 370Z is much better resolved than the 350Z. Where the older car seemed to be trying too hard with its geometric shapes, the new car is a natural, athletic-looking sportscar... even borrowing a design cue here and there from the company's phenomenal flagship GTR.

Where the 350Z didn't fare particularly well - inside - is where the new car makes its biggest strides. The 370Z interior keeps the signature Z-car elements like the three secondary gauges on the top center dash and the hooded instrument panel while adding soft-touch materials and excellent quality.

The old gearshift that rattled more than a cheap no-tell Motel vibrating bed is much improved and connected, by the way, to arguably the most noteworthy feature of the new 370Z.

It's the new Z's only real nod toward high-tech wizardry: the "Synchro-Rev-Match" system. It'll make anyone sound and feel like a racing superstar, with perfectly matched throttle blips delivered every single time you grab a lower gear.

Much more than a gimmick, the system helps keep the car stable while braking and downshifting at speed if you can't heel-and-toe for yourself, and, as a bonus, smoothes out everyday driving while increasing clutch life.

With more than a nod to its great ancestors, the Nissan 370Z forges ahead with a design that, while not revolutionary, is fresh and modern—and completely true to its Z-car roots.

Much was expected, and with the 370Z, Nissan has delivered.

Watch the video
Read Part 1: Design
Read Part 2: Interior & User Experience
Read Part 3: Performance

Nissan 370Z

Performance
- Acceleration: Noticeably better than 350Z, but the VQ37 still sounds strained and harsh at the top of the rev range
- Handling: Great bite turning into corners - throttle steer on the menu despite the grip afforded by those BIG rear tires - needs more steering lock to be a true drifting machine, though
- Braking: Brembo makes way for Akebono, and if McLaren trusts 'em on their Formula 1 car, they'll do just fine, thank you!

Design
- Exterior: Gorgeous and finally Z-car appropriate - even the funky details (lights, door handles, etc.) now work well
- Interior: The single biggest improvement over the previous Z - materials especially nice for the price

Utility
- Comfort: Perfectly acceptable for two passengers
- Space: Much improved, especially at the rear, but space is still not exactly abundant

Safety
- Dynamics: Initial understeer will prove safe for those lacking a bit on the ability side - good transitional responses
- Technology: Stability and traction control plus airbags, ABS, etc., etc.

Value
- Price: Takes the crown from the Chevrolet Corvette as the best bang for the buck on the market
- Mileage: That sixth gear helps - as does some self-control on your part

Emotional Appeal
- Heart thumpin' factor: The styling will get you... then the power... then the handling... so yeah, it hits all the right spots
- Fun to spank: Yes, but a mechanical LSD would have worked better than the viscous type if you want to nit-pick

SPECIFICATIONS
Layout: Front engine / Rear-wheel drive
Engine: 3.7 liter, V6
Power (SAE): 332 hp @ 7000 rpm
Torque: 270 lb-ft @ 5200 rpm
Gearbox: 6-speed manual
Curb Weight: 3360 lbs.
0-60 mph: 5.2 sec.
1/4 mile: 13.7 @ 104 mph
Top Speed: 155 mph (electronically limited)
Mileage: 18 city / 26 highway
Base Price: $29,930
Competitors: Mazda RX8, BMW 135i?, Infiniti G37S?