Nissan Sport Inc

Photos: Nissan Sport staff, Nissan

Analyzed, Graded and Track Tested

Track Star: The 370Z’s Bridgestone RE050As are squealing as I snap off yet another second-to-third gearshift before hitting the rev limiter. Things are about to get interesting as we rapidly track toward the apex of a high-speed right-hander at this 1.5-mile race circuit. Aptly named “The Drop,” turn 6R offers the challenge of an abrupt elevation change combined with an off-camber downhill exit. For an instant, the sleek coupe loses traction as it touches down. Gravity, centrifugal force, and a lack of banking seek to break the Z’s iron grip on the road. Lesser sports cars might require its pilot to make heroic gestures at the wheel, or even back out of the throttle to make this turn. So how would this latest iteration of the Z car, boasting 332 hp (@ 7,000 rpm) and 270 lb-ft torque (@5,200 rpm) fare?

Before we answer that question, let’s examine some of the features exposed during the track-testing phase of the new Z’s introduction. Nissan picked the Spring Mountain Motorsports Ranch, located near Pahrump, NV, to demonstrate the 370Z’s prowess. Using the west “radical loop” road course, ten swooping turns tested the 370Z’s ability to make quick transitions. The 99.0” wheelbase of the new car not only shed weight from the front-midship (FM) platform, it shifted the pivot point of the chassis forward. This allows the driver to feel the car rotate directly under his or her seat. Understandably, this visceral sensation heightens the 370Z’s maneuverability, but also makes the RWD car more susceptible to instability at the very limits of adhesion. Nissan’s careful suspension tuning—with newly developed front wishbone and multilink rear suspension—make sure the Z is endowed with resolute understeer as the car nears the cornering limit. Back off a touch and the front tires regain some traction.

Some will ask: can you slide the 370Z? Absolutely. Switch off VDC (vehicle dynamic control) and all elements of the electronic nanny go dormant. This was my preferred mode of operation at the track. Rapid application of throttle after the apex gets even the huge (optional) 275-35-19 rear tires sliding under power. Too much go-pedal and you’ll certainly go ‘round, but even judicious use of the VQ37VHR’s power will overheat the tires and damage them, so be advised. Better to turn your attention to other features, such as the newly developed SyncroRev Match. Engineers developed an electronic system that monitors clutch operation, gearshift movement, and vehicle speed. Even without using the vaunted heel-toe downshift technique, the system “blips” engine rpm to match transmission output shaft speeds at every downshift. I tried laps with the SyncroRev Match both on and off and was forced to admit the system works well. Transparent in use—you won’t feel anything different in the way the clutch, or gearshift operate with it on—SyncroRev matches revs perfectly on downshifts and smoothed upshifts. Car and Driver called the technology ”amazing” in their 0-60 sprints of 4.9 seconds.

All in all, the 370Z was in its element at Spring Mountain. Even with coned “gates” to ensure wayward journalists didn’t miss their entry and apex points, the Z was so well balanced that it helped everyone competently drive the course. Having driven both the base and touring models equipped with the sport package (which includes a monoblock 14.0” F/13.8” R brake package, viscous LSD, SyncroRev Match, 19” forged Rays alloys and front chin/rear spoilers), I can highly recommend the option. Of course, the 3.7-liter DOHC V6 never missed a beat, with an especially strong power band from 4,000 up through 6,800 rpm. Although this engine has variable valve timing on both intake and exhaust, there’s increased noise and vibration from 7,000-7,500 rpm. The VQ37VHR feels stressed, but still pulls.

Ergonomically, the only track-related issues I found were the low roof angle for entry, which prevented me from donning my full-face helmet unless fully seated, and the silver-colored multifunction gauge on the left side of the integrated instrument pod and steering cluster. Nissan got it right in the 350Z by locating this useful driver’s tool into the three-gauge cluster mounted on top of the center stack. This allowed a driver easily to check items like corner exit speed or tire pressure gain while maintaining visual contact down the track. Still, the 370Z remained a pleasure to drive at Spring Mountain. And back to that question about turn 6B. By maintaining WOT and a slight drift entering 6B, I found the Z maintained sufficient traction after the fall away apex to fly through the ensuing corner and the next short straight. Realizing the full capabilities of the 370Z through “the drop” meant a satisfying shot of speed throughout that portion of Spring Mountain.

Road Warrior: Walking up to the new 370Z, one has to wonder how this stunning vision of Nissan’s iconic past melds so well with modern styling cues. The 370Z pulls it off by using a tried but true formula: less is more. Less weight, less height (lowering the roofline and ensuing drag) and less overall length make the new Z tauter, yet still distinctive. I particularly liked the cantilevered roofline and 240Z-like hatch-to-tail profile—a modern take on a classic! The rake and overall dimensions of the 370Z give it a newly aggressive stance. Some might question the new boomerang head and taillights, but these cues help separate the new Z from its predecessor. Opening the door, the triangular shaped door handle feels different, yet familiar. The doors themselves (together with the roof, hatch, and entire hood structure) are made of aluminum in an all-out effort to reduce weight up top. The side windows drop slightly as the door unlatches to allow for a more perfect window seal. The low roof angle was already mentioned, but what may not be apparent is that the roof curves inward slightly between the A and B pillars. This clearly strengthens the roof panel itself, but (as mentioned) cuts headroom for easy entry. I found myself having to duck my head to tuck around the edge of the roof. Once inside, you’ll notice the standard side curtain impact airbags in the headliner. These are in addition to the seat-mounted side impact airbags (also standard) that help take the new Z into a new dimension of safety.

Nissan designers kept usable interior space on par with the outgoing 350Z model by using several tricks. First, hip spacing to the floor is reduced slightly (0.8”), to provide more headroom. The rear strut bar used in the 350Z has been eliminated, with Nissan engineers using a new V-shaped brace underneath the floor to reinforce torsional stiffness. This is augmented by a small silver tubular reinforcement (located toward the middle of the car) that won’t interfere with loading the entire 6.9 cubic feet of storage area in the hatch.

Starting the Z is a treat, with the start/stop button located just below the three-gauge steering pod. All gauges do a sweep upon startup and the exhaust has a slight guttural note, until it settles into a smooth idle. Touch the new steering wheel and you’ll find it slightly oval-shaped, with excellent vented grip areas at 9 and 3 o’clock. Adjust the HVAC controls on the lower waterfall area and you’ll find them far upgraded from the 350Z control surfaces, with finely crafted metal rings and detents to match. In fact, the entire cabin—from the pour-molded soft touch dash to the topstitched leather-covered storage cover—sets a new standard for Z car interior quality.

Driving the 370Z on the street and highway, the first thing immediately noticeable was the ride. Soaking up many more of the bigger bumps and expansion joints that plagued the 350Z, it’s clear Nissan put a lot of effort into improving the overall ride. The next thing of note: the new side mirrors, which must be twice the size of their predecessors. You’ll need them too, with huge active head restraints now totally blocking side views out the 240Z-like quarter windows. (Top down, the 2010 370Z Roadster will have few blind spots.)

The new Z comes in two trim levels: 370Z and 370Z Touring, which adds the BOSE audio system, XM radio, Bluetooth, heated power seats, Homelink auto-dimming mirror, and aluminum pedals. The aforementioned Sport package ($3,000) is available for both models, while a Navigation package ($1,850)—with hard-drive nav system, 9.3GB HDD music box, and iPod link—is offered for Touring models only. The only other option of note was the seven-speed autobox, which I sampled outside of Spring Mountain on the highway. Featuring a solid lockup with both manual mode and paddle shifters, I found it put down all 332 hp easily. Using the paddle shifters was entertaining, with a blip between each downshift. Finally, there’s one option still under development: NISMO will soon have a set of engine, power steering, and diff coolers available for the 370Z. The starting MSRP of the base 370Z is set at $29,930, with the Touring model priced at $34,460 ($35,760 for the AT).

So how does Nissan Sport put the 370Z into perspective? To start with, it’s refreshing to see such effort being put toward endowing the new Z with a better power-to-weight package. Nissan engineers and designers probably lost some weight themselves—sweating all the details (including the addition of aluminum doors, hatch and A-pillars) to lose 95 pounds from a comparable 350Z model. With the increased safety standards and equipment in the car, the actual weight loss of the 370Z was more in the neighborhood of 300 pounds—very impressive. Nissan also addressed the Spartan cabin of the 350Z, using quality materials crafted in superb fashion. Is the dynamically styled 370Z perfect? No, but it remains a helluva value for a world-class sports car within the reach of most enthusiasts. Add in the powerful VQ37VHR and some innovative options, and the 370Z is a worthy addition to the Z car heritage.

Grading the Z: