The spring sports season is just about to fire up and soon the sounds of the season will be heard including the crack of a ball hitting a bat, the thump of soccer ball being kicked, the pop of a starter’s pistol and the squeal of a tire.
Yes, it has been a very long and cold winter, and now drivers stand at the ready to take their performance machines out for a spin.
If you don’t have such a machine but want one (and can afford one), Nissan has put forth a new value leader that could challenge the Mustang GT for the “best bang for the buck” crown.
For 2009 the baton is smaller as Nissan shaved, cut and sculpted the 350Z into the more exotic looking 370Z. The cutting consists of a 2.5-inch shorted overall length, about 4 inches pared from the wheelbase, but 2 inches in width was added. From front to back, this runner has sharp angles and cuts including the taillights and headlights. The spear shaped headlights are killer with matching rear taillights bookending the design. The low, very fast roofline will cover two tall adults nicely, and inside the east/west strut base now takes on more of a safety cage look.
Nissan stepped up the power this year with the addition of their VQ37HR 3.7-liter V-6, from the Infiniti G37. This engine delivers 332 horsepower at 7,000 rpm and 270 pound-feet of torque at 5,200 rpm. These new numbers are a nice jump over the bar set by the 350Z. During testing, I noted that the new engine felt very smooth compared to the 3.5-liter. This smoothness is due to Nissan's Continuously Variable Valve Event and Lift Control System, which alters valve timing and lift for increased efficiency.
The 370Z also has a nice upgrade in the transmission department as the test car came with a close-ratio six-speed manual. A notable feature is the first application of a synchronized downshift rev matching system. According to Nissan, this system allows drivers of any skill level to experience professional-like gear shift performance. The “SynchroRev Match” function automatically controls and adjusts engine speed when shifting to the exact speed of the next gear position, essentially “blipping” the throttle to smooth out any up/down shifts.
This is a great feature as it allows drivers of all skill levels to really wring out performance by allowing them to concentrate more on breaking and steering. The system also improves vehicle balance and smoothness by reducing the jolt you typically get when the clutch is engaged. Nissan’s six-speed is one of the best manual transmissions I have tested in the past few seasons.
On the automatic side, Nissan bursts out of the blocks with a seven-speed automatic with Downshift Rev Matching (DRM) and Adaptive Shift Control (ASC).
Fuel economy with either transmission is a very respectable 18 city mpg and 26 highway mpg for both the seven-speed automatic and six-speed manual transmissions -- up 1 mpg in the city and 2 mpg on the highway for the automatic and 1 mpg on the highway for the manual transmission compared to the 350Z.
Unfortunately, I did not get to test the 370Z on a closed course, but I did manage to squeeze in some performance maneuvers on my test loop of roads.
My test car greeted the pavement with the standard 370Z wheel and tire package feats 18x8.0-inch front/18x9.0-inch five-spoke lightweight aluminum-alloy wheels with P225/50R18 front/P245/45R18 rear Yokohama ADVAN Sport maximum performance summer tires. You can upgrade to 19-inch meats in the optional Sport Package.
The 370Z’s suspension builds on the previous 350’s as the rear multilink setup remains basically unchanged except for some strengthening and reduction of welded pieces, but the front suspension is a new double-wishbone set up (replacing the lower multi-link setup in the 350Z) using lighter forged aluminum arms and a lightweight rigid aluminum-alloy cradle. All four corners receive new “high response” shocks.
Taking the 370Z out for a run I could feel that this Z was quicker to respond than the previous version. I like a car that allows me to “read” the road, and the 370Z’s steering is very communicative and improved. Pushing the Z through a tight corner will induce somebody roll but nothing unsettling. The tires did a fair job of providing grip, but I would spring for the 19-inchers if you can.
Braking has also been upgraded to provide stout, short, level, controlled stops from the standard four-wheel vented disc brake system with ABS and Electronic Brake force Distribution (EBD) and Brake Assist (BA). The optional Sport Package includes Nissan Sport Brakes with large diameter 14.0-inch front and 13.8-inch rear rotors (versus 12.6-inch front/12.1-inch rear standard rotors) with four-piston front and two-piston rear aluminum calipers.
Pulling away from the blocks, I could really feel the difference that the new engine makes. The previous 350Z launched strong, but faded as the rpms climbed. The 370Z starts strong and stays there until the engine screams at its 7,500 rpm redline. The engine and transmission with the Synchro Rev Matching hand off to each other well.
Comparing the 370Z to the Camaro, Challenger and Mustang is a small stretch. The 370Z is smaller, has better weight balance and is out horsed by their V-8s except for the Mustang. Pricing is also close between Mustang and 370Z but the Z gets the nod for interior finish. Fuel economy is close with the Camaro V-6 surprisingly better on the highway. With this group of cars it comes down to performance/handling, styling and amenities … and the Z fits right in with these ’70s icons.
Inside, the 370Z has upgraded as well. The seats are very supportive and go back far enough to provide leg room for my 6-foot-plus frame.
Behind the new oval steering wheel the instrument panel contains the 3-pod cluster with oil temperature, voltmeter and clock, while the speedometer and tachometer now include an “initial sweep” function, coming alive upon start up. One glaring goof, however, is the cheap stick-on appearance of the fuel level/engine temperature gauge. It looks completely out of place to the point of distraction. How this was approved is beyond me.
Thankfully, the rest of the interior has shed the cheap plastic bits and compromises of the previous version. Even the rear hatch area is nicely finished.
One of the best features of this car is that you get all the race car features and upgrades for a very reasonable price. The test car started at a very reasonable $29,930 and only added floor mats for $115. With the destination charges, the test car came to $30,740.
Nissan calls the 370Z an “Everyday Sports Car,” and with its outstanding level of performance interior amenities and pricing, I think they’ve succeeded.
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