Nissan 370Z 2009 Review

Nissan 370Z

What we liked
>>Sharp new look
>>Sharper new handling
>>Bang-(and style)-for-your-buck

Not so much
>>No reach-adjustable steering
>>The soundtrack (engine, tyres, wind)
>>Clutch problems raise concerns

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 5.0/5.0

About our ratings

OVERVIEW
-- A return to its roots
It's been 40 years since Nissan launched the 240Z and introduced a simple concept to the brand; a lightweight, front-engined, rear-wheel-drive sportscar. But like most simple concepts it got corrupted over the years and eventually became a bloated, pale imitation of its former self (cue the 300ZX).

When Nissan relaunched the Zed concept with the 350Z in 2003, it saw a return to the cars roots with smaller, lighter and more stylish offering. It proved popular with both the buying public and critics.

Nissan built the car on three key principles -- performance, design and value.

But if the 350Z was guilty of anything, it was leaning more towards design than performance. To rectify this, Nissan has given the new 370Z a major overhaul, with the Porsche Cayman as its performance benchmark. In essence, Nissan has gone back to the original 240Z theory with a lighter, shorter, wider and more powerful sportscar.

PRICE AND EQUIPMENT
-- No options, no problem
Not only has Nissan cut the Zed's dimensions it has also managed to cut the price. With the six-speed manual starting at $67,990 it undercuts the outgoing 350Z Track model by $1000.

Nissan Australia has used a very simple method to achieve this -- no options. The 350Z was available in both Track and Touring specifications, whereas the 370Z comes in only one variant.

The local operation has chosen to pack the new model with everything that it is available. This includes leather seats, satellite navigation with a seven-inch colour screen, climate control air-conditioning, Bluetooth, cruise control and six-disc in-dash stereo with auxiliary input and eight speakers.

The only choice buyers have to make is the transmission and the colour. In addition to the six-speed manual Nissan is also offering a new seven-speed automatic. The automatic is priced from $70,990.

Premium or metallic paint will add $495 to the price, but that's the only additional charge on offer to Australian buyers.

The benefit of this system is that it keeps stock levels manageable for Nissan Australia and its dealers. Over-stocking is a major concern for companies during the current economic climate and the added benefits of keeping the price down only strengthens Nissan's commitment to the one-car strategy

MECHANICAL
-- Extreme mechanical makeover
With Cayman as the target Nissan needed to affect some serious performance upgrades across every aspect of the car. Engine, gearbox, brakes, suspension and the chassis have all been overhauled for the new Zed.

As the name implies the engine, an updated version of the previous models V6, has been enlarged to 3.7-litres. Up to 35 per cent of the components are new and the biggest addition is the Variable Valve Event and Lift (VVEL) system. Delivering optimised cam timing and valve lift, contributes to boosting power to 245kW at 7000rpm. This 15kW more than the outgoing 350Z comes at 200 revs higher too.

Torque has also been boosted to 363Nm at 5200rpm. This compares to 358Nm at 4800rpm on the previous model.

The updates also help cut fuel consumption and CO2 emissions. Fuel economy is 10.5L/100km for the manual and 10.4L/100km for the automatic, while emissions are 249g/km and 247g/km for the respective transmissions. Compared to its 350Z equivalent, Nissan claims an 11 per cent improvement for the manual Z in both regards.

Speaking of the gearbox it almost steals the show from a technical standpoint. The manual is based on the 350Z unit but features a new shorter throw and better lubrication, which results in a smoother, nicer action that makes it feel more refined.

A new seven-speed automatic replaces the five-speed unit found in the 350Z. As has become standard in most autos, but especially so in sports-themed models, there are magnesium paddle-shift levers mounted on the steering column.

Unlike most such paddle-shift autos Nissan has set the shift lock at a high threshold for the 370Z which means when you are driving in manual mode the car's computer brain doesn't interfere with the gear selection process unless absolutely needed.

But the real treat for both transmissions is the new SynchroRev Match system that is designed to make any driver sound like the perfect heal-and-toe artist. The SynchroRev system uses sensors on both the clutch pedal and gear lever to perfectly match engine revs on the manual 370Z when either down or up-shifting.

The sensors work together with the engine to match the revs in 0.5sec for ideal performance with every change. Although similar systems exist on automatic gearboxes in other cars, Nissan claims this is a first for a car with a 'conventional' (ie: not dual-clutch) manual transmission.

Suspension is new both front and rear, and a big part of Nissan's pursuit of Porsche level performance. Aluminum has been used extensively in both cases to improve rigidity and reduce weight. The resulting components, many of them forged alloy, are both lighter and stiffer than the 350Z parts they replace. Nissan claims the front suspension alone is 25 per cent lighter than the 350Z system and the new anti-roll bar is 35 per cent more effective.

Stopping the new Zed are ventilated disc brakes front and rear that are grabbed by four-piston calipers at the front and two-piston calipers at the rear.

Up front the rotors are 355mm x 32mm compared to 324mm x 30mm on the 350Z. At the back the discs measure 350mm x 20mm and are also larger than those found on the old Zed.

PACKAGING
-- Shorter, sharper, fatter, lighter
Earlier we mentioned the gearbox almost steals the technical showcase honours but not quite. Instead, the real standout is the chassis which has been resized to give the 370Z much sharper handling.

Based on the same FM (front midship) platform that underpins the Infiniti G37 coupe, the new Zed chassis is 65mm shorter than the 350Z. In addition, Nissan engineers also slashed 100mm out of the wheelbase. Height has been reduced too by 8mm and the car is now 30mm wider. Track has grown 15mm at the front and a huge 50mm at the rear in the hunt for more grip.

The engineers also managed to cut 100kg in the evolution from 350 to 370, thanks to greater use of aluminum and high strength steel. Unfortunately the addition of satellite navigation and other creature comforts add 85kg back onto the car.  All this equates to a 15kg drop between the old and new model.

But the chassis and weight cuts don't come at the expense of the car's strength or rigidity. Nothing demonstrates this more clearly than the fact the rear strut brace that seriously impeded rear luggage room in the 350Z is no longer required. A crossbeam bar is retained but has been moved forward to act as a luggage barrier between the seats and boot space.

Under the skin changes have been matched by equally significant changes to the sheet metal. Although at first glance the 370Z doesn't look radically different to the model it replaces, closer inspection reveals changes to every panel. The look is very much a classical sportscar with a long bonnet swooping over the cabin and down to a short rear deck.

Looking beyond the new headlight and taillight treatments, shortening the overall length has allowed for a more steeply raked and rear end styling. The hatch now wraps around sharply and from some angles looks a lot like a Porsche 911.

While careful to maintain the same theme as the 350Z, the new car also borrows from Nissan's GT-R flagship. The side windows are inspired by its bigger sibling, so too the more angular front end.

The changes carry over to the interior and, even though the car is shorter, the cabin doesn't feel cramped. The satellite navigation and stereo have been lifted from the Infiniti parts bin and help to give the car a more refined feel. Clever use of materials including leather and suede also adds to the appeal of the cockpit.

One major disappointment in the cabin was the lack of reach adjustability on the steering column. With the rest of the cabin focused so heavily on the driver, this is a glaring omission. Although we were still able to get comfortable for our drive, it took some compromise.

SAFETY
-- Caring for people both in and out of the car
Given the car's performance credentials it should come as so surprise it also comes equipped with all the usual safety features... and more.

Vehicle Dynamic Control (Nissan's version of stability control), traction control, anti-lock brakes, electronic brakeforce distribution and brake assist make up the active safety features. Passive safety is handled by front, side and curtain airbags as well as active headrests and the highly rigid monocoque. 

Added to that is a new addition not seen on the 350Z; a pop-up bonnet. The system is designed to reduce the risk of serious injury to pedestrians in the event of a frontal impact. It works by popping the bonnet up towards the pedestrian to increase the distance between the hard engine and the unlucky person's head. Sensors in the bonnet detect a frontal impact and fire the bonnet in the result of any significant front-on collision regardless if a pedestrian is involved or not.

In reality though, the competition isn't as clear cut as Nissan would like to think. For the money you could also consider a Mitsubishi Lancer Evolution X and Subaru Impreza WRX STI, which offer similar levels of performance though without the two-door style.

If you want two doors and plenty of performance for less than $75,000, then you can add the BMW 135i to the equation as well as the Lotus Elise. All things considered and taking into account the performance, design and value the 370Z makes a compelling case against all those rivals.

ON THE ROAD
-- Living up to the looks
The writer was a fan of the 350Z. It was a stylish car with a simple but effective engineering philosophy. The looks alone made it desirable -- it stood out from the crowd and was a bold statement. But time behind the wheel left me feeling underwhelmed. It was a great looking car that only drove like a good one.

Nissan has changed that with the new 370Z. The changes to the chassis make the biggest difference and rectify the biggest deficiency of the 350Z. The old car just didn't feel as nimble and agile as it should for local roads.

Though making the new car shorter and wider, Nissan has made sure there is plenty of grip. The drive program for the local launch took us through the Adelaide Hills and across some of the stages used for the Classic Adelaide tarmac rally. On these roads the 370Z excelled, not only with its quick and stable changes of direction, but also confidence-inspiring manners. Fears that the shorter wheelbase would make the car twitchier and less stable proved unfounded.

The suspension impressed too. Not only with the way it handled the corners but also the bumps. Driving though Adelaide's urban areas the ride was noticeably firm but nothing surprising for a sportscar. You can feel the bumps but there is no jarring and for the most part it is a comfortable ride.

The brakes pulled the car up well although we found the initial pedal input lacked feel. Despite that they withstood a solid days driving without any sign of fading. Steering is good too -- direct, well weighted and providing good feedback.

What impresses most of all is the SynchroRev on both transmissions. Its ability to perfectly match the gears leaves you feeling like a racing ace; even if you are far from one! It was an addictive feature that left you looking for excuses to swap cogs. Purists need not fret, however; it can be switched off if you've mastered the art of heel-and-toe.

All is not perfect, however. The engine is something of a let down. Although there is enough power to satisfy you, it feels tight. Unlike European engines that thrive on revs, the Japanese unit is unwilling to rev hard. When coupled to a chassis that loves to be pushed it creates an unbalanced feeling.

And it's not helped by the soundtrack of the V6. It doesn't lack volume but it certainly needs a lustier note. 

Another aspect not lacking volume is the road noise. Although civilised at low speeds, when you get some pace up the tyre roar and wind noise can be intrusive.

One concern on the day were two problems during a launch activity at the Goolwa airstrip. The activity involved accelerating hard from standstill before hitting the brakes to bring the car to a stop before launching into a slalom course. Early runs first 'cooked' a clutch in a manual model and then one automatic Zed was rendered unserviceable when a brake-pedal-mounted sensor was knocked off by an over-enthusiastic left-foot braker. This saw the auto go into limp mode until the problem was rectified.

The aural experience of the 370Z is far from ideal but given the performance the Zed offers for the money it's something that can be forgiven. You can't expect Porsche level performance and Porsche levels of refinement for half the price of a Porsche, can you?

All up though the verdict on the new 370Z is resoundingly positive. Now the Zed is a great looking car that drives like a great one too.

Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at www.carsales.mobi