2009 Nissan 370Z Coupe Road Test Review
Hot Looks. Exhilarating Drive. Real-World Price.
Bob Cowan, Canadian Auto Press
The closest I had come to driving the 2009 Nissan 370Z Coupe before getting the keys to this one was on my Xbox. Reality is much more fun! The history of Japanese sports cars includes about a half-dozen nice cars, a fewer number of great ones and only one legend. The Z. One of my first jobs was as a mail boy for a large office where a fifty-plus sales rep who still lived with his mother drove a brand new 1975 Datsun 240Z. He actually walked with a swagger and got away with it. Over three decades later, the company name has changed but the legend continues.
Of course, the Z has had its mutations and cancellations, but it came back in all its glory in 2003 as the 350Z. Six years later, this incarnation is a top-to-bottom redesign. Starting under the hood, as the new designation reveals, is a more powerful 3.7L 24-valve DOHC V6 that delivers an extra 26 horsepower (332hp at 7,000 rpm) and more torque (270 lb-ft at 5,200 rpm). This fourth generation VQ engine is rich in high-tech refinements including Nissan’s Variable Valve Event and Lift system that delivers 90% of the aforementioned torque after 2,000 rpm. That is a huge range of available punch for this front engine/rear-wheel drive coupe. The bottom line result is 0-100 km in five seconds by most pro track accounts. I did it in six and change with groceries in the back.
My tester came with the standard 6-speed close-ratio manual transmission with Nissan’s “SynchroRev Match” which comes with the $4,000.00 Sports package. It is a first-of-its-kind system in a manual transmission, in that uses sensors to match engine revs to the right gear for perfect downshifting. The short throw shifter and tight clutch action is dynamic, not unlike the much higher-priced Porsche Cayman that sat in the same spot on my driveway awhile back.
The handling is equally precise. With an overall length of 4,245 mm, the 370Z is actually slightly shorter and wider (1,845 mm) than its predecessor, the 350Z. It is also lighter at 1,488 kilos. With just about every body and driveline component lightened up with an improved power-to-weight ratio and yet stiffer chassis, the combined effect is a stable and nimble machine that tackles every twist and turn effortlessly. The 370Z Touring Coupe Sport package adds beautiful super-lightweight RAYS 19-inch forged five spoke wheels with 245/40R19 front and 275/35R19 rear high-performance tires. The Sports package brakes feature four-piston front and two-piston rear aluminum calipers with four-wheel anti-lock braking.
The rest of the Sport package is cosmetic with a front chin and rear spoiler, though they are not necessary to dress up an already stunning sports car. The exaggerated rear fender flares give off an aggressive stance while the sleek hood framed by new boomerang style headlights turn more heads per dollar than most cars in this category. Adding function to form, the sexy styling of the 370Z has also enhanced the aerodynamics.
For all the improvements to the 370Z, the biggest changes are to the interior. Nissan must have done some focus group testing, as it has drawn criticism in the past for cutting corners. The enhanced interior is a three-layer design for what the Nissan people call information, operation and holding. “Holding” means cup holder in Canadian. On the dash is a retro nod to the original 240Z with the three gauge pods for temperature, oil, battery and clock. Behind the wheel is a prominent tachometer and speedometer. To the left is the LED information display and fuel readout. The instrument cluster is integrated with the tilt-steering column, and the steering wheel is leather wrapped. The centre console is nicely laid out for operating the automatic climate control and standard Bose audio system, which has a 6-disc CD changer and eight speakers in that small cabin. Hands-free Bluetooth phone capability is also standard. There is still a lot of plastic but most of it is soft touch and accented with synthetic suede and leather seating.
The GPS LCD display is trimmed in leather with bold stitching, giving it a nice rich look. The $2,500 Navigation package includes the 9.3 GB Music Box hard drive and all the interfaces you need from MP3 Compact Flash to iPod. Although I found it impossible to look cool getting in and out of the 370Z, once I plunked down, the deeply bolstered, heated eight-way driver’s seat was very comfortable. The passenger seat is four-way with a manual seat back function. The power controls are conveniently located at the top of the bottom seat beside your leg, eliminating the need to fumble down below for the buttons. The view behind the driver’s seat headrest is severely restricted — the blind spots can make for some nerve-wracking lane changes.
The shallow cargo volume (at 195 litres) is par for the course, but if you are going to the golf course you’ll be able to squeeze in your golf bag.
On the safety side, the still unrated 370Z features dual stage front, seat-mounted side and roof-mounted curtain side-impact airbags. Vehicle Dynamic Control (VHC), Traction Control System (TCS) and the Tire Pressure Monitoring System (TPMS) are standard. Fuel economy, as expected, is not great for this performance car. The estimated city/highway rating is 11.6 / 7.7 L/100 km for the manual transmission. My combined mileage was 9.2 L/100km.
Starting at $39,998 and adding $6,500 for the Navigation and Sport packages and $1,500 in delivery charges, my tester checks out at $47,998. Given just how hot this car looks, the exhilarating drive and the fact that loaded up its still under 50K, I would say the 370Z is priced quite nicely between that Porsche and the Xbox.
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nice review, but 9.2L for 100 Km......no way...the G gets like 11...lol
and my 6000 gets 14......