Leftlane Review: 2009 Nissan 370Z
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12/19/2008, 4:41 PM
Coupe Review: 2009 Nissan 370Z
Sin City put on its best pair of clear stripper shoes and rolled out the red carpet for the latest iteration of Nissan’s iconic Z-car. A “young-ish” thirty-eight years old, the new 370Z returns to its roots as a pure, raw sportscar that is as fun to drive as it is sexy to look at. And don’t worry, there was not a bit of silicone or botox used in the making of this vehicle.
What is it?
Probably one of the sexiest, most fluid shapes to come from Japan since the original Toyota 2000GT sports car of the 1970s leading up to the Lexus SC coupe in the ’90s. Don’t start writing your letters: I realize these are not Nissans. Still, they represent a pinnacle of sorts for attractive Japanese design. Again, carrying the moniker of “Fairlady” in the Japanese Domestic Market (JDM), it features design cues that touch on several European models as well as details that add much to the overall visual interest of the car.
Oh, and one more thing: We can’t imagine any self-respecting Japanese macho man driving a “Fairlady.”
What’s it up against?
That’s an interesting question. When pressed to know what it was competing with, Nissan officials had a tough time naming a couple. We asked about the Ford Mustang and Chevy Camaro, they replied that were both four-seaters, unlike the 370Z. A Porsche, even in the Cayman range, prices out at thousands more than the Z. Ditto for anything in the BMW stable - even the Z4. So that leaves perhaps, an Audi TT, Mazda RX-8 and the 370Z’s cousin: Infiniti G37.
Any breakthroughs?
The new 3.7-liter engine for one. A shorter overall length and wheelbase, second. More horsepower (an 8.2 percent increase to 332-horsepower) and an added weight reduction leaving the 370Z 95-pounds lighter than a comparable 350Z. And finally, a brand new six-speed manual transmission with “SynchroRev Match.”
How does it look?
The new Z looks like one of the prettiest Vegas showgirl who was born with natural beauty - not in need of “enhancements,” if you know what we mean. Four inches shorter than the previous model, it features design cues that will entice as well as amuse in some cases. Start with the nose, for example: The similarity to the mouth of a catfish is readily apparent, save for the whiskers. Thankfully there were no side gills to go noodling with. Boomerang cues exist in the head and taillight assemblies, and overall the appearance is athletic and strong. Credit for this goes to the wide track of the rear that features a nice blend from the fenders to the rear fascia. In other words, the new 370Z has a nice ***.
The new Z is loaded with distinctive styling cues throughout. Among these are bold fender flares and optional chin and tail spoilers. Vertical handles at the trailing edge of the door carry on an established design. A new detail this year is side markers that double as turn indicators and logo badges. As the Z is a global car available in 132 nations, it was decided to carry it through worldwide. A European-spec rear fog lamp housing resides directly below the license plate assembly. Our US test model had a red lens in its place, but that could change by sale date.
And inside?
This is a case of the car fitting like the sort of fine suits you’ll encounter in only the poshest casinos along the strip. Seating is extremely good and newly-designed bolsters and anti-slip seating material help to keep the driver in place during turns that will surely be negotiated with gusto.
The center stack, although similar to previous Nissans products is now part of what designers call a three-layer interior concept. Split into information, operation and holding layers, it offers engine details in three gauges at the top, DVD-based Navigation and vehicle operation mode in the middle, and finally radio and climate controls at the lower portion of the console.
The rear cargo area holds the biggest surprise of all. The big fall down of the Z’s outgoing model, the 350Z, had a rear strut tower brace that took up valuable real estate in the rear hatch area. The new model sees the brace inverted and now located under the floor of the cargo area, which effectively opens it up, while at the same time adding strength and stiffness to the overall handling.
We call that thinking outside the box.
But does it go?
There’s no such thing as too much of a good thing. Hence the squeezing of 26 extra ponies out of the high tech hunk of aluminum. The VQ37VHR 3.7-liter now yields 332 horsepower and 270 lb-ft. of torque by way of the DOHC system with Variable Valve Event and Lift control. The new engine is mated to a six-speed manual transmission, which is unique in that, according to Nissan, it is the world’s first SynchroRev matching tranny.
During our runs at Spring Mountain Motorsport’s 1.5-mile road course, the rev-matching came in handy during quick turns on the short straight course. Allowing for power-on exits from the sharp right and left-handers, it made the car a lot more fun to drive. This part of the optional Sport package can be turned off by the push of a button, if the driver so desired. For those who would rather have the slushbox do the work, there is an optional seven-speed automatic tranny with paddle shifters available.
Handling is improved by way of the shortened wheelbase and shortened overall length of the Z. Additional prevention of “rear lateral bending” is accomplished by the use of an underbody “V-Bar” to stiffen things up. The end result was a car that cornered faster and more sure-footedly than the previous model. In addition to this and the other stiffening of the suspension, the Nissan engineers were still able to make a car that was tighter and lighter than before. Steering was neutral, and offered good road feel. It was a case of “willing” the car to go somewhere, and it pretty much would do that. We did notice while making a right hand lane change that the right side rearview mirrors have grown in size. The better to see past the largish right side blind spot.
Tires run the gamut from standard 18-inch Yokohama ADVANs to optional 19-inch Bridgestone Potenzas. In our brief experience behind the wheel, we found that the ADVANs made for a quieter ride. Get in too-over-your head, and the 14-inch rotors in front with 13.8-inch discs at the rear will help to try and save you. Overall vehicle weight slots in at 3,232 pounds for the manual and 3,269 pounds for the automatic transmission.
In recapturing the Z-ness of the car, Nissan has simplified it into two distinct models: The 370Z and 370Z Touring. Starting at $29,930 plus destination fee of $695, it offers a sport package and navigation package as its only options.
Why you would buy it:
You think buying a hot personal sports car with great handling and power shouldn’t cost an arm and a leg.
Why you wouldn’t:
You are still holding out for your 1979 Trans Am.
2009 Nissan 370Z base price, $29,930.
Words and photos by Mark Elias.
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