DRIVEN: Nissan 370Z Roadster Arrives In Style - Speed TV

[AK370Z]

The Nissan Z completes its first makeover with a topless performance that should leave sports-car aficionados feeling breathless. More power, cleaner styling and a much-improved interior, all the things that scored a major hit when the 370Z Coupe arrived in January, makes the roadster version that much more appealing.

Plus, the top goes down. There’s no way to overemphasize how much the open air enhances the sports-car experience. A convertible becomes more than just a car, introducing a higher level of driving fun and profiling opportunity.

And everybody looks good in a 370Z Roadster. Just make sure you roll down the windows. I hate it when people cruise with the top down and the windows up. It looks so dorky. If the wind bothers you, buy a sedan next time. Arizona is sports-car and motorcycle country, obviously because of our warm-to-hot climate and generally clear skies. I see plenty of 350Z convertibles running around, more so than coupes, and I’ve already spotted a few of the latest models as well.

The 370Z Roadster loses none of the sparkling performance and nimble handling of the Coupe. The advantage here is that with the top down, you can better hear the sonorous howl of the 3.7-liter V6, which moves up to 332 horsepower compared with 306 for the former 3.5-liter.

The convertible weighs just about 200 pounds more than the coupe due to the extra bracing that makes up for the lack of roof structure. The result is a ride that is firm and wobble-free, unlike some other roofless wonders, even on rough roads and in hard cornering.

The roadster still weighs less than 3,500 pounds, and it feels quick and light when called upon to soar through the twists and turns of a heaving desert two-lane. This would be a great car to play around with on open-track days.

The improved interior is kind of a big deal because this was a major failing of the 350Z, which felt cheap and uninspiring inside even on the upgraded versions. Now, the Z has a proper look and feel, with more-substantial materials and trim.

The cockpit is tight, though, especially for those of us in the 95 percentile of height. Legroom is dicey and you sit kind of close to the steering wheel, sort of like an old British sports car. There’s not much room for stowing your gear, either. And just one cupholder? “Hold your Coke in your lap, honey.”

The trunk is also pretty small, so pack light. Nissan thoughtfully includes a graphic explaining how to get your golf clubs back there. Not much room for a week’s groceries, though.

The 370Z is instantly recognizable as a Z-car, with a refined version of the original styling that looks trimmer and more purposeful. The wheelbase is four inches shorter with an overall length 2.6 inches less, giving the latest Z trimmer look overall.

The Roadster underscores the highly successful update of Nissan’s sports car, which traces its roots to the wonderful 1970 Datsun 240Z that showed how a Japanese manufacturer could uphold the sports-car character on its own terms.

What it is: The updated and upgraded 2010 370Z Roadster that was introduced in September to a chorus of raves and accolades.
Performance: The addition engine power is well-appreciated, coming on strong around 3,000 rpm and revving cleanly to its 7,500 rpm redline. Nissan pegs the 0-60 time at 5.5 seconds.

The engine feels and sounds strong and aggressive, smoothing out to a refined burble on the highway.

The test Z came with Nissan’s new seven-speed automatic with paddle shifting. The transmission is pretty quick and responsive, with downshifts accompanied by a rev-matching growl. The paddles themselves are nicely made, longer than most and fixed to the steering column, which I much prefer for performance driving, rather than turning with the wheel.
Stickshift versions of the Z come with a system called SynchroRev Match, an industry-first technology that mimics the effect of heel-and-toe downshifting. I had that in my test of the 370Z Coupe, and it actually works pretty well.

Fuel mileage is a decent 18 city and 25 highway for both manual and automatic cars.

Drivability: The 370Z gets some improvements in the suspension, with a new double-wishbone front end and stiffened platform. Cornering is balanced and level, with less understeer than the former Z and smoother transitions around the bend.

The steering turn in is quick and even, with well-weighed and responsive feel. The standard four-wheel disc brakes on the test cars (performance brakes are optional) were highly effective.

Road noise is a problem, although the convertible actually seems quieter on the highway than the coupe. The new roof is lined and insulated, and you’re also separated from the rear, unlike the hatchback design of the coupe.

But there I still too much tire thump and roar. On a rough stretch of pavement, the road racket can intrude on conversation and music appreciation.

Styling: Generally speaking, I like the looks of a sporty coupe better than a convertible with its top up. The hardtop always looks better integrated with the overall design, and the erected soft top often looks out of sync.

Nissan trimmed down the roofline for the 370Z, making it less upright and bulbous than the one on the 350Z. It’s also made of nicer canvas material. Top down, the 370Z looks pretty sweet.

The projector headlights look like modern artwork, and the taillights resemble birds in flight.

And check out those angry-looking alloy wheels. They have a lot of dimension.

Interior: Though still cramped, the 370Z interior is a vast improvement over the cockpit of the former Z. The materials feel sturdy and high-quality rather than cheap and plasticy, as they did in the 350Z.
The dashboard is very attractive, with contrasting stitching down the center and sparkling brightwork setting off the overall clean design. The gauges look great, with two small auxiliary gauges and a clock perched on top center, similar to those on the original Z.

The base Roadster includes a full load of comfort and convenience features, a solid audio system and a decent level of safety and security enhancements.

But it’s definitely claustrophobic in here. There are a few bins and cubbies, with one large covered bin in the upper console where a navigation system would be located, but otherwise, space is tight. And the trunk is miniscule.

Tall people should try one on for size before plunking down a payment.

Bottom line: Despite all the improvements, the 370Z Roadster is still affordable at $38,270, fully equipped. There’s also an upscale Touring model that has a couple of option packages.

The base Roadster that I tested included illuminated kick plates at $200 and floor mats at $116, for a total of $39,305 including shipping. That’s a pretty modest price for pretty great car.

Details

Vehicle type: Two-passenger, two-door convertible, rear-wheel drive.
Engine: 3.7-liter V6, 332 horsepower at 7,000 rpm, 270 pound-feet of torque at 5,200 rpm.

Transmission: Seven-speed automatic with paddle shifters.
Wheelbase: 100.4 inches.
Overall length: 167.2 inches.
Curb weight: 3,449 pounds.
EPA fuel mileage: 18 city, 25 highway.

The opinions reflected herein are solely those of the above commentator and are not necessarily those of SPEEDtv.com, FOX, NewsCorp, or Speed Channel

Bob Golfen, Automotive Editor for SPEEDtv.com, is a veteran auto writer based in Phoenix, Arizona, who has driven and evaluated essentially every new vehicle sold in the United States. A lifelong car enthusiast with a passion for collector cars, car culture and the automotive lifestyle, he annually attends and writes about Arizona's famous January collector-car auctions, focusing on Scottsdale’s monumental Barrett-Jackson Collector Car Event.

Source: AUTOMOTIVE - DRIVEN: Nissan 370Z Roadster Arrives In Style - SPEEDtv.com

[da mayor]

nice write up

[koeppelnissan]

The interior didn't feel tight to me (that's the good thing about being 5'5"!)

[John Bradley]

I'm 6'3" and have no issues at all

[dalparadise]

Tested a Roadster and Coupe back-to-back. The Roadster gives up a little less than an inch of legroom compared to the Coupe. It was a bit of an issue for me (I'm 6'2") but not nearly enough to make a difference. I adjusted all the various seat adjustments and have found a very comfortable driving position, though it is at the edge of all the settings for the Roadster's seats.

One other note-- I agree, top-up, the Roadster sounded and drove IDENTICAL to the Coupe. There seems to be no price to pay here for any added weight or lost metal in the conversion -- at least from my limited test observation.