Back at the beginning of the summer, I had the opportunity to test a 2007 Mustang GT, with a nice, torquey V8. In a video during the test, I made a statement about how I had driven a Nissan 350Z with similar horsepower, but that the Nissan’s torque deficit left it wanting when compared to the Mustang. I’d like to humbly rescind that statement about the torque.
Thanks to Steve Colesworthy at Bommarito Nissan, I was recently able to test the newest iteration of the Z, which is called the 370Z. Figuring I’d be interested in a Z with Nissan’s brilliant new SynchroRev Match transmission (more about that later), I was told that the car I would be driving had been outfitted with the optional Sport Package. As the name suggests, the engine has been bumped from up to 3.7L from the 350Z’s 3.5L mill. As torque is generally proportional to displacement, I expected the Z’s engine to gain a few pound-feet. Oddly enough, the engine in the 350Z that I tested was capable of 274 lb-ft of torque, while this new, larger V6 puts out “only” 270 lb-ft of torque. Though the torque stays in the same ballpark as that of the 350Z, horsepower has taken a welcome jump to 332, with a snarling monster making angry V6 noises in the exhaust system. Opt for the higher-performance NISMO variant, and you’ll pick up an additional 18 horsepower and 6 lb-ft of torque, bringing the horsepower total to a nice, round 350, and torque up to 276 lb-ft. Still wondering why the 370Z now qualifies as fast? The 0-60 dash has broken what I consider to be a substantial barrier; the wall where “pretty fast” cars turn into fast cars…that’s right, the 370Z now boasts a sub 5 second 0-60, with Car and Driver recording the sprint in 4.9 seconds.
As most people know, straight line speed doesn’t really matter if you can’t turn. The folks over at Nissan have figured out a very effective way to manage weight distribution, which is an important factor in a car’s overall balance. A 50-50 front/rear split has long been considered ideal for optimal performance, but Nissan designers decided to go with 53 front, 47 rear. At first, this may seem slightly odd…worry not; there’s a plan. You don’t need perfect chassis balance when you’re parked, but when under heavy acceleration, the Z’s weight distribution swings to a nicely even 50-50 split, giving you maximum grip at all four tires.
A good sports car should always tell you what’s going on at pavement level; communicating any loss of grip through the transmission and steering wheel, as well as sending your precise controls accurately to the ground. A loose steering wheel or transmission can take a lot of fun out of the driving experience. The 350Z’s steering wheel was nice and tight, with no slack on center. The 370Z’s wheel manages to feel like a scalpel made of raw steak; it’s dead-on and perfectly precise while staying slightly heavy, with a pleasingly thick leather feel. The wheel is certainly a confidence-inspiring tool for carving up apexes, though these were few and far between on the Midwestern roads where I tested the Z.
The Z’s most exciting technological advancement is Nissan’s brilliant SynchroRev Match 6 speed manual transmission. Brilliant barely does the system justice; it makes the driver feel like a professional racing driver, but without resorting to the use of the now-extremely-ubiquitous (and often bland) paddle shifted automatics. During the drive, I found myself stuck behind a particularly slow Toyota Sienna that was going just slow enough to get my attention (probably around 27 in a 35). Not really looking to waste time behind it, I waited for a good stretch of dotted yellow lining, dropped down to second gear, grinned broadly as the Synchro Rev kicked in, and flew from 4,500 rpm to the screaming redline at 7,500 rpm…then I did it for the next few gears. Luckily, my conscience and a corner told me to slow down before I had explored all six ratios at my fingertips. So you’re still in control of a conventional 6-speed manual unit…until you hit the little button to the right of the leather-swathed shifter. Now, every time you downshift, an onboard computer takes into account the Z’s speed. When the shifter notches past a specific point in the shift gate, the engine automatically blips up to the exact speed that you need to synchronize the engine speed, tires speed, and transmission speed without any jolt. The system gives you the ability to make perfectly smooth downshifts in any situation. That might not seem very important, but if you’re at the grip threshold on a fast corner, and your rough downshift technique breaks the rear-end loose, you’ll be in for a different kind of exciting. There’s really no beating this system, because people who know how to perform this method manually can do just that; SynchroRev Match can be turned on and off with the push of a button.
Since this Z is the fastest model in history, isn’t it also fitting that it should look the best? Nissan clearly thought so, with an aggressively creased hood leading to a raked-back body that looks to be resting on its haunches, just waiting to pounce. There are subtle touches that you’ll notice around the car, such as the illuminated ‘Z’ in the brushed-aluminum door sills, and the small Z emblems on the front quarter-panels. Standard HID headlights on all models are a nice touch, as are the lineup-standard W-rated tires. Inside, you’ll find that you pay the price for such a sleek looking exterior, with almost no over-the-shoulder visibility because of a very thick C-pillar. This can be obnoxious in heavy city traffic, but it isn’t unbearable, and the Z’s rearward visibility is still much better than that of the military-bunker-emulating Camaro. Of course, if you need more rear-ward vision for parking, you can spring for the optional rear-view camera and monitor, which are part of the Navigation package available on the Touring model.
To take your mind off of the visibility issue, there are a number of unique features that you’ll notice inside the car. You’ll find that the transmission tunnel has knee pads to comfortably hold your knees in place during heavy cornering. A gauge cluster with a tachometer in the middle is a welcome feature, allowing you to watch the road while keeping your peripheral vision on the revs. A glovebox, which was missing in the old 350Z, has found its way into the 370Z, and makes the interior more travel-friendly.
There are a few features that I questioned on the Z, though they could just be personal preferences. I understand the allure of a Push Button Ignition on a car with an automatic, but why on a manual transmission car? What if your battery dies, and you really need to get somewhere? With a key, you can simply leave it in the “On” position, put the clutch in with the transmission in first gear, push the car up to maybe 5 mph, and drop the clutch. Congratulations, you’ve just started your car. While this isn’t recommended as a daily routine, it can be a nice to solve the dead-battery issue quickly when you’re in a hurry. I may be wrong, but I don’t think that this is possible with a Push Button Ignition car. Another interesting feature is the electronic trunk latch, which seemed a little iffy when it was first used (it took three tries to open). I know that it’s cool to hear an electronic whir with even the simplest car features, but there’s a point where I go with the “If it ain’t broke, don’t fix it” maxim.
For those of you who are thinking about looking at the new Z, you’re in for a treat. For those of you who aren’t, you should reconsider. The Z is a fantastic sports car that excels at being well-balanced. It’s a car that you could enjoy at the track, and then take on a road trip for a fun weekend. It won’t guzzle gas, and it won’t leave your back aching after any lengthy drive. Of course, it won’t destroy your wallet, either, since it starts at just $30,610.
I’d like to extend big thanks to Steve Colesworthy and Bommarito Nissan in Hazelwood, MO, for letting me drive such a fantastic machine. Bommarito Nissan has a loyal following of satisfied customers, and has received prestigious and highly-sought customer satisfaction awards. I’m not at all surprised, given the accommodating treatment that I received as a non-potential-buyer. Bommarito Nissan also sponsors the Gateway Z Club, which is an enthusiast club for all Z models, as well as select other high performance cars of Nissan descent, such as the Nissan GT-R, Infiniti G35, and Infiniti G37. The purchase of a 370Z gives you full access to the club for one year, and subsequent yearly charges are easily affordable. Mention this article if you stop by for a look at the Z, and you may be offered extra incentives.
Thanks for the read, and enjoy your Thanksgiving!
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