Words and photos: John Lamm
As Wheels US correspondent discovers, the 370 'Zee' is more than just a reworked 350Z. It's smaller, lighter, packs more punch and brings downshift rev-matching that's sure to satisfy.
You’d be forgiven if at first glance you thought Nissan’s 370Z is just a warmed over 350Z. New nose, cool new headlights and taillights and a nice upsweep in the quarter window and that’s it, right?
In fact, the Z has gone through its first complete redesign since the 350 was launched for 2003. Step back from the new car and you can see the differences. There’s an added swoopiness to the shape, probably induced by the quarter window and those lights. Oh, and that nose reminds me of a shark.
There’s also a size change, the 370Z being smaller, 4244mm overall versus 4313mm. Same with the wheelbase, the result of sliding the rear wheels forward on the revised FM platform, the measurement going from 2649mm to 2550mm. The 370Z is also 33mm wider and 8mm lower
And 102kg lighter, thanks to, among other things, a lighter fuel tank, aluminium doors and an all-aluminium bonnet. Nonetheless, body rigidity us up, 30 percent front, 22 percent rear.
While power is still the VQ-series V6, it’s out to 3.7 litres to go with the ‘370’ before the Z. Horsepower climbs from 228kW to 246 while the torque bump is only 5.4Nm.
What is quite new, however, are the transmissions. Most impressive is the 7-speed adaptive automatic, which has Downshift Rev Matching so we can all sound like Mark Webber when shifting through the paddles despite our lack of talent. Better yet, the 6-speed close-ratio manual also has (optional) rev matching. Great for anyone who never quite got heel-and-toeing down pat.
The front suspension is now a lightweight upper and lower A-arm layout and we’re told the rear 4-link design is both lighter and stiffer. Steering is via a speed-sensitive rack and pinion and the brakes are 4-wheel vented discs. Standard tires and wheels measure 18 inches with 19s on the option list.
All this is enjoyed from a cockpit that’s reminiscent of the 350Z’s. Very readable three-instrument pod straight ahead, reworked and looking more modern. Ditto with the steering wheel. In that continuing holdover from early Zs, there are three gauges atop the dash. The driver gets a specific seat meant to encourage go-fast driving. Out back is adequate storage.
Best feature, perhaps, is the price – at least, here in the US – which Nissan will keep in the same ballpark as the 350Z, which started at US$30,000. And if you like ragtops, a 370Z roadster is promised for the 2010 model year.
As Wheels US correspondent discovers, the 370 'Zee' is more than just a reworked 350Z. It's smaller, lighter, packs more punch and brings downshift rev-matching that's sure to satisfy.
You’d be forgiven if at first glance you thought Nissan’s 370Z is just a warmed over 350Z. New nose, cool new headlights and taillights and a nice upsweep in the quarter window and that’s it, right?
In fact, the Z has gone through its first complete redesign since the 350 was launched for 2003. Step back from the new car and you can see the differences. There’s an added swoopiness to the shape, probably induced by the quarter window and those lights. Oh, and that nose reminds me of a shark.
There’s also a size change, the 370Z being smaller, 4244mm overall versus 4313mm. Same with the wheelbase, the result of sliding the rear wheels forward on the revised FM platform, the measurement going from 2649mm to 2550mm. The 370Z is also 33mm wider and 8mm lower
And 102kg lighter, thanks to, among other things, a lighter fuel tank, aluminium doors and an all-aluminium bonnet. Nonetheless, body rigidity us up, 30 percent front, 22 percent rear.
While power is still the VQ-series V6, it’s out to 3.7 litres to go with the ‘370’ before the Z. Horsepower climbs from 228kW to 246 while the torque bump is only 5.4Nm.
What is quite new, however, are the transmissions. Most impressive is the 7-speed adaptive automatic, which has Downshift Rev Matching so we can all sound like Mark Webber when shifting through the paddles despite our lack of talent. Better yet, the 6-speed close-ratio manual also has (optional) rev matching. Great for anyone who never quite got heel-and-toeing down pat.
The front suspension is now a lightweight upper and lower A-arm layout and we’re told the rear 4-link design is both lighter and stiffer. Steering is via a speed-sensitive rack and pinion and the brakes are 4-wheel vented discs. Standard tires and wheels measure 18 inches with 19s on the option list.
All this is enjoyed from a cockpit that’s reminiscent of the 350Z’s. Very readable three-instrument pod straight ahead, reworked and looking more modern. Ditto with the steering wheel. In that continuing holdover from early Zs, there are three gauges atop the dash. The driver gets a specific seat meant to encourage go-fast driving. Out back is adequate storage.
Best feature, perhaps, is the price – at least, here in the US – which Nissan will keep in the same ballpark as the 350Z, which started at US$30,000. And if you like ragtops, a 370Z roadster is promised for the 2010 model year.
