2009 Nissan 370Z
Welcome to Z club
Our southern neighbours say zee. Up here it’s zed. How to pronounce is up to you, but when used in the same sentence as Nissan it can only refer to one thing – the iconic Z car.
The DNA dates back to the original ’69-’70 240Z and subsequent Datsun models. The Nissan 300ZX reigned throughout the ‘90s while the last-gen 350Z came out in 2003. The newest member of this 40-year-old club is the 2009 Nissan 370Z.
Thoroughly redesigned inside and out to be stronger, lighter and faster, this Z stays true to its predecessors whilst being totally modern and utterly captivating.
Versus the outgoing model, mild wheelbase, length and height reductions go well with the 370’s much stiffer chassis, which further benefits from a more extensive use of aluminum throughout. The fuel tank, doors, hatch, suspension and what is now a true dual exhaust system are the so-called biggest losers – of weight, that is – with 46 percent going to the rear drive wheels. Nissan’s advanced airbag system is standard on the 370Z along with ABS, VDC, TCS and viscous-limited slip differential.
A new engine boasts several improvements over its predecessor. Most notably, the variable valve event and lift technology, which combines continuously variable timing control, helps achieve 90 percent of its torque just after 2,000 rpm and peaks at 7,000 rpm. This is one reason it takes less then five seconds to break 100 km/h.
The most powerful version in a line of spectacular VQ engines, the 3.7-litre V6 fires 332 ponies and 270 lb.-ft. of torque through either a six-speed manual or a seven-speed automatic transmission. The former offers a sweet down-shift rev-matching system that uses tiny micro-switches inside the tranny and detects clutch position to automatically ‘blip’ the throttle without requiring any fancy footwork from the driver.
My route starts at the north end of the Las Vegas strip and heads west out of town. Traffic is fairly light and it’s not long before the 10-Z convoy evokes some stares from the locals, who are no strangers to hot cars. The four-wheel independent suspension with integrated stabilizer bars makes for a surprisingly comfortable ride over the rough, pockmarked tarmac.
My vehicle is equipped with the optional sport pack, which replaces the standard 18-inch wheel/tire combo with Bridgestone-shod Rays 19-inch forged wheels that are simply gorgeous, adds front and rear spoilers, larger Nissan sport brakes at both ends and enables the aforementioned rev-matching feature on the manual-six.
Overall, shape is similar to the outgoing 350Z; however, a higher waistline and tighter fitting skin give the car a more athletic look. Its low, low stance is bolstered by a cantilevered roof design, broader flared fenders, boomerang-style head and taillights as well as upswept rear quarter windows that are faithful to the original Z car.
Just before reaching the city limit, a black 3 Series BMW that had been in the rear view for some time pulls up next to my graphite silver Z, looks over and gives a thumbs-up. His lips clearly read “nice car.”
The dozen miles of scenic road in Red Rock Canyon National Conservation Area are chock full of tight twists and elevation changes. Even at, uh, normal speeds the 370Z’s assisted power steering is linear, responsive and pinpoint accurate.
Taking the NV-160 west, we arrive at the track where several track-prepped cars await. In addition to the sport pack, each car also has aftermarket oil, power steering and differential coolers to help them withstand several more waves of journalists behind my group. These will be available from dealers, perhaps under the Nismo name.
Everything is in order on the track. The closely-spaced gears are easy-to-find. Clutching is firm with quick take-up. Turn-in is near perfect with zero understeer. The Z doesn’t rocket off like a GT-R, but the powerband is linear and strong. Potenza RE050A summer tires offer tons of grip while the uprated sport brakes resist fade well.
It takes some time to get used to the automatic blips, but once you figure it out you might just forget you ever learned that heel-toe move. It can be turned off, though it is so accurate there’s really no reason to. The VDC can be completely shut off to allow some ego stroking.
Nimble handling, crisp steering, good power and excellent quality are hallmarks of the 2009 370Z, but it doesn’t stop there. Its good looks extend to the driver-centric cockpit that includes heated leather/suede seating, more usable cargo space, enhanced quality throughout plus improved vision and ergonomics as standard.
An eight-speaker Bose audio system with Bluetooth phone connectivity and XM-readiness are standard. The available navigation system with XM NavTraffic brings a 9.3GB HDD music box, A/V inputs and iPod connection to the party.
While the rest of North America will be offered a base model with a cloth interior and downgraded stereo, Canada’s only 370Z trim this year is a well-appointed Touring. Price is expected around $40 grand with nothing official yet. We do know a roadster version is on the horizon for MY 2010. But, why zag then, when you can zig now?!
Summary:
Strong Points
Weak Points
- - quick and agile
- - comfortable
- - slick design
- - lack of base model
- - requires premium fuel
Editors Rating:
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