2011 Nissan 370Z
by Jim Prueter - 5/2011

A no-compromise sports car at a bargain price

(Note: This review of the 370Z was written in May 2009 about that year’s model. Little of substance has changed, and the review has been updated to include what’s new for both 2010 and 2011 model years.)

It seems like the 350Z slipped into obscurity last year with all Nissan’s hype focused on the super-fast Nissan GT-R. The GT-R built a cult-like following, starting with video games. But while everyone was looking at the GT-R, the designers and engineers at Nissan were completing a major overhaul of the Z, the first since CEO Carlos Ghosn ordered its revival for 2003.

The new Z introduced is some 4-inches shorter, wider and lower, with stiffer suspension and more horsepower thanks to a V-6 borrowed from the Infiniti G37. This explains the name changes from 350Z (3.5-liter) to 370Z (3.7-liter).

The fourth-generation VQ series engine has been a workhorse for Nissan and its upscale Infiniti brand. It’s also found in sedans, sporty coupes, and trucks. With 332-horsepower, the rear-wheel drive Z has noticeably more power than the previous generation.

Our 2009 Chicane yellow test Z came with a six-speed manual shifter with the optional sport package that includes Synchro-Rev Match transmission, a feature that essentially emulates the effects of a technique used by experienced drivers called heel-and-toe downshifting. Luckily, you don’t have to learn this complex technique because with the Synchro-Rev Match option there isn’t anything to learn — sensors read what gear you’re downshifting into and blip the throttle automatically to match the revs on the downshifts. Nice! The Z therefore shifts and accelerates like a professional driver, offering flawless and buttery-smooth rev-matching downshifts. Drivers accelerate quickly and smoothly without making their passengers’ heads slam back and forth like bobble-head dolls. You can switch the system off and learn to perfect shifting on your own, or opt for Nissan’s new seven-speed automatic that comes equipped with steering-wheel paddle shifters.

While Nissan reworked the suspension and improved Z’s ride, we still strongly recommend not trying to drink a cup of coffee without a lid. We still found the ride too firm and the seats too narrow to make a daily commute in it.

Along with the Synchro-Rev Match, the $3,000 Sport Package option includes huge Bridgestone Potenza P245/40R summer tires up front and even wider P275/35R’s on the rear, all mounted on 19-inch RAYS forged wheels. The package offers limited slip differential, front and rear spoilers, and larger front and rear brakes. Brembo brakes are no longer available. Handling, as one might expect, is incredible.

Outside, the new exterior is unmistakably Nissan Z. The untrained eye would be hard pressed to spot the differences between this and the previous generation. Noticeable changes include completely new boomerang-shaped head and taillamps, side glass that lead to a small window that now angles upwards rather than straight, more muscular rear fenders, a backlit Z emblem on the front fenders, and a new front grille valance that looks like the mouth of a catfish and is inspired by the nearly identical grille found on the GT-R.

The interior has always been a weak point for the Z. It gets a complete makeover, adding an attractive dash with soft-touch materials replacing hard plastic. The center controls, gearshift, and moldings are now covered in stitched leatherette while brushed aluminum adorns instrument panel gauges, control knobs, the center console shifter, door handles, cupholders, steering wheel controls, and the accelerator, brake, clutch, and foot rest pedals. The steering wheel is thicker and tilts but does not telescope.

For 2010 models, the only change was the addition of the 370Z roadster model, which we reviewed separately last year.

For 2011, the only significant change other than new exterior color choices is that the optional navigation system now includes a rear backup camera.

This year’s 370Z coupe is available in a choice of five models including the 350-horsepower NISMO 370Z with a base price of $40,830. The 370Z drop-top roadster has a base price of $38,200. The entry-level base 370Z starts at $31,450.

Standard safety equipment includes dual-stage front airbags, seat-mounted side impact airbags, and roof mounted curtain side impact air bags. The 370Z has not been crash tested by either the Insurance Institute for Highway Safety or the National Highway Transportation Safety Administration as of this writing.

Overall given its price we think the 370Z is perhaps the best bang-for-the-buck sports cars on the market today. However, we wouldn’t want to drive it on a daily basis.