2009 Nissan 370Z Touring. Click image to enlarge

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Review and photos by Jil McIntosh

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2009 Nissan 370Z

Oshawa, Ontario – When I announced that I was going to be test-driving the all-new 2009 Nissan 370Z, a set of ears pricked up: those of a good friend who owns a copy of the last-generation model, a 2007 350Z. So when I tell you that this newest incarnation of Nissan’s iconic two-seater is an improvement on a vehicle that was already a pretty nice ride, it’s not just me talking, but someone who lives with the 350Z on a daily basis. And that’s mighty high praise indeed.

The 370Z is more powerful than the car it replaces, sporting a 3.7-litre V6 to the 350Z’s 3.5-litre. Horsepower rises to 332 from 306, while torque climbs to 270 lb-ft from 268 lb-ft. But unusually for a makeover, it’s smaller overall, with wheelbase, overall length and height shorter, while width increases 30 mm increasing handling prowess while providing a bit more passenger comfort. Cargo capacity also opens up from 193 to 195 litres.

2009 Nissan 370Z Touring. Click image to enlarge

But the real change is at the scale, where extensive use of aluminum and composite materials has helped slim the Z down by 52 kilograms, giving those extra horses even more ability to shine. The coupe starts at $39,998, almost $10,000 less than the MSRP on the 2008 model it replaces.

This machine’s a monster, with an incredible feel, delivering rich power through a fat powerband. And on top of that, Nissan has dropped in one of the most impressive technological goodies I’ve seen in a long time: a manual transmission that does its own heel-toe downshifting.

I know the purists are turning up their noses, sniffing that real drivers know the trick of rolling the foot to blip the throttle while braking and downshifting, matching the engine revs for a smooth transition. The reality is that it’s not easy for many people to learn how to do it – I’m still trying to get a smooth blip every time – and there’s no reason why the pleasure of a properly-shifted transmission should be limited to only a few hard-core drivers. In fact, I suspect that some owners may use the feature as a guide to learn how to do it themselves; most drivers don’t have the opportunity to sit alongside a trained track lapper, and it’s easier to learn if you know what you’re trying to accomplish.

2009 Nissan 370Z Touring. Click image to enlarge

The system works incredibly well, regardless of how fast you’re going, how hard you brake, or how many gears you skip. Each gear change is effortlessly smooth, completely without shudder, and accompanied by a rasp out the twin pipes that’s music to the ears. You’d have to be very experienced on the track to do what this system flawlessly does, each and every time.

A downshift rev-matching feature is included with the optional seven-speed automatic transmission. The system is called SynchroRev Match on the six-speed stick, and it’s part of a $4,000 Sport Package that also throws in 19-inch super-lightweight alloy wheels, sport brakes, front chin spoiler, and rear spoiler. Purists can either leave off the package, in which case there’s no rev-matching ability, or if it’s ordered, they can simply shut the system off, and blip the throttle themselves – but it works so well that I’m guessing more than one, if he thinks his buddies aren’t watching, will be hitting the switch to turn it on. (The only other available option package is navigation, for an additional $2,500.)

Along with the throttle-blip ability – which stays on until you switch it off, which means you don’t have to keep hitting the button every time you restart the ignition – the instrument cluster readout also indicates what gear the transmission is in. I’ve often wondered why manual-shift-mode autoboxes tell you this, and yet manual transmissions don’t. Again, purists will scoff, but if you’ve ever been stuck mindlessly in rush-hour traffic and momentarily forgotten the shifter’s position, you’ll appreciate this added touch.

2009 Nissan 370Z Touring. Click image to enlarge

Driving the 370Z is a wonderfully visceral experience. The car’s light weight is no doubt partly due to the fact that there doesn’t seem to be a single ounce of sound-deadening material in it anywhere. It’s all road noise, exhaust blips, and very stiff suspension, which will either make or break it with drivers. I loved the sound and the fury, but a couple of passengers complained about the noise, especially on a patch of rough highway; you’ll have to determine your comfort level. For me, it has the fiery temper of the GT-R, but enough manners to make it a viable driver in everyday traffic.

It’s exceptionally responsive, with great balance, nimble handling, and quick steering that’s just on the good side of twitchy. You can have some great fun throwing this car around, especially with its wide stance and light weight. The official fuel figures are 11.6 L/100 km in the city and 7.7 on the highway, while I managed 9.6 L/100 km in combined driving – and considering how much I thrashed it, I was extremely surprised to do so well.

American buyers can opt for an entry-level trim line (as well as a higher-performance Nismo package), but north of the border, the sole choice is the Touring trim. That gets you numerous standard features generally not found at this price: bi-xenon headlamps, leather and synthetic suede heated seats, automatic climate control, garage door opener, six-CD Bose stereo with satellite radio, Bluetooth connectivity, keyless remote with starter button, and tire pressure monitoring system, along with the expected leather-wrapped wheel, cruise control, heated mirrors, six airbags, and active head restraints.

As with any low-slung two-door, it’s very difficult to look graceful when getting in or out. And once inside, it’s very difficult to see in or out. The sloping hatch gives you a small slit of vision out the back, while the heavy haunches make shoulder checks pretty much pointless. Even peering over the hood was a chore for me, since I’m not very tall; the seatback is power-operated but the height adjustment is manual, and it doesn’t go very high. On the other hand, Nissan gave the seats some serious thought: the driver’s seat cushion is sculpted differently from the passenger’s, allowing for easier range of motion when using the pedals.

2009 Nissan 370Z Touring. Click image to enlarge

The interior is a combination of some nicely-stitched leather and textured plastics, but with a couple of hard plastic pieces that look like they could scratch and weather easily. Three dials in the instrument cluster include one that gives exterior temperature readout, along with coolant temperature and fuel level indicated by a neat row of tiny orange lights, while the other two contain speedo and tach functions. Three more dials up top of the centre stack handle oil, battery and a clock. The optional navigation screen would normally take centre billing in the stack; lacking it, my tester substituted a shallow covered cubby.

Given the Z’s confining cabin – my friend reports it’s roomier than his model, but that’s relative – you’ll need to travel light up front. There’s but a single cupholder (although small water bottles can go into the door pockets), and a shallow console cubby box, plus the glovebox. Unlike the previous 350Z, there is a small cargo shelf behind each seat, and the passenger side’s includes a small pull-out compartment. The problem is getting to them. There’s not enough room to reach behind the seats to use them, and there’s no lever to flip the seatback ahead. Instead, you’ve got to use the electric recline to bring the seatback as far forward as it will go, which isn’t really enough to make these cubbies truly accessible and useful.

There’s more room under the hatch, and while the sloping glass does limit how much you can carry, a little judicious packing got me to a birthday party with two lawn chairs, a small cooler, a box of cookies and a gift.

Back in 2001, when Nissan reintroduced the temporarily discontinued Z with a bright orange concept car that became the 350Z, I went to a gathering of Z-car fans (and got to ride in the concept, which was quite an experience) who lived and breathed their favourite sports car. And after spending a week with the 2009 version, I understand their passion. It’s not a car for everyone, but it’s certainly worthy of high praise indeed.

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