Larry H. Miller Nissan Englewood
5001 S. Broadway
Englewood, CO 80113
- Sales: (866) 747-9457
- Service: 866-524-4682
- Parts: 866-463-1698
Reviews
2009 Nissan 370Z Driving Impressions
The previous 350Z was fun to drive, but this new 370Z is a revelation. Where the 350Z was somewhat truck-like and crude in certain circumstances, this one is much better integrated. One can better appreciate a cohesive sense of control from the wheel, the pedals and the levers. The control relationships just seem better networked, all on the same page.
With the shortened body came increases in torsional rigidity at both ends of the car, and this solidity concentrates the feeling of agreement from all parts of the chassis. It now feels agile rather than brutal, supple rather than rigid, and it is easier to drive as a result.
We only had the Sport model to try out at Spring Mountain Motorsports Park in Nevada, and the car took to the course as if to the manor born. Since the 370Z uses a much-modified version of Nissan's FM platform, we expected some of the tail-happiness we've seen in cars using that chassis. But while we could occasionally provoke a spot of tail-wagging by adding too much power at corner exits, or by turning hard on a trailing throttle, the transition was progressive and easy to read.
For those not practiced at the art of double-clutching and heel-and-toeing, Nissan's SynchroRev system helps out enormously by blipping the throttle on downshifts to match engine speed with rear-axle speed for smooth synchronization.
Unlike true double-clutching, SynchroRev does not first select neutral then rev the engine to the required speed, so the synchronizers are still called upon to help out. You can feel the sensation through the shift lever as the synchros clutch in, and the purists among us would still prefer to do our own legwork. But there's no denying that it's a brilliant idea for most people, and even for purists on occasion.
Nissan's VVEL variable-valve timing systems has endowed the 370Z with a very broad torque spread, so forays to the 7500-rpm redline are not often needed. But when you do venture there, the famous high-rpm hullabaloo and clutch growl we know so well from the VQ-engine series turns back up. But it's hardly there at all at lower engine speeds, and that's another sign of the car's improved manners.
With steering that is weighted just about perfectly for a sportscar, the 370Z steers with great precision, turns in decisively, and will tighten the line even at high lateral-g loadings. There's simply more grip than you first think. And the big brakes as fitted to Sport models work as well as advertised.
Apart from some tire roar on rough surface textures, the ride is surprisingly calm and quiet on the public road for such a close-focused sportscar. The 370Z will undoubtedly make a fine grand tourer, particularly with the standard 18-inch wheels and tires.
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