First Drive: 2009 Nissan 370Z

By Thom Blackett for Cars.com

For what seems like an eternity, there’s been endless talk about the revived Chevrolet Camaro, the born-again Dodge Challenger and the original pony car, the Ford Mustang. Gas prices are as erratic as your Uncle Lester’s blood pressure, but the domestic manufacturers are still delivering modern-day versions of their automotive icons.

Nissan, for one, doesn’t seem composition with sitting idly by. The brand’s Z has faraway been the import counterpart to Detroit’s mainstream performance vehicles; it promises an invigorating driving experience in an efficient, affordable package. Nearly 40 years after its introduction, the iconic Japanese sports car — now dubbed the 370Z — faces off against its American foes with 332 horses and a focus on quality. 

Models go on sale in January and prices start at $29,930, not including a $695 destination charge. 

Though it looks similar to the outgoing 350Z, the 370Z is shorter, lower and wider. The conclusion is a hunkered-down stance that conjures thoughts of the Porsche Cayman and 911. potential comes from a 3.7-liter V-6 mated to a six-speed manual or seven-speed robotic transmission. Nissan reduced the 370Z’s weight by 90 pounds.

Despite all of the changes, the 370Z maintains its enthusiastic demeanor. Plant the accelerator and the Z pulls tough and quick all the way up to its 7,500 rpm redline. Refinement is not that engine’s strong point; as was the case with the 350, the new Z gets a bit raucous at high revs. On the plus side, capability is delivered readily and in abundance regardless of whether your current speed is 5 mph or 105 mph. The clutch is a little heavy and the shifts not entirely precise.

An available SynchroRev Match feature, however, is a gift for those of us who have folded to master the

heel-toe maneuver; diehard enthusiasts will likely consider that technology to be blasphemous. In simple terms, turn Rev Match on and sensors will adjust the engine’s rpm accordingly to avoid the jerking motion often associated with high-speed downshifts. Of course, you can avoid that issue entirely by opting for the motorized transmission. Gear changes are smooth using the seven-speed auto, which features a manual shift feature via the main shifter or paddles connected to the steering column.

Backing up the powertrain is an impressive ride and handling package. Not surprisingly, that two-door sports car is noticeably stiff when driven around town. The steering does a nice job of translating the road surface to the driver’s fingertips, with added response dialed in as speeds increase. The brakes are substantial on standard models and even beefier with an optional Sport Package.

I had a chance to tryout the Z on a private track external Las Vegas. Though the car was continuously flogged by several journalists, the brakes never showed signs of fade or vibration.

Driving Nissan’s newest sports car is a grin-inducing exercise, but that’s always been a Z hallmark. The biggest complaints about the final iteration, the 350Z, focused on its cheap interior. Nissan was apparently listening as the 370Z arrives with more soft-touch surfaces, minimal use of tough plastics and mesh fabric for the headliner and visors. There’s plus a leather-wrapped instrument panel, featuring an optional touch-screen navigation system with controls adopted from other Nissan and Infiniti models. Storage includes small door pockets, four cupholders and a sprint cubby (in lieu of the nav screen).

In terms of consolation, Nissan fitted the 2009 370Z with a tilt steering wheel, padded surfaces on the doors and center console to keep knees comfortable during tough cornering, and supportive seats.