• Curbside Diagnosis

Ready to Commit

The downsized more powerful Nissan 370Z reminds drivers there's fun to be had

If you've ever dated much, you've probably run across someone you found attractive but didn't have a third date with. The person in question had some admirable qualities, but there was a nagging sense the two of you wouldn't make a real connection. I felt that way about Nissan's 350Z. It's a great little sports car, but there were one or two issues that kept me from pursuing one. Now that I've driven Nissan's improved 370Z, I think I'd be ready to commit.

The new Z-car is easy on the eyes. Restyled for the first time since the last Z's introduction in 2003, the 370 wears a more sensuous body than the somewhat bulbous 350. The look is reminiscent of the 240Z of the early 1970s, and it shows even better in person than in photos. Z aficionados will notice the dimensions have shrunk, as has the curb weight (by approximately 90 pounds). The downsizing translates to a more nimble car that goes faster and stops better.
Nissan 370Z Touring
Price as Tested: $38,470
Engine: 332 hp, 3.7-liter V-6
Weight: 3,250 pounds
Fuel Economy: 18 city/26 highway

The 370's new VQ37VHR engine boosts the horsepower by 26, and though the torque remains about the same, the lighter car now sprints to 60 mph in about five seconds. You can land on the throttle when exiting a corner without fear of spinning the rear wheels. The old Z felt a bit "flexy" when cornering, but Nissan's revised chassis offers 30 percent more rigidity than its predecessor. When the 370 begins to drift at the limit, a slight throttle lift will bring the car back in line. It's an equally exciting but more predictable ride.

Unlike some individuals whose inside doesn't measure up to their outside, the 370 has an interior that makes it even more attractive. Gone is the 350's almost unfinished-looking dash and console. In its place are soft-touch, stitched leather surfaces, larger gauges, a new leather-wrapped steering wheel, and a more accurate, padded manual shifter. The driver's seat has cushion cutouts, small depressions in the seat cushion where your thighs rest, which allow for easier thigh and thus pedal movement. And there are softer armrests and a kneepad on the left side of the transmission tunnel where your right knee would rest while driving. With these improvements, the interior is more comfortable and the forward sightlines are good.

The 370 is available in two trim levels — Coupe and Touring. The latter offers added amenities from heated seats to an eight-speaker Bose stereo system and Bluetooth/MP3 connectivity. Either trim level is available with the standard six-speed manual or a seven-speed automatic with paddle shifters. Enthusiasts like me will want the sport package (available on either model), which includes a limited slip differential, 19-inch wheels, and Nissan's nifty SynchroRev Match, which electronically matches engine rpm with transmission input shaft rpm, so you don't have to blip the throttle on the downshift.

There are some issues. There's far too much tire noise, rear visibility is too limited, there's still little space under the hatch, the rear shock damping could be better, and my 1,500-mile test car had an odd squeak or rattle. But I averaged 20 mpg and felt comfortable in winter weather that sometimes makes things dicey in my Corvette. All in all, the 370Z is exciting but not scary. That's the kind of performance that's worthy of commitment.