I had an outstanding weekend in the 2011 Nissan 370Z Touring. It remains one of the most athletic drives an enthusiast can get in this segment. But, the price comes in at nearly $42,000, so I will temper my excitement a touch because for that kind of money, this sports car should be good.
Traditionally I've looked at the Z as an alternative to the pony cars from the Detroit Three. Different, but exciting. Really, the price of this car is well above most Ford Mustang, Chevrolet Camaro or Dodge Challenger models, though in base version, the Z can be had for a touch more than 30 large, thus the comparison. Perhaps the best way to characterize the Nissan is as an entry-level luxury sports car with an excellent exterior and a nice cabin, though some of the materials are a bit underwhelming. Feel free to disagree.
From a driving perspective, this 370Z is a joy. It has a rigid body, a stiff chassis and tight steering. The six-speed manual is smooth, far smoother than the six-speed I had in a V6 Mustang the weekend before. I absolutely loved the SynchroRev Match system, which blips the throttle during downshifts. Acceleration is impressive, especially when merging onto the expressway and when the driver needs to create separation.
To my eyes, the design is near perfect. The lines, the elegant headlights and taillights--it all flows together and works in harmony. If I were in the market for a sports car, this would be on my list.
This car is a looker. The beefy-looking wheels also help accentuate the athletic body to make it a real head-turner.
The interior isn't all that bad either. But one weird thing which I've noticed in other Nissans is when you put your head back on the headrest, it feels like the stakes keeping it in the seat are going to pop out and poke you in the back.
Most importantly, this is a fun ride with power and a slick-shifting six-speed manual gearbox. It jumps off the line with authority, and the seats are well bolstered for hard cornering.
The downfalls include a really loud cabin and the stiff suspension, which beats you up on Michigan roads. Those are minor complaints, though, and should be expected in a sports car.
Overall, I still loved the 370Z.
A long night in the Z gave some good perspective on the car. First, I love the look. The fangs in front, the wide-body rear end, the giant wheels and the brushed-aluminum door handles--it all combines for slick look. I liked the 350Z when it came out in 2002 but next to this car, it just looks dated.
The seats are well-bolstered, and between the electric switches for sliding forward and back and the rotating knobs for the raising and lowering, I was able to find a good seating position.
The controls are mostly easy to use for the navigation and the radio. I had my iPod plugged in and just used the roll dial and center button to navigate it. A friend did remark that the buttons were facing up, toward the roof, and not really toward the driver. It's the same system in our long-term Infiniti QX56, so I was used to it.
As for the driving, the 3.7-liter V6 has a metallic rumble on startup and throttle. And when you really get going, a bass note is added. I thought it was loud at 4,500 rpm but it really wails near redline. Out on Woodward there's a quarter-mile that is walled in by the expressway that gives a great echo.
Smoking the tires is simple and just requires a bit of gas and quick clutch action. A quick tap of the traction-control button and you're on your way. Same deal in second gear.
Speaking of clutch action, it's tight and has good weight to it. It'll take some practice to drive smoothly but once you get it, it's worth it. It does get a bit noisy underneath when the clutch engages and disengages; I've heard other cars do the same but not quite as loud. My friend noticed it immediately.
At mid-corner, the 370Z just keeps gripping. Super-wide tires keep it planted and the sports suspension soaks up the bumps while simultaneously transmitting them to your hands and butt. Big ones will jar you a bit but the small ones aren't bad. Near the limit, the Z grips the road tight and seems to spring side to side, instead of up and down. I always felt confident, never nervous.
The $36,000 base price seems fair. Our long-term Subaru Impreza WRX STI Limited is $38,000 with less horsepower and it's less refined. On the other hand, a 305-hp Ford Mustang can be had for about $23,000 and the Hyundai Genesis coupe we have is $32,000, for comparison.
I was excited to get behind the wheel of the 2011 Nissan 370Z Touring but was sadly let down.
First and foremost, this is a good car. But it's a good car that could be great. It teeters on the edge, not realizing its full potential. It seems to be suffering from an identity crisis.
First, I love a rear-wheel-drive, six-speed manual car. I was elated to see this setup when getting behind the wheel. There is nothing quite like running through the gears and rev-matching my downshifts. Wait, what's that? The car does the rev-matching for me? Well that's not nice. While Nissan is at it, why doesn't it just take the clutch out so drivers can't stall the car, either?
Speaking of clutch, the engagement is touchy and takes some getting used to, and so do the brakes.
I was shocked to discover that this Z had a Touring package. I thought it was a joke or a misprint. Riding around Detroit, where the roads are far from perfect, it let me know of every bump and gap in the surface.
On the redeeming side, as other editors have mentioned, the exterior is well done. It looks fast, fun and like a good time. A car that comes with Ray's wheels from the factory sets the functional cosmetic wheel's bar high.
The interior, for a two-seat sports car, is on par for what I would expect. The seats are supportive but not restrictive; the interface and functionality are good. Could be it better? Sure, but you'll be paying more, no doubt.
It's a manual with rear-wheel drive, decent power and a traction-control off button--I like that.
But, as I said, this 370Z suffers from an identity crisis. I can't take away that it is a good car, but it could be great. But this one doesn't cut it for me, especially with a price tag north of $40,000.
I had been gazing at the Nissan 370Z for the past week or so, hoping I got a chance to drive it, and when my time came, I was thrilled.
I took a moment to soak up the exterior. The silhouette is a knockout in itself, creating an aerodynamic shape that entices the enthusiast in people to want to hop in and get moving. Nissan paid attention to details with this one; the super stylized headlights and taillights organically follow the extreme body curvature while still giving off a futuristic, almost space-age vibe. The door handles are also very well executed and integrated into the overall design.
After I wiped the drool from my lower lip, I opened the door. As comfort goes, the seats were OK, but I did acclimate to them quickly and it was an even trade considering the level of support the cabin provided.
While the 370Z felt very controlled on the road, the stiff suspension made for a rough ride on our construction-ridden Michigan highways. This is definitely not a car you would choose to tackle rush-hour traffic in either. The loud engine noise alone made the stop-and-go areas a bit maddening. The rev-matching feature also confused me at first considering that this is the first vehicle I've driven with such an option. While slightly annoying at first, it is something that is quickly adjusted to.
The addition of a backup camera was a huge plus considering the squat nature of the back window. While merging, I also promptly discovered that the rear driver's side sightline is next to nothing, making my decision-making process a tad slower.
Overall, the 370Z provides a nice package, and while it may not be on the top of my list for a daily driver, I'd never turn down a chance to hop in.
I remain a big supporter of the Nissan's current Z car, the 370Z. When this generation debuted, it was refreshing because Nissan made the car a bit smaller than it's large, more rounded 350Z predecessor. In doing so, it also chopped a decent amount of weight from the car. That, along with the more defined body lines, won me over. Oh, and we can't forget about the much improved interior with the many surfaces wrapped with soft-touch materials and accent stitching. All the changes made the Z better to drive and sharper looking and made it feel like a higher-quality piece.
Of course, this car is all about the drive, and it doesn't disappoint. The V6 pulls strong throughout the rev range and offers very respectable throttle response. I will say that it's not the smoothest-sounding engine, but it's a sports car and there is nothing wrong with a roaring exhaust note, right? Clutch take-up is a little abrupt but easy to get the hang of after a few launches. The SynchroRev Match works beautifully, and for those who say it detracts from the driving experience, well, it can be turned off at the push of the button.
The 19-inch Ray's wheels wrapped with wide Bridgestone rubber return all the grip you'll ever need on the street. There's slight body roll here, but the ride is still firm. Don't let this "Touring" trim fool you into thinking that the ride is softer. The Touring model adds heated, leather seats with suedelike inserts, adjustable lumbar support, Homelink, Bluetooth, Bose sound system, XM satellite radio, an auto-dimming inside mirror, cargo cover and aluminum-trimmed pedals. Note that there are no changes to the suspension.
Steering is heavy and responsive, and the upgraded brakes included in the sport package offer plenty of bite.
As much as I like the Z, my heart belongs to the Mazda RX-8 in this class--I know, big surprise. That car feels much lighter on its feet and there is a connection between the driver and the car there that the Nissan doesn't match. Of course, the Mazda is riding off into the sunset after this year. Wonder whether there are any deals to be had on a RX-8 R3 now?
I haven't had the chance to drive a Nismo version yet, though. Maybe that would win me over from the Mazda camp?
2011 Nissan 370Z Touring
Base Price: $36,030
As-Tested Price: $41,895
Drivetrain: 3.7-liter V6; RWD, six-speed manual
Output: 332 hp @ 7,000 rpm, 270 lb-ft @ 5,200 rpm
Curb Weight: 3,278 lb
Fuel Economy (EPA/AW): 21/19.0
