Fuel economy is actually better than the previous model, at 18 mpg city, 26 mpg highway for the automatic. On the highway and in traffic, the 370Z is one Z-licious companion. One remedy, however, is to opt for the new seven-speed automatic with paddles shifters and a downshift rev-matching system. With the 370Z, Nissan keeps the features and options list light, which has several benefits. Like the 350Z before it, the 2009 Nissan 370Z is expected to hold its value well over time.
The new 2009 Nissan 370Z offers two transmissions. Not as popular as Mulholland Drive or as crowded , it is an excellent place to wring the guts out of a small sports car. The first thing we noticed about the little Z as we drove it out of the parking garage was its extremely smooth shifts. A high-tech looking steering wheel shared with the Maxima is a bold centerpiece in the dash, a large Z gleaming in its center boss. Quite frankly, something seems just a bit off kilter.
The interior was the reason I always counselled readers to opt for the better-accoutred, if slightly slower, Infiniti G35. At speeds above 70 mph, or on any unfriendly pavement, the roar nearly drowns out the audio system. Revs build and dissipate rapidly but without notice. As well, there was virtually no rear cargo space. A helpful little display on the tachometer showed which gear we were in, leading us to conclude that the 370Z was a good beginner sports car. Our team of sportscar experts has researched road tests of the 2009 Nissan 370Z to develop this review. It take several days to acclimate to the sight restrictions, but it does become bearable.
Whatever it is, Nissan needs to ensure they don't let it slip away as it adds a layer of confidence that is often absent in cars costing five-times as much. The steering is a little heavy but is always accurate, quick, yet never nervous. . Find out after the jump. Although it's not immediately obvious, one of the most telling aspects of the car's body is that the doors, rear hatch and hood are all made from aluminum, obviously in the quest for lower weight. Enter a turn so fast that your whole focus is on braking and steering? As luck would have it, the day we recorded numbers on the all-new was the same day we conducted our very first test of the.
Looking at the two, in person or on paper, they do share apparent similarities. The inconvenient shock-tower support bar that seriously compromised luggage space in the old car went the way of the shortened midsection, and there is now a cross-car bar directly behind the front seats, where it performs more of a locating role than an obstructive one. Let Nissan manage the blipping. While Nissan moved the rear cargo brace forward, the trunk is still extremely shallow. We used a similar system in the 2009 Nissan Maxima, so got a taste of what's available in the 370Z. Optional features are few and far between on the 2009 Nissan 370Z, but Nissan is clearly going for quality over quantity in the options department.
The new 370Z does away with the hard plastic that graced the old model, opting instead for soft-touch surfaces covering the dash, door trim and almost anywhere an occupant's hand might rest. The rear two-piston calipers looked inadequate by comparison. At the rear, the new lights combine with more-rounded contours to produce an elegant effect not unlike that of a Porsche. Steady progress in a model line is not a new idea— has been following it since, well, forever. Nissan doesn't quote acceleration times, but most honest print rags are finding the 370Z hits 60 mph in about five seconds. But the 370Z is also a significant improvement over the , its immediate predecessor, which is not always the case with new model launches. Currently the Nissan 370Z has a score of 8.
Every body panel is fresh, and the styling, penned in San Diego, is largely successful, although it ignited some vivid office discussions. Another feature of the Nissan 370Z that contributes to the level of overall safety is the commendable driver visibility from within the car. Additionally, at very high speeds go-directly-to-jail velocities the tires tend to hunt the subtle grooves of the road, requiring an unsettling amount of attention to keep the missile on course. But like Rocky Balboa's left hook, a blue-collar punch can pack a potent sting. More power is always good. The standard four-speaker stereo produces pretty good quality sound, so we expect exceptional performance from the 240-watt Bose unit found in the Touring model, with its six speakers and dual subwoofers though we haven't listened to it. The shifter, while not a precision short throw like we've seen in some Hondas, is solid and sufficiently notchy.
Is all of the hype surrounding this new coupe justified? This six-speed manual has a neat little trick called SynchroRev Match, which maintains engine speed between downshifts, matching revs to the next gear. Both are well laid out. Parked after a hot run, the new 370Z sits patiently in the shade. We picked up the keys in Los Angeles and took it up to San Francisco, a drive of a little over 400 miles with the route we chose. Spoilers are fitted fore and aft, and lower the car's drag coefficient from 0. 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.
Nissan also makes much of the fact that, this being a sports car, the tachometer takes centre stage over the speedo. Driving purists who would rather match revs the old fashioned way are given the option to shut the system off. It also happens to be the identical road that faced its sibling -- the -- last summer. The seven-speed automatic transmission does something very similar, blipping the throttle to match revs when you tug the paddle for a downshift. The is available as a coupe or convertible that seats four. At the 2008 Los Angeles Auto Show, the latest Z came out as the 2009 Nissan 370Z, its new name reflecting a bigger engine and the long ago jettisoning of the Datsun brand. The most immediately apparent Nismo-specific styling cue is its large rear wing, which looks like something out of an aftermarket-parts catalog.