You look out through a thin panorama of windscreen, with a high bonnet edge and low roof line. The steering wheel – pleasingly sized and sculpted – doesn’t adjust for reach but the seats are fine and cabin space is acceptable. There’s more storage space and the boot is more useable.
What’s it like?
The V6 fires via a start button to a burbly idle. Throttle response is leisurely, the gearshift wide and positive, and the 370Z’s transmission graunches and whines through first gear.
The 3.7-litre engine is disinclined to zip around its rev-band. The 370Z instead strolls towards the 7500rpm limiter, feeling quick enough but far from brutally fast; just positive and strong.
The 370Z wants a positive stab on the throttle during heel-and-toeing too, unless you let it do that for you: the 370Z is the first car that will automatically blip the throttle on downshifts with a manual gearbox.
This system is called Synchro Rev and will be standard on all manual 370Zs. Synchro Rev works well, but you can switch it off if you want to do it yourself.
Body control is good and the ride composed, but it might prove a bit too soft for the UK in this form. Still, it steers nicely.
The 370Z’s steering isn’t overly sharp but, at 2.5 turns lock-to-lock, the directness and accuracy are spot on. Traction is good too; certainly better than before.
During hard cornering some understeer builds up. This can either be driven through on the throttle or, with a stab and a bung, eliminated in the first place; then the 370Z will go controllably sideways.
Should I buy one?
Absolutely. The Nissan 370Z takes all the objective qualities of its predecessor and turns up the good bits by a few notches.
It’s faster, makes a decent noise, has a better interior, weighs the same and should be competitively priced.
The old 350Z’s biggest draw was that, mixed in with all the objective stuff like value and speed, it was also engaging and alluring on an emotional level. The good news is that the 370Z is too.