Z still equal parts bark, bite
Road test: 2018 Nissan 370Z Nismo
In the world of cars, it’s unorthodox — almost unacceptable — for a vehicle to stick around for nearly a decade without any significant updates. Sure, a couple of facelifts and some neat new features parsed out over the years keep things fresh and interesting, but it’s also a wonderfully effective way to make a car feel real old, real tired, real quick. Naturally, there are exceptions to the rule: Witness the Nissan 370Z.
It’s been about nine years since the 370Z first landed as a new car for the 2009 model year; it’s hardly a drop in the bucket, considering the Z-car’s rich lineage, but an eternity by all other accounts. Whichever rivals the Z has left, they’ve become either lighter or heavier, cheaper or more expensive, turbocharged, direct-injected, more technologically advanced or friendlier to drive. The Z has stayed the course and it’s greying at the temples; its forehead is more wrinkled and hands more weathered than you remember. But slipping into the part-leather, part-Alcantara cabin of the full-zoot 370Z Nismo, suddenly none of that matters.
Scoffing at the idea of turbochargers and direct injection, the badge on the back directly correlates to the engine size. Power comes from a normally aspirated 3.7-litre V6 engine. Base and mid-range models pump out a respectable 332 horsepower and 270 pound-feet of torque, while in Nismo flavour, that’s cranked up to 350 hp and 276 lb-ft of torque.
Nissan (and Infiniti) faithful know this engine well. Part of the VQ family, it wakes up with a mischievous purr at the poke of the starter button. Peg the throttle and, while not as silky as some other six-cylinder coupes out there — the BMW M240i comes to mind — the Z awakens with a guttural howl past 4,000 rpm. Suffice it to say, the Z is still equal parts bark and bite, even if that bite isn’t as strong as it used to be.
Still, driving a Z is refreshing. It’s not for everyone, but there’s a pleasant weight and mechanical feel to the Z that you’d be hard-pressed find anywhere else these days. The steering is heavy and communicative, and because it’s a hydraulic setup, there aren’t any buttons to adjust how much effort it takes to turn the wheel. The shifter, though not as buttery smooth as a Mazda MX-5 Miata, is pleasantly notchy and easily manipulated. The clutch lets you know exactly when it bites and pushes back on your foot just enough, but not to the point where you regret skipping leg day.
Fully disabling the stability and traction control safety nets is a onebutton process. It does take a bit of a deep stab at the throttle to nail a perfect rev-matched downshift, but the throttle is still properly responsive and it’s easy to drive this car smooth. Or in anger, when the exhaust note is nothing short of intoxicating. And what you hear isn’t electronically manipulated or amplified by any speakers whatsoever.
Of course, the soundtrack is just part of what the Nismo trimmings offer. It’s a fairly complete package; you get a few mechanical bits, including the aforementioned power bump and exhaust system, plus beefedup brakes peeking through a set of lovely 19-inch split five-spoke alloy wheels and Dunlop summer rubber, and a laundry list of chassis tweaks, including upgraded springs and dampers, and more bracing. They add up to a bit of a harsh and noisy ride, but come on, when you’re driving a sports car, compromise is often the name of the game.
You also get a few showy bits, including a body kit, which is not as shouty as you’d think, and the ducktail-style spoiler is reminiscent of a Porsche 911 Carrera RS 2.7. There are a few neat touches inside, including a red stripe atop the steering wheel and a pair of lovely (but manually adjustable and non-heated) Recaro seats. It’s a fairly cohesive package, striking a solid balance between meaningful performance upgrades and properly aggressive looks.
Drawbacks? Well, there are a few. Sit down, this might take a while.
The Z Nismo shows much of its age inside. It cocoons you rather well — as a sports car should — but the infotainment system is dated and not as intuitive as others out there. You’ve got Bluetooth, USB connectivity, GPS navigation and a radio, and, er, that’s about it. No Apple CarPlay or Android Auto here. On the flip side, the physical buttons to adjust the infotainment, radio and HVAC systems are an absolute breeze to use.
Active safety features aren’t exactly a priority for the Z, either. The standard rear-view camera is useful, considering the view out the rear is all but useless, yet that’s about it. No reverse sensors. No blind-spot monitors. No automatic braking. No adaptive cruise control. No 360-degree camera, unlike other Nissans. You’ll find more standard kit on a loaded Qashqai. It’s either a blessing or a curse, depending on how you look at it.
And then there’s the price. The Z Nismo costs just over $48,000, and it comes one way: fully loaded. At this point, $48K buys you a lot in the six-cylinder, two-door, rear-drive, sporty car realm. However, few of those competitors offer a driving experience as direct as the Z. As a cohesive whole, the Z is a breath of fresh air; it’s an aged track warrior that’s refreshingly simple, rewarding, mechanical, and one that can still fight.
Admittedly, the Nismo kit is certainly tantalizing, but the price tag is a serious detractor. Instead, you’ll want the base Z. Starting at $29,998, the car is a blank canvas, waiting to be transformed to suit exactly what the driver wants. Fewer and fewer cars today deliver on that promise, and when the 370Z as we know it is gone — whether it evolves into some sort of turbocharged coupe, adapts a hybrid powertrain, or heaven forbid, disappears from Nissan’s lineup altogether — it will be sorely missed.
If you can believe a report in the U.K. magazine the unthinkable will be happening in 2021 — Ferrari will be building its first SUV.
The magazine says “sources” confirm the project is already underway in Maranello and even has its own code name — the F16X — which is being developed alongside the next-generation GTC4Lusso. It’s expected the taller five-door will have allwheel drive, aluminum architecture and even suicide-style rear doors; instead of a V12, sources say Ferrari is looking at a V8 and a hybrid powertrain.
Ferrari CEO Sergio Marchionne has previously stated — rather emphatically — that the Italian company would never build a crossover-style vehicle. But with Aston Martin, Lamborghini, Maserati, Bentley and Rolls-Royce all producing (or about to produce) a luxury SUV, the segment is just too lucrative to pass up.
Adding an SUV to the lineup could potentially double Ferrari’s sales, which are currently at 8,000 per year with its road cars.