AGED TRACK WARRIOR STILL HAS SOME GUTS
Nissan Z is equal parts bark and bite, even if the bite isn’t as strong as it used to be
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 for the 2009 model year. 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.
Yet after slipping into the partleather, part-Alcantara cabin of the full-zoot 370Z Nismo, none of that matters.
Scoffing at the idea of turbochargers and direct injection, 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 the Z awakens with a guttural howl past 4,000 rpm. 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 you’d be hardpressed to 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 is pleasantly notchy and easily manipulated. The clutch lets you know exactly when it bites and pushes back on your foot just enough.
Fully disabling the stability and traction control safety nets is a one-button 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.
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 beefed-up 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.
Canadian-spec cars are available exclusively with a six-speed manual with rev-matching. Do yourself a favour and leave that doohickey off, though.
You also get a few showy bits, including a body kit and a ducktail-style spoiler. 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.
Drawbacks? Sit down, this might take a while.
The Z Nismo shows much of its age inside. It cocoons you rather well, but the infotainment system is dated and not as intuitive as others. On the flip side, the physical buttons to adjust the infotainment, radio and HVAC systems are an absolute breeze to use.
The rear liftgate exposes 195L of storage space and there are a couple of shelves and pockets behind the seats. Speaking of the seats, you’ll have a tough time squeezing your hand between the nook of the door and the seat to adjust it, so it’s best to make any adjustments with an open door.
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.
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.
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, it will be sorely missed.