2nd Nissan 370Z THROUGH THE RANGE

Old-school coupé still has plenty of appeal, but is starting to really show its age in some areas

THE Nissan 370Z name is a familiar one, as the model has been on sale for nearly 10 years now, and while there have been updates over the years, it’s remained relatively unchanged.

It still has the same 3.7-litre V6 engine under the bonnet, which produces 324bhp at 7,000rpm and 363Nm of torque at 5,200rpm. When it came out the V6 wasn’t particularly remarkable, but those relatively high revs are rare these days in a world of turbo engines that promote low-down grunt.

In our tests the Nissan took 6.3 seconds to reach 60mph from a standstill, the same as its rival here. That was on a very wet track, which reduced off-the-line traction for both models, but once up to speed the 370Z’s power advantage meant it beat the MX-5 BBR from 30-70mph, taking 5.2 seconds to the Mazda’s 5.7 seconds.

Despite the Nissan’s more portly 1,496kg kerbweight, the extra torque means that above 70mph it starts to leave the MX-5 behind. But the long ratios hurt the 370Z’s in-gear times at more relevant speeds. It took 5.3 seconds to go from 50-70mph in fifth and 7.8 seconds to do the same in sixth; the BBR MX-5 took 5.1 and 7.2 seconds.

The gearbox feels more agricultural than the slick Mazda’s. Despite a new performance clutch, it’s still heavy, and it has a longer throw than its rival. It’s satisfying to use, and has a clever rev-matching function that can easily be turned off if you prefer to put in the work yourself. It’s a good gearbox but not a great one, especially next to the Mazda’s superb transmission.

The engine’s character is more old-school, as the lack of a turbocharger means you need to rev it hard to get the best out of it. It’s fun to do so, as the power delivery is smooth, predictable and comes with an enjoyable, howling exhaust note.

There’s lots of fun to be had in corners as well, thanks to the limited-slip diff at the rear. And the good news for keen drivers is that the traction control doesn’t cut in too harshly in either car, so you can enjoy the rear-wheel-drive layout.

The Nissan’s steering is heavier than the Mazda’s, but isn’t quite as quick. There’s a little more feedback from the 370Z’s rack, although not by a huge amount. While it feels agile, the car’s mass is apparent after spending time in the lighter Mazda; it just can’t match its rival’s agility. The 370Z rides more harshly than its rival here over rough roads, even with BBR’S stiffer springs fitted on the MX-5. It’s smooth enough once you start to bring up the speed past 40mph, though.

VERDICT

THE 370Z is fun to drive and we’re glad it’s still on sale. It’s a rarity in today’s world, but this naturally aspirated, rear-wheeldrive, manual sports car will put a smile on your face. A dated interior, higher price, poor infotainment and expensive running costs let it down, though.

Which trim level suits you?

THERE are only two trim level choices with the 370Z: the base model or this GT car – although there’s also a tuned-up Nismo version that gets a performance boost and a bodykit.

Specification is basic whichever car you go for, as the 370Z is designed around the driving experience above all else.

The entry-level car gets 18-inch alloys, climate control, xenon headlights and a rev-matching system for the manual gearbox.

Nissan is offering a large £5,000 deposit contribution, so if you put down £3,500 on a three-year, 36,000-mile PCP deal you’ll pay £297 a month. Move up to GT and that rises sharply to £416 a month.

For the extra money you get 19-inch alloys, sat-nav, a Bose stereo upgrade, leather seats and cruise control. But it doesn’t seem worth the significant extra outlay.