When you think roadster, you think form-fitting seats. They offer a flawless driving position, and the high beltline and low cushions create the sought-after effect. You feel connected to the car. The beautifully curvaceous seats keep you firmly in place thanks to their numerous adjustment possibilities. And if the sun ever shines too bright, they can cool your bum down with their ventilating system too. However, the engines powering this air-conditioning function are intrusively noisy even with the top down – though you quickly forget about it with the wind whipping through your hair.
A war machine
Though the 370Z is the evolution of the 350Z, i.e., it’s built on the same platform, we’re talking big variations on the theme. To liken the Z’s experience to that of a Porsche, the wheelbase has been shortened by 10 cm, the front track has been widened by 1.5 cm and, thanks to the high-profile rims, the rear track has gained 5.5 cm. The changes made to the spacers allowed for a 30% increase in torsional rigidity. The weight distribution remains the same as the coupe’s, with 54% resting on the front axle and 46% on the rear axle.
Nissan brought out the big guns for the Z – and hid them under the hood. Made up of 35% new parts, the excellent 3.7-litre VQ engine focuses on performance. However, due to the new laws of the market, it also has to concentrate on smoothness and restraint. In fact, it burns around 11% less fuel than the 3.5-litre number, achieving a combined average of 10.5 litres – though it’s always musically inclined. Its power has been bumped up to 332 ponies from 306. The red line has climbed to 7,500 rpm and allows for a wider band for the 270 ft-lb of torque. So tweaked, Nissan’s rocket is faster than the Porsche equivalent, hitting the 0-100 mark in 5.8 seconds compared to the Boxster S’s 5.9 (without PDK).
The secret army
Despite these impressive numbers, the true revolution here doesn’t necessarily lie with the engine, but rather with the complexity of the transmission. The carbon fibre gear shaft deploys the power to the rear wheels via a six-speed manual box. The shorter gears intensify driving enjoyment, while the lubrication reduces noise levels. Tick the Sport box, and you get to play with a little marvel, the Synchro Rev Matching system. No more complicated heel-and-toe racing manoeuvres, Nissan is taking care of things now. Gone are the days of engine braking that could cause the rear wheels to seize up and see you loose control if you hadn’t slowed you car down enough before downshifting. Downshifting in manual mode, the Synchro Rev Matching system blips the throttle, and it makes upshifting easier as well.
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| To liken the Z’s experience to that of a Porsche, the wheelbase has been shortened by 10 cm. (Photo: Nissan) |
A war machine
Though the 370Z is the evolution of the 350Z, i.e., it’s built on the same platform, we’re talking big variations on the theme. To liken the Z’s experience to that of a Porsche, the wheelbase has been shortened by 10 cm, the front track has been widened by 1.5 cm and, thanks to the high-profile rims, the rear track has gained 5.5 cm. The changes made to the spacers allowed for a 30% increase in torsional rigidity. The weight distribution remains the same as the coupe’s, with 54% resting on the front axle and 46% on the rear axle.
Nissan brought out the big guns for the Z – and hid them under the hood. Made up of 35% new parts, the excellent 3.7-litre VQ engine focuses on performance. However, due to the new laws of the market, it also has to concentrate on smoothness and restraint. In fact, it burns around 11% less fuel than the 3.5-litre number, achieving a combined average of 10.5 litres – though it’s always musically inclined. Its power has been bumped up to 332 ponies from 306. The red line has climbed to 7,500 rpm and allows for a wider band for the 270 ft-lb of torque. So tweaked, Nissan’s rocket is faster than the Porsche equivalent, hitting the 0-100 mark in 5.8 seconds compared to the Boxster S’s 5.9 (without PDK).
The secret army
Despite these impressive numbers, the true revolution here doesn’t necessarily lie with the engine, but rather with the complexity of the transmission. The carbon fibre gear shaft deploys the power to the rear wheels via a six-speed manual box. The shorter gears intensify driving enjoyment, while the lubrication reduces noise levels. Tick the Sport box, and you get to play with a little marvel, the Synchro Rev Matching system. No more complicated heel-and-toe racing manoeuvres, Nissan is taking care of things now. Gone are the days of engine braking that could cause the rear wheels to seize up and see you loose control if you hadn’t slowed you car down enough before downshifting. Downshifting in manual mode, the Synchro Rev Matching system blips the throttle, and it makes upshifting easier as well.
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| Made up of 35% new parts, the excellent 3.7-litre VQ engine focuses on performance. (Photo: Nissan) |