This softer take on the Z-car might be just right for daily drivers
ROAD TEST EDITOR JAKE LINGEMAN: I came back from
This Nissan 370Z seemed much more restrained than the Nismo version we had a few months ago, and I guess it’s supposed to. The suspension was way more livable, with only the harshest bumps throwing it off course. The Nismo banged over any imperfections. Likewise, the steering was easier than the Nismo, too. This ratio seemed the same, or at least close to it, but the effort was way down. I said I liked that Nismo but couldn’t live with it every day. I could see someone living with this one; still not me, but I like it.
I also commented on the exhaust sound of the Nismo, and that it sounded much better than the last car … Less metallic or something. Well, that must be a Nismo thing because this one sounds a lot like last year’s car.
The 2016 Nissan 370Z comes standard with a 332-horsepower 3.7-liter DOHC V6 engine, but you have the choice of a six-speed manual transmission or a seven-speed automatic transmission.
Braking is smooth and linear, and pedal travel is minimal. There might be a tiny bit of nosedive, but nothing you’ll really notice. Power from the 3.7 is good throughout the rev range, and because it’s a little softer than the Nismo car, you’ll be going faster without noticing, so watch out for that. The shifter is a little big for my taste, and throws are medium length.
The seats are comfortable, and the bottom adjusts independently for a good driving position. I had plenty of headroom, but I’m 5’10”, so take that for what it’s worth. Visibility out of the rearview is not great. You sort of have to aim the mirror up a little bit to get the best view of the horizon.
The Nissan radio/nav setup is easy to use, as is the climate control. The tradeoff is space, and there’s not very much.
Overall, it’s much more livable than the Nismo. So if this is your only car, get this one, but if it’s your second car, get the Nismo. Or you could always get a 1-year-old Ford Mustang like I did. Any way you go, you won’t be disappointed.
The 2016 Nissan 370Z comes standard with a 332-horsepower 3.7-liter DOHC V6 engine, but you have the choice of a six-speed manual transmission or a seven-speed automatic transmission.
ASSOCIATE EDITOR GRAHAM KOZAK: My hot/cold relationship with the modern Z-car continues. This time around, I’m on Team Nissan — I had a much more enjoyable time cruising around in this low-option 370Z (it’s got … carpets!) than I did in the feature-rich 370Z Nismo I had earlier this summer.
Pinning this on the transmission would be the easy and obvious thing to do, and maybe the gearbox is the most likely culprit — the heavy clutch and clean, but not particularly short, throws of the six-speed manual setup, coupled with the very linear output of the V6, make this a satisfying driver once you learn to launch it smoothly. The 370Z has never been a particularly emotive car, and the Nismo felt a touch clinical with the automatic.
More than that, though, it feels better suited to the mildly sporty daily driving we might actually enjoy, rather than the hypothetical track days we rarely experience. The ride isn’t as harsh, nor is the stance; how much aerodynamic difference that honkin’ rear wing on the back of the Nismo actually makes, I can’t say.
The 2016 Nissan 370Z comes standard with a 332-horsepower 3.7-liter DOHC V6 engine, but you have the choice of a six-speed manual transmission or a seven-speed automatic transmission.
If you’re hunting for grip, go with the Nismo. There are no 10.5-inch-wide rear tires to back up your boy-racer enthusiasm and antics here. On dry pavement, taking a corner in second gear (but not too quickly, I promise), the rear end really, really wanted to break loose. Maybe I had a little more in the throttle than I thought at first, but all it took was that one quick shimmy to force me to realign my expectations.
Some of my least favorite parts of the 370Z cropped up again here; they’re all confined to the cabin. I struggled to find a comfortable seating position, and the steering wheel always seemed to be in the way of my knees (I’m 6-foot even, average build). The interior, which seems solidly assembled, is bland with lots of monochromatic plastic. There’s virtue in simplicity, but it could stand to be refreshed — especially when the competition isn’t exactly treading water. Still, I’m more willing to overlook these things on a $ 31,000 sports car than on one costing $ 48,000.
Er, wait — is the 370Z a sports car? I’m not entirely sure. Too small to really be a GT, a little heavy (both visually and by curb weight) to run with the likes of the Scion FR-S and the Mazda Miata, the 370Z is its own thing: a Z-car. And I can’t say I have a problem with that. At least this time around.
Options: Carpeted floor mats ($ 125)
