This is not my cup of 370Z. I know that Nissan--any car company for that matter--has to put an automatic transmission into its cars to garner sales in the increasingly manual-trans-unable populace. That doesn't mean we have to like it, or embrace it, or even appreciate it. I was passed at one point by a guy in a true Z, probably a 2008 350Z, rowing through gears of the short-throw box in his car, while I was left clinging to a couple of paddle shifters linked to a slushbox. Depressing.
All the same, the car is a fun runner, clipping through the gears and winding up nicely to redline. That combined with the taut Z suspension and precise steering means the car remains a lot of fun, but with a quiet, nicely upholstered side that might almost allow someone to make a phone call while driving. In a Z, that just should not be a consideration, but in this one, it is. Sad.
It'd be way too much money, but what this car really needs is that sweet dual-clutch gearbox from the stellar GT-R. But its chances of being saddled with a CVT are probably better.
EDITORIAL ASSISTANT JONATHAN WONG: Yep, leave it to a slow automatic transmission to dampen a party. Walking toward our Monterey blue test car with the new, crisper sheetmetal, you can't help but get excited. That is until you get in and see the automatic shifter. End of party. As Bob points out, almost every sports car offers a gearbox for people that don't know what to do with a third pedal. Nissan's plan of attack here is a traditional automatic, which will drive car enthusiasts nuts. For the secretaries of the world, it probably would be just fine. The driver in me prefers the six-speed manual with the sweet SynchroRev Match system.
The new car with a smaller wheelbase, lighter curb weight thanks to the use of more aluminum body panels and larger 3.7-liter V6 are clear signs of progress for the Z. It's simply a more refined package that darts around town with more composure to provide the driver with more confidence and a more fun-filled driving experience.
Chassis balance is great, and I was able to still kick out the rear when I was manually selecting gears via the paddles. Throttle control is smooth, and with correct steering inputs, it's a riot throw around. Steering response is quick with OK weight, and the brakes are strong and grabby.
Seven speeds in the transmission are nice for an automatic and will surely provide better fuel economy, but when manually selecting gears, the response was depressingly slow.
The interior was subject to big improvements, too. The door panels are trimmed with soft suedelike inserts, the center stack is covered with a very nice soft-touch pleather material with stitched trim, and all the plastics look great. The bucket seats were very comfortable and offer lots of support to hold you tight when you're chomping at the bit.
This updated Z car is the best yet. Yes, the automatic is a snore, but it should suit automatic-equipped sports-car shoppers just fine.
2009 Nissan 370Z Touring
In Fleet: June 4-18
As-Tested Price: $36,865
Drivetrain: 3.7-liter V6; RWD, seven-speed automatic
Output: 332 hp @ 7,000 rpm, 270 lb-ft @ 5,200 rpm
Curb Weight: 3,314 lb
Fuel Economy: (EPA/AW) 21/21.9 mpg
Options: Illuminated kick plates ($200); carpeted floor mats ($115)
All the same, the car is a fun runner, clipping through the gears and winding up nicely to redline. That combined with the taut Z suspension and precise steering means the car remains a lot of fun, but with a quiet, nicely upholstered side that might almost allow someone to make a phone call while driving. In a Z, that just should not be a consideration, but in this one, it is. Sad.
It'd be way too much money, but what this car really needs is that sweet dual-clutch gearbox from the stellar GT-R. But its chances of being saddled with a CVT are probably better.
EDITORIAL ASSISTANT JONATHAN WONG: Yep, leave it to a slow automatic transmission to dampen a party. Walking toward our Monterey blue test car with the new, crisper sheetmetal, you can't help but get excited. That is until you get in and see the automatic shifter. End of party. As Bob points out, almost every sports car offers a gearbox for people that don't know what to do with a third pedal. Nissan's plan of attack here is a traditional automatic, which will drive car enthusiasts nuts. For the secretaries of the world, it probably would be just fine. The driver in me prefers the six-speed manual with the sweet SynchroRev Match system.
The new car with a smaller wheelbase, lighter curb weight thanks to the use of more aluminum body panels and larger 3.7-liter V6 are clear signs of progress for the Z. It's simply a more refined package that darts around town with more composure to provide the driver with more confidence and a more fun-filled driving experience.
Chassis balance is great, and I was able to still kick out the rear when I was manually selecting gears via the paddles. Throttle control is smooth, and with correct steering inputs, it's a riot throw around. Steering response is quick with OK weight, and the brakes are strong and grabby.
Seven speeds in the transmission are nice for an automatic and will surely provide better fuel economy, but when manually selecting gears, the response was depressingly slow.
The interior was subject to big improvements, too. The door panels are trimmed with soft suedelike inserts, the center stack is covered with a very nice soft-touch pleather material with stitched trim, and all the plastics look great. The bucket seats were very comfortable and offer lots of support to hold you tight when you're chomping at the bit.
This updated Z car is the best yet. Yes, the automatic is a snore, but it should suit automatic-equipped sports-car shoppers just fine.
2009 Nissan 370Z Touring
In Fleet: June 4-18
As-Tested Price: $36,865
Drivetrain: 3.7-liter V6; RWD, seven-speed automatic
Output: 332 hp @ 7,000 rpm, 270 lb-ft @ 5,200 rpm
Curb Weight: 3,314 lb
Fuel Economy: (EPA/AW) 21/21.9 mpg
Options: Illuminated kick plates ($200); carpeted floor mats ($115)
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