Nissan 370Z: Updated for 2018, but you'd never guess...

By Martin Pretorious

In the automotive world, 8 years might as well be a century. Let's reminisce about the motoring landscape, back in 2009: Almost everybody, from Audi to Volvo, offered some form of naturally-aspirated 6-cylinder powertrain, electric power steering was mostly the preserve of economy cars, and manual gearboxes were still the choice of keen drivers.

But then downsizing hit us like a slap with a wet towel, suddenly turning the large-displacement engine into a thing of the past. At the same time, manual transmissions made way for super-efficient (but ultimately less involving) dual-clutch automatics. In this context, the Nissan 370Z is very much a relic from a bygone era – not because it's all that primitive, but because technology has moved in a completely different direction since it first arrived at the end of the atmospherically-induced 6-pot's heyday.

It hasn't changed all that much...

Barring a minor facelift in 2011, the 370Z is still much like it was at its initial launch. There's a big V6 up front, sending power to the rear wheels through either a 6-speed manual gearbox (or an available 7-speed automatic), with a limited slip differential to take care of torque distribution There are only two seats and a rather cramped luggage compartment under a gigantic fastback tailgate – almost exactly as it was with the first Z-car, the 1969 240Z. If ever a modern car was an unashamed retro throwback clad in modern metal and plastic, the 370Z is it.

Facelifted details

For the 2018 model year update, we're seeing some fairly modest changes. Both front and rear light clusters now have darkened detailing, the rear diffuser is painted black, and the door handles have a new metal finish. There are also new 19-inch alloy wheels, and you can order a lovely new metallic red paint job – the latter really makes a world of difference, because it shows off the 370Z's distinctive styling to quite dramatic effect. Mechanically, the only change is an upgraded clutch, courtesy of the tuning firm EXEDY. And finally, the addition of Active Noise Cancellation alleviates a major point of criticism of previous Z-cars, by reducing noise intrusion from those fat tyres.

Inside the cabin

There isn't much to report here, because nothing has actually changed. You still get two low-mounted bucket seats (with electric adjustment for reach and rake), separated by a rather bulky centre console, and a whole plethora of buttons on the dashboard. Forget about an all-in-one user interface: the air-con, infotainment and car functions all have their own, dedicated controls. Speaking of the infotainment: it has USB- and Bluetooth functionality, a 7-inch touch screen, sat-nav, and displays the view from the rear parking camera, but there's no Apple CarPlay or Android Auto integration, let alone wireless charging or internet connectivity. No matter, because this is supposed to be a driver's car, not a mobile coffee shop.

Driving the 370Z

Punching the console-mounted start button brings the 3.7-litre V6 to life with a muted bark. Stemming from Nissan's VQ engine family, its lineage can be traced back to the mid-1990s, albeit with some updates along the way. The VQ engine has seen duty in diverse cars ranging from the Navara bakkie to some Infiniti models, but it receives a rather sporty tune for use in the 370Z. Peak power of 245 kW only arrives near the top of the rev range (7000 r/min), and torque (363 Nm) peaks at a lofty 5200 r/min.

These figures suggest a rather peaky nature, and the driving experience supports this impression. There's an acceptable spread of torque from low down, but it really needs to be wrung out to do its best work. Quoted performance figures are still decent, with the 0 – 100 km/h sprint dispatched in 5.3 seconds and a top speed of 250 km/h, but getting there is a far cry from the current idiom of simply riding a wave of turbo charged torque – you have to work the 370Z hard to get to that sporty performance.

A choice between two gearboxes, but it's the manual you want

Fortunately, the manual gearbox has a reasonably accurate shift action, and the clutch take-up is nicely weighted and progressive. As for the automatic, there are seven gear ratios to work with (with steering column-mounted paddles), but it dulls the 370Z's engaging driving experience to the point where it should really only be the choice of poseurs and the very lazy.

Nissan 370Z handling and road-holding

You'd expect a rear-wheel drive coupé with a short wheelbase to be agile and sporty, and the 370Z doesn't disappoint in this regard. It turns sharply into corners with minimal body roll, and then proceeds to stick resolutely to the tarmac. The hydraulic steering provides clear information about the grip under the front tyres, and the rearward seating position allows the driver to feel exactly what the rear-end is doing.

In more extreme driving, the stability control system cuts in to restore some order, but even with it switched off, the 370Z has loads of road grip (partly due to those wide tyres) and predictable responses.

Ken Block imitators will find that power slides and drifts are also on the menu, but to draw such antics from the chassis requires a deft hand and lightning-quick responses – when the rear wheels let go, they do so very quickly and could become a handful to get back in line. The ride quality is on the firm side of comfortable, but doesn't become unbearable on rougher surfaces. Overall, the 370Z strikes a decent balance between general usability and sporty handling.

Decidedly old-school flavour

In the modern automotive context, the 370Z shows its age somewhat. It starts with that non-boosted engine, which delivers power in direct proportion to the throttle position and engine speed. The dampers aren't adaptive, and there are no selectable modes to tailor the power steering to the driver's preferences. In fact, the only gadget is Syncro Rev-Match (in the manual derivative), which automatically matches engine- to road speed during gear changes.

The same applies to the safety systems: yes, there are 6 airbags and stability control, but forget about automatic emergency braking, lane-keeping assistance or blind spot monitoring. This is actually good news, as it makes for a simple, analog interaction between the driver and the car. There's no need to fight through a fog of electronic driver aids to feel what the car is doing - progress is entirely a function of the driver's ability and willingness to work with the car. It's a refreshing change from today's crop of over-regulated driving simulators which masquerade as cars.

Verdict

As one of the few traditional, relatively simple sports cars still available in the modern era (the other being the much less powerful Mazda MX-5), the 370Z represents a welcome relief from the current, over-complicated norm. It's a car for drivers who still want to feel like they are part of the action, instead of relying on computers to smooth over ham-fisted inputs and flatter the incompetent.

The 370Z is definitely an anachronism in today's increasingly digital world, and it's all the better for it. It's even relatively affordable for a sporting machine, with a starting price of R 661,900. A driver's car first and foremost, it's a reminder that fun doesn't have to cost a fortune. In a world of immaculately groomed, politically correct transportation pods, the 370Z proudly flaunts the hair on its chest - it's one of the few remaining bad boys on the block, and a welcome reminder of the way sports cars used to be...