2009 Nissan 370Z

Nissan’s handsome 240Z sports coupe was far more successful than the 2000 roadster (both badged “Datsun,” which was Nissan’s North American brand name then), its somewhat ungainly, British MGB-like predecessor. It hit the U.S. market in the fall of 1969 powered by a 2.4-liter in-line SOHC six. It rolled on a four-wheel independent suspension with front disc/rear drum brakes and carried an appealingly low price tag compared to contemporary European sportsters. The popular Z grew larger, more powerful, more luxurious and more expensive through four generations before being dropped in 1996. But Nissan brought it back for 2003 as the all-new 350Z—and this new 370Z replaces that for 2009. It sports a shorter wheelbase, more lightweight materials, a new, more powerful and more fuel efficient V-6 engine, a new high-quality interior and new available technology.

Redesigned Exterior

At 167.1 inches overall, this new Z is 2.7 inches shorter on a four-inch tighter (100.4-inch) wheelbase compared to the previous model, while overall width is increased by 1.3 inches and rear track by 2.2 inches. The body structure is stronger and more rigid, and the door panels, hood and rear hatch are lightweight aluminum. Sitting 0.3 inches lower than its predecessor, the 2009 Nissan Z projects a more aggressive and purposeful stance.


The 370Z’s taut new skin is fresh but evolutionary, with a dramatic cantilevered roof and some heritage 240Z styling cues. The drag coefficient remains at 0.30 (0.29 with the Sport Package), with zero lift front and (with the available rear spoiler) rear. Deep hood character lines continue over the roof, and the boomerang-shaped (auto on/off) HID xenon headlamps are complimented by matching taillamps that curl down around the rear hatch and deck and forward into the widely flared rear fenders.

Modern Interior

The two-seat cockpit is built around a deeply scooped instrument panel arranged in “layers.” The “information layer” offers enhanced instrument visibility and, as before, the (larger) gauges adjust up and down with the steering column for full visibility in any position.


The “operation layer” includes the shifter, switchgear and steering wheel, the latter a new 3-spoke oval design with baseball stitching, improved thumb grips and palm-rest areas for better feel. Both shifters are redesigned, and the manual version is specially padded for improved accuracy in diagonal shifts and a softer feel in fore-aft motions.


The “holding layer” includes the seats, kneepads and door trim. The standard cloth buckets have multiple (8-way driver/4-way passenger) manual adjustments, both have anti-slip seating material, and the driver’s seat has an improved frame for better cornering support and lower thigh cutouts for more effective pedal operation. The glove compartment now has a lock, and rear cargo capacity and accessibility are much improved thanks to removal of the previous-model’s rear strut brace. A new shelf area behind the seats is handy for briefcases, among other things, and the Touring model has a retractable cargo cover.

Addictive Performance

Excess weight adversely affects every aspect of performance, Nissan engineers worked diligently to trim weight not just from the body but in every possible area, including the fuel tank, the exhaust system, the wheels and even the audio system—an estimated 225 pounds in all. Despite the new Z’s enhanced body structure, added technology and new safety features, Nissan says the net reduction is roughly 95 pounds vs. the comparable 350Z.