Right Product, Wrong Time

Nissan Motor Co. Ltd. delivers on its promise of affordable, stylish performance with the all-new '09 370Z coupe, but prospects for near-term success in this battered economy are not good.

The modern iteration of the Z car arrived in '03 and has been overdue for updating. Four years ago, a facelift seemed like a great idea in a coupe segment that lacked compelling entries.

But today, Americans are more concerned with putting food on the table than whether they can afford 332 hp and 0 to 60 (97 km/h) in under 5 seconds.

Even Peter Bedrosian, regional product manager for Nissan North America Inc., understands the challenges ahead. “The segment's been dropping like a rock,” Bedrosian says. “But this segment really responds to the latest and greatest.”

Yes, the sector is product driven, but it's saturated for now. Other vehicles in Ward's Middle Specialty segment are either all-new or have been recently refreshed, including the Dodge Challenger, Mazda MX-5 Miata, Mitsubishi Eclipse, Pontiac Solstice and Volkswagen Eos convertible.

Each of those vehicles outsold the 350Z in 2008. Sales for the segment-leading Ford Mustang topped the old Z by a 9-to-1 margin. The Z car suffered a 45.5% drop to 10,337 deliveries in 2008.

Plus, the much-anticipated Chevrolet Camaro launches this month, followed later in the year by a new Mustang.

The cards appear to be stacked against the 370Z. But a new day is dawning for Nissan's storied Z nameplate, and the spiffy new coupe is destined to pass some of its competitors, certainly on the highway and likely in the sales race.

Fans of the Z's taut sheet metal will appreciate that the styling language has not changed. With its pointed headlamps, the car still looks like a prowling feline.

While styling is a priority, equally important is performance, and a spectacular new transmission delivers it. In addition to the wonderfully capable 7-speed automatic with standard paddle shifters, the 6-speed manual for the first time offers synchronized downshift rev matching.

Optional “SynchroRev Match” allows even novice drivers to experience race-quality gear shifts by automatically adjusting engine speed to the exact speed of the next gear position, smoothing out harsh up/down shifts and blipping the throttle for a dash of Formula 1 aural magic.

Before electronics, enthusiasts achieved this feat on their own with a contorted maneuver known as “heel-and-toe” that places the right heel on the accelerator and the right toe on the brake.

With an unsynchronized manual gearbox, this difficult tap dance allows the driver to strike a proper balance between throttle and brake inputs, which are crucial to shaving seconds off lap times.

On road and track, SynchroRev Match works marvelously and will force the art of heel-and-toe shifting further into oblivion. For loyal practitioners, the system can be deactivated with a button.

The rear-wheel-drive 370Z gets its power from an updated version of Nissan's well-regarded 3.7L DOHC V-6.

This fourth generation of the VQ engine series produces 332 hp and 270 lb.-ft. (366 Nm) of torque and adds the efficiency-boosting Variable Valve Event and Lift system, which allows the engine to breathe easier at higher rpms. Specific output climbs from 87.4 hp/L in the previous car to 89.7 in the 370Z.

But this VQ doesn't feel that strong, and the razor-sharp throttle that has dazzled the industry for more than a decade has lost its edge. The horsepower and torque peaks require more rpms than the previous 3.5L V-6, and premium fuel is a must.

For the first time in 15 years, the VQ failed to make this year's Ward's 10 Best Engines list, partly because it has not kept pace with competitive 6-cyl. mills that are more refined and have used direct injection and forced induction to great effect.

The VQ remains a fine engine, and it is much quieter in the 370Z than in the old 350Z, which sounded like an M1 Abrams. Z car owners complained of the racket, and Nissan responds with a rigid structure that helps isolate the cabin, while adding new damping materials.

The well-balanced chassis holds steady in corners and exhibits minimal body roll. With a shorter wheelbase and broader application of lightweight materials, the 370Z is about 95 lbs. (43 kg) lighter than a similarly equipped 350Z.

Like its predecessor, the 370Z deploys a 4-wheel independent multi-link suspension, while the front end gets a new double-wishbone configuration.

Inside is evidence that Nissan had to keep a lid on costs. Some Z car customers prefer a bare-bones driving experience, but the base trim consists of coarse black fabric that collects dust and lint.

Some 60% of buyers are expected to spring for the Touring model, which adds power heated seats with synthetic suede and leather and satellite radio.

Now on sale, the base Z starts at $29,930 with 6-speed manual. The Touring Z with 7-speed auto goes for $35,760.

The 370Z pays homage to a legacy of Z cars that define Nissan. Volumes of the coupe won't make or break the auto maker, but the snappy good looks are sure to generate showroom traffic.

Z Gets Bigger Engine, Shorter Wheelbase for '09
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'09 Nissan 370Z Touring

Vehicle type: Front-engine, rear-wheel-drive, 2-passenger coupe

Engine: 3.7L DOHC V-6; aluminum block/heads

Power (SAE net): 332 hp @ 7,000 rpm

Torque: 270 lb.-ft. (366 Nm) @ 5,200 rpm

Transmission: 7-speed automatic

Wheelbase: 100.4 ins. (255 cm)

Overall length: 167.1 ins. (424 cm)

Curb weight: 3,314 lbs. (1,503 kg)

Base price: $35,760

Fuel economy: 18/26 city/hwy (13-9 L/100 km)

Competition: Ford Mustang, Mitsubishi Eclipse, Chevy Camaro, Dodge Challenger, Mazda RX8