First impressions aren't good, at least if you're looking for a pared-to-the-bone performance car like the 2009 Nissan 370Z Sport we tested back in July. The interior in this car looks like it came from Infiniti, which the Navitainment system and 7-speed automatic gearbox with paddles actually did. Then there's the seats, they're heated and cooled in addition to power adjustable and part covered in leather, part in a swishy net material.

Weight is also up by 135 Lbs over the coupe and the soft top is now operated by a transmission tunnel-mounted button rather than folding manually.

So two pedals, more weight, luxury interior, power top. This is a poseur's car then, right? Wrong. Despite offering the ability to cool your hot ass while letting your hair blow in the wind, the 370Z Roadster is still a driver's car. Click through the gallery below to find out why.

Exterior Design: ☆☆☆

We gave the coupe a four star rating and, while this new roadster loses the 350Z's incredibly awkward soft top proportions (remember that long deck lid?) losing the top is less than flattering to the 370Z's over the top detailing. Where the cantilevered roof on the coupe nicely offsets the wildly flared rear arches, top off these look far too big for the rest of the cars proportions. The same can be said for the door handles and taillights. They work on the coupe, but not without the roof. It's still a decent looking car, just in an awkward kind of way.

Unfortunately, I managed to park the Z under a tree full of loose-boweled birds shortly before I took these pictures. Since no one wants to see a red convertible top completely covered in green shit, we can't bring you top up photos.

Interior Design: ☆☆☆☆

"Touring" trim really dresses things up inside, not only are the materials now of a quality befitting a $45,840 car, but the spot-on relationship between the position of the seat, pedals and wheel is carried over from the coupe. Forward vision remains unparalled for a front engine car, even if what little rearward and rear 3/4 vision that exists in the coupe has now completely dissappeared, even with the top down. Infiniti details like the partially leather-wrapped shift paddles and large screen for the navigation and entertainment systems really move the interior up a notch.

Performance: ☆☆☆☆

We gave the Coupe a five-star rating, saying "4.7 seconds to 60 MPH is damn good for a $30k sports car." Unfortunately, 5.1 seconds to 60 MPH is slightly less impressive for a $40k roadster. It's not that the gearbox is bad, it's actually one of our favorite automatics, but it does carry with it a small performance deficit. Where the manual tranny car will spin the wheels under hard acceleration in third, the automatic will only do that in second gear. Despite being a torque converter auto, manual shifts occur rapidly the instant you select them, no annoying delay between selection and actuation as in the $200,000 Mercedes SLS AMG. Most automatics with six or more speeds also tend to stick themselves in the highest possible gear the second you lift off the throttle in the vain pursuit of fuel economy. The means that when you do ask for power again, it takes two to three shifts before actual acceleration occurs. The 370Z shares its auto with the 2009 Infiniti G37 Convertible and neither car wants to upshift when you don't want it to. Thank you Nissan for making your automatic do what it's supposed to.

The rest of the nice stuff we said about the Z coupe's performance still applies to the Roadster. Peak torque (270 Lb-Ft) arrives at 5,200 RPM and peak power (332 HP) at 7,000. That might not sound hugely flexible, but there's now plenty of power and torque throughout the rev range, even low down.

Ride and Handling: ☆☆☆☆

We gave the coupe five stars for handling and three stars for ride and, as far as we can tell, the Roadster performs identically to its hard topped brother. That means huge amounts of grip (over 1g on the skid pad is possible) and a very neutral chassis with neither under or oversteer present in huge amounts. You'll pay the price for the excellent responsiveness when it comes to driving over bumps. While there's no detectable scuttle shake or similar - typically the bane of soft tops - the springs and dampers are very firm. Poseurs may find their Bluetooth earpieces dislodged from their ears as a result. Buyer beware.

Toys And Tech: ☆☆☆

The Infiniti navigation system is excellent and simple to use thanks to the intuitive controls. Mercedes and BMW would do well to emulate it with the next generations of iDrive and COMMAND. But since this is the auto-equipped version it loses our favorite Z toy, the Syncro Rev Match throttle blipping thingy. Still, heated and cooled seats and a power top aren't to be sniffed at.

Value: ☆☆☆☆

There's really no other convertible at this price level that drives like a real sports car, so taking that into consideration, we're giving the Roadster one more star than the Coupe, which faces stiffer competition in its class.

Overall: 73%

An honest-to-god convertible sports car that's only compromise over the coupe is in the price, about $6,000 more than an equivalent 370Z coupe. Like the hard top, the 370Z Roadster raises the bar for performance convertibles both in terms of outright speed and, most importantly in driver involvement. We'd buy the coupe, but won't look down on drivers that will pay more to have messy hair.

Suitability Parameters: Who Should Buy This?

● Speed Merchants
● Fashion Victims
● Very Successful Hairdressers With A Need For Speed

Suitability Parameters: Who Shouldn't Buy This?

● Poseurs
● Penny Pinchers
● Golfing Grandparents
● People Who Can Live Without Their Hair Blowing In The Wind

Also Consider:

● Ford Mustang GT Convertible: Cheaper, slower and less fun, but it has four seats
● Audi TTS Roadster: Just as fast, less involving, poseurs only

● BMW Z4: wayyyyy more expensive, equally good to drive, folding hard top, looks like a clown shoe
● Infiniti G37 Convertible: same platform and drivetrain, more refinement and luxury, tiny back seats, more money

Vitals:

Model Year: 2010
Make: Nissan

Model: 370Z Roadster

Trim: Touring with Sport Package

Price, Base/As-Tested: $36,970/$45,840
Engine: 3.7-liter DOHC 24-valve V6
Horsepower & Torque: 332 HP @ 7,000 RPM, 270 Lb-Ft @ 5,200 RPM

Transmission: 7-speed Automatic

Curb Weight: 3495 Lbs

0-to-60: 5.1 secs

Top Speed: 155 MPH (limited) 

Crash Testing, Front/Rear/Side: N/A

Fuel Economy, EPA: 18/25 MPG

The 40th Anniversary Edition starts as a Sport Package 370Z with the manual six speed and adds a unique paint job, caliper color, wheel color, embroidered seats, as well as a numbered plaque, and a super fancy satin car cover. We wonder how much that cover costs in comparison to the original 24Z's $3,626 starting price.

Here's Clarkson's review and, just as importantly, the power laps of both cars. We know one of our mothers will be very disappointed.

Why You Should Buy the 2009 Nissan 370Z:
You have two hobbies: driving fast and catfish husbandry. You love sports cars and you're either single or have a significant other prepared to drive something much more practical. You want two things from your car: performance and handling. You like the idea of technology working for you, but you're convinced AWD is a conspiracy to up-sell Americans on something they don't need. You're prepared to keep a spare set of wheels with winter tires in the garage. You're confident in your driving abilities.

Why You Shouldn't Buy this car:
You enjoy driving but you're happy admitting you're not the best driver and want something you can fully exploit at sane speeds. You're a single parent with children. You don't enjoy driving but you like the image that comes with fast sports cars and need something to compensate for your lack of ability and willingness to learn. You're a middle manager from Scranton, PA and you just need reliable, respectable transportation. You still wish you could buy a Zenith television instead of that foreign crap.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: Yes
Hairdressers: No
Penny Pinchers: No
Euro Trash: Yes
Working Stiffs: No
Technogeeks: Yes
Poseurs: Yes
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: No
Sheiklets: No
Very Serious Businessmen: Yes

Also Consider:
• 2010 Chevy Camaro SS
• 2010 Ford Mustang GT
• 2010 Hyundai Genesis Coupe 3.8 Track
• 2009 Audi TT
• 2009 Subaru WRX STI
• 2009 Mitsubishi Lancer Evolution

Vitals:
• Manufacturer: Nissan
• Model: 370Z
• Model year: 2009
• Base Price: $29,930
• Price as Tested: $33,745
• Engine type: 3.7L DOHC 24-valve VVEL V6
• Horsepower: 332 HP @ 7,000 RPM
• Torque: 270 Lb-Ft @ 5,200 RPM
• Transmission: 6-speed manual w/SyncroRev Match
• Curb Weight: 3,232 Lbs
• LxWxH: 167.2" x 72.6" x 51.8"
• Wheelbase: 100.4"
• Tires: 245/40WR19 (front) 275/35WR19 (rear)
• 0 - 60 mph: 4.7 secs (manufacturer quoted)
• Top Speed: 155mph (limited)
• EPA Fuel economy city/highway: 18/26 MPG
• Jalopnik Fuel Economy: 11.9 MPG (hoon/non-hoon mix 80/20%)
NHTSA crash test ratings: N/A

Also see:
• 2009 Nissan 370Z, Part One
• 2009 Nissan 370Z, Part Two

Exterior Design: ****
For reasons we don't really understand, the 370Z's styling is strangely controversial. We think it's a hugely successful reinterpretation of the 350Z's basic proportions, now adding references to the original 240Z in the cantilevered roof. Referencing history rather than shamelessly copying it like the three American muscle cars. Details like the wildly flared fenders, harpoon headlights and silly door handles are a bit much viewed independently, but somehow combine to create a very appealing whole.

Interior Design: ***
This is where you feel the pinch, literally, of the swoopy exterior. While forward vision is extraordinary for a front-engined car, rear vision is virtually nonexistent and the blind spots over your shoulders are huge. I had to crawl into the trunk to find an angle from which I could see out of the dinky little rear 3/4 windows. Over the 350, material qualities and the design has improved considerably, but the Gameboy graphics-inspired clocks and over use of the Z logo are still pretty tacky. Ignore all that though, because the Z nails the fundamentals - supportive, manually adjusting, heavily bolstered seats and a good relationship between the wheel, pedals and gear lever. We just wish the steering wheel telescoped, because we can't quite achieve the wheel-in-lap driving position we prefer. Pack light, there's not much room.

Acceleration: *****
4.7 seconds to 60 MPH is damn good for a $30k sports car. Peak torque (270 Lb-Ft) arrives at 5,200 RPM and peak power (332 HP) at 7,000. That might not sound hugely flexible, but there's now plenty of power and torque throughout the rev range, meaning overtakes can be achieved without downshifts. Alternatively, downshift for the full experience anyways. Unlike a lot of modern engines, the power actually tapers off before the redline, meaning you won't find yourself constantly hitting the rev-limiter, thank you Nissan.

Braking: *****
14-inch discs up front and 13.8 rear on the Sport pack are reassuringly powerful and fade-free. Pedal travel isn't too long like in most passenger cars, nor too short as in some performance vehicles. The relationship with the throttle for heel and toeing is pretty good and the SyncroRev Match really helps smooth heavy deceleration.

Ride: ***
Better than the old model, but you're still riding in a stiffly sprung performance vehicle with optional 19-inch wheels and low-profile tires. High quality components in the suspension and fairly light forged aluminum wheels help a lot, low unsprung weight FTW.

Handling: *****
Also better than the old car, the 370Z is responsive, communicative and neutral - neither understeer or oversteer is hugely apparent. Hardigree and a few others have expressed concern that the Z is no longer really involving. The problem there is that it's very capable and the summer performance tires have an awful lot of grip (instrumented tests have reported in excess of 1 g on skidpads). Experienced performance drivers will find this rewarding, but those with a little lower skill level would probably do better in a car with narrower tires but an equally good chassis. Take a look at the Hyundai Genesis Coupe if you meet that description.

Gearbox: *****
Shifts are slick and short and clutch effort is a bit firm, but predictable. Combined with the SyncroRev Match system that perfectly heel-and-toes for you on every down shift and this is one of the best 6-speeds in the business.

Audio: **
The basic stereo is, well, basic. The bass is a little distorted and too strong and the overall cabin acoustics aren't exactly conducive to good sound either. Having said that, the exhaust note and intake roar sound damn good, but aren't quite up to 2010 Mustang GT levels of excitement.

Toys: ***
The SyncroRev Match is really the only toy here, but it's a good one. Just focus on driving, not playing with stuff in the cabin.

Value: ***
It kind of depends on what you're looking for. $32,930 for our Sport pack-equipped car is a hell of a bargain considering how fast and capable the Z is, but it's an impractical car with only two-seats and very little luggage space. That's a criticism that could be leveled at any two-seater. The Hyundai Genesis Coupe now offers most of the Z's performance in a more practical four-seat package with a real trunk for a few grand less.

Overall: ****
With the launch of the 2010 Camaro SS, 2010 Mustang GT and Hyundai Genesis Coupe, the Z has never faced stiffer competition, but the 370 has again raised the bar for performance coupes. Most people will probably argue that it's not fair to compare those cars to the Z and it isn't; it's much more capable than they are. Combine that performance with the new looks, new-found refinement and the sheer attention to detail found in the oily bits and shoppers looking for a fast, exciting car that they can just about afford need look no further.

Also see:
• 2009 Nissan 370Z: Part One

We typically bemoan any attempts to "assist" drivers with any form of computer chip. ABS? That's for girls. Stability control? The car might as well drive for you. Torque vectoring differentials and AWD? Run for the hills, the machines have risen.

So when we first found out about SyncroRev Match — a system that automatically matches revs on downshifts so you don't have to heel and toe — our response was predictably of the Luddite variety, saying it, "represents a further erosion of voluntary control and thus the skills necessary to go fast being removed from the driving experience."

The thing is, now that we've driven the Z, SyncroRev Match has totally won us over. While we enjoy heel and toeing when we're driving fast, we don't bother while sitting in traffic and most of the rest of the driving public won't either when they're trying to text/shave/eat/pee while driving. SyncroRev Match does and also unlike us, it matches revs perfectly 100% of the time. That means smoother driving all the time, but it's a particular benefit while driving fast. Since the perfect rev match is guaranteed, it leaves the driver free to focus on things like staying on the road or delaying turn in to the last possible moment. Of course, you can switch it off if you still want to show off.

Other technological advances on the Z tend less toward the gadgety side of things and more towards engineering. The 370 wears 200lbs more safety gear than the 350 it replaces, yet overall, it weighs only 33lbs more. Thank the extensive use of aluminum in the doors, hatch, hood and A-pillars for that. The engine now displaces more volume - as the name suggests its grown from 3.5 to 3.7 liters - and makes 26 more HP, now 332. More importantly, it sits 15mm lower, helping to drop the center of gravity closer to the ground for better handling. It also helps reduce the height of the hood, which is now so low that forward vision is on par with mid-engined vehicles. That new engine now sends its power to the rear wheels through a carbon fiber drive shaft that reduces inertial momentum, which increases responsiveness. Carbon can also be found on the radiator housing.

That engine now uses a variable valve event and lift system. Think of it as like VTEC, it boosts power at both low and high RPMS, but unlike VTEC, there's no noticeable step or kick in the power delivery, which runs seamlessly from around 1,900 RPM to the 7,500 RPM redline.

Unlike most other vehicles, this new 370Z is actually smaller than the car it replaces. Overall it's 2.7 inches shorter in length, but more importantly the wheelbase is a tenth of an inch shy of being four inches shorter, the rear track is wider by 2.2 inches and the overall height is now 0.3 inches shorter. Torsional rigidity at the subframes is also increased 30 percent at the front and 22 percent at the rear.

Double wishbone front suspension replaces the multilink setup on the 350Z reduces weight through the extensive use of aluminum, both forged and otherwise, while the four-link rear suspension is also lighter and stiffer than the setup it replaces.

The car you see here is equipped with the optional $3,000 "Sport" package, which brings that SyncroRev Match, 19" forged aluminum wheels with summer performance tires, a limited-slip differential and front and rear spoilers.

That's an exhaustive and incomplete list of the upgrades but, importantly, it results not only in a car that's not terribly more expensive than the model it replaces (you can still get a Z for under thirty grand) yet drives much, much better.

Where the old 350Z was pretty agricultural, with a harsh ride, boomy exhaust note and noisy interior, the new 370Z retains that essential character but moves it way over into the realm of acceptability. You could commute every day in the 370, take it on road trips or drive your mother-in-law around in it without her complaining. But to do so would miss the point because the 370Z was built to drive fast.

Even with the stability control on and while wearing Bridgestone RE050s, the Z will spin up the rear tires in first, second and third gear during a street launch, going on to reach 60mph in 4.7 seconds. That addictive power is always available, in any gear, by planting your right foot. We say addictive because you're going to have a hard time not using it at every opportunity. Driving the Z in traffic we found ourselves behaving like assholes, taking opportunities to undertake a single car just for the chance to accelerate. Never before has the humble modern V6 sounded more purebred than this one.

Any fears that the powerful, relatively light, rear-wheel drive Z would be an oversteering handful like the previous car aren't borne out driving this car on the road. Understeer is nearly complete in its absence, yet inadvertent tail out action is too. Sure you can still stomp on the throttle, but you're not going to be aggressively countersteering on ever corner exit. There's virtually no body roll.

Steering is sharp, if a bit heavy, but feel is good - another improvement - so that weight isn't a problem. We do wish the wheel telescoped in addition to moving up and down.

By now you're probably catching on to the fact that we really, really like the 370Z. But we have a reason for doing so. In an age of X6 Ms, GT-Rs and most other performance cars using technology to replace the need for a skilled driver, the Z still asks that its driver knows what he or she is doing, it's just ready to help them do it. That's the kind of progress these purists can live with.

Stay tuned for Part Two tomorrow.

Nissan Announces U.S. Pricing on 2010 370Z™ Roadster
– All-New Open-Top Z® Goes On Sale in September, Starts at $36,970 USD MSRP –
FRANKLIN, Tenn. (July 13, 2009) – Nissan North America, Inc. (NNA) today announced pricing for the all-new 2010 Nissan 370Z™ Roadster, which goes on sale in September at Nissan retailers nationwide.

The 2010 Nissan 370Z Roadster is offered in four models. The Manufacturer's Suggested Retail Prices* (MSRP) start at $36,970 USD for the 370Z Roadster 6MT and $38,270 USD for the 370Z Roadster 7AT. Also offered are two Touring models, which add a 6CD Bose® audio system, XM® Satellite Radio (XM® subscription required, sold separately), Bluetooth® Hands-free Phone System, HomeLink® Universal Transceiver, aluminum-trimmed pedals and power leather-appointed heated and cooled ventilated net seats. The 370Z Touring Roadster 6MT is priced at $40,520 USD and the $370Z Touring Roadster 7AT is $41,820 USD.

"The new 370Z Roadster offers more refinement, quality, performance and sheer driving pleasure than any Z® convertible that has come before – while retaining its great value positioning in the sports car segment," said Christian Meunier, vice president, Nissan Marketing, NNA. "Compared to the 2009 350Z Roadster, the new 370Z Roadster features 26 more horsepower and cleaner emissions from an all-new standard 3.7L with VVEL technology. The Z® Roadster also offers an all-new exterior design, refined interior, all-new auto-latching convertible top design, and technology not previously available on the 350Z Roadster, including Bluetooth®, XM® Satellite Radio and Nissan Navigation System with XM NavTraffic® Real-Time Traffic Information."

Nissan has previously stated its intent to release a hybridized version of its Fuga Sedan, which is the Infiniti M in the US, but if these sources are correct the plan is to drop it into the Z the following year. The system would centered around an NEC-sourced lithium-ion battery and an electric drive motor in parallel with the internal combustion engine, each getting their own separate clutch. The car would get plug-in capability which would help push the fuel economy up to a projected, and darn-respectable 35 MPG in combined use. If it comes to pass, the 370Z hybrid would be the first large scale hybrid sports car available and will make us rethink our hybrid smugness-o-meter. [370Z.com via Edmunds Straightline]

At 120 MPH in the 2009 Nissan 370Z my friend Dan calmly asks if we're going over 100 MPH, proving you can go fast without feeling fast. But where's the fun in that?

When Nissan reintroduced the Z to the U.S. in the form of the 350Z they didn't just resurrect a beloved nameplate, they reminded us of a time when you could have a fun and athletic Japanese car without spending a fortune or driving something that looked like an octopus.

For 2009, the 370Z improves on the previous model in almost every measurable category. With the increase in displacement comes an increase in power and torque, to 332 HP and 270 lb-ft, respectively. With that 26 HP boost comes a weight decrease of almost 100 pounds to a svelte 3,232 pounds.

It's also quicker, achieving 60 MPH in a scant 5.1 seconds (auto; the manual runs 4.7) thanks to the improved power-to-weight ratio and two new gearboxes. There's the 6-speed manual with SynchroRev Match downshifts, essentially mimicking the old heel-and-toe. Then there's the new, paddle-shifted 7-speed close-ratio automatic transmission. Normally, we wouldn't spend any time talking about the automatic transmission but, due to some bad karma, an autotragically-equipped Z is what we got.

Sadly, a lot of people are going to buy the car with this transmission. It appeals to people who want a sports car for looks and image, but neither have the time or inclination just to drive. I do like to drive rear-wheel-drive sports cars because they're the most fun, even for a driver like me.

This is why Dan and I ditched the city and our ladyfriends for the weekend, setting out for BFE Houston's rural Montgomery Country. Actually, we went further out than Egypt because, sadly, Egypt, Texas is now a suburb. Our mission? To find the two treasures of the thick Piney Woods of Texas: long stretches of unsupervised woods and BBQ sandwiches out of a shack.

In the dense suburban traffic between the city and the unspoiled woodlands a few of the vehicle's unfortunate quirks reveal themselves. The sharp, sculpted exterior and aggressively angular greenhouse make for a pleasant exterior but essentially rob the vehicle of visibility. Combine the low driving position with the lack of glass and the aluminum strut brace running behind the front seats acts sort of like a mid-mounted engine, obscuring rearward vision. Sadly, that doesn't translate to mid-engine-like forward visibility, which is more like a front-engine muscle car in that you have to look over the bulging hood to see the road in front, restricting vision further, which in turn restricts speed.

Finally, we make our way to the right road, as signified by the occasional passing biker and lack of driveways or cross streets. This is where the fun starts, where having lots of power going through the rear wheels, a well-tuned suspension and nothing better to do on a Saturday morning pays off. Or, at least, where it should pay off.

As mentioned, the new 370Z is better in almost every measurable category. The one subjective category where it fails to meet high expectations is giddy enjoyment. How can a car be better and simultaneously less fun? It's a philosophical difference because, as is, the new Z is a great car.

It's the difference between President Obama and President Clinton. Both are liberal Democrats but the latter gave us sex/drugs/violence and the former just gives us macroeconomic policy lessons. Drama makes for awesome television, competence doesn't.

Compared to the ubiquitous 3.5-liter VQ V6 in the 350Z the rush of awesome-yet-fleeting power has been replaced with a stronger, yet flatter power curve from the new 3.7-liter V6. Run through the well spaced 7-speed, this allows me to avoid hitting the shift paddles every 10th of a second. This is "better" but unrewarding. I want to launch my pelvis backwards into the persimmon-colored seat all at once, but this new Z wants to deliver a faster, but controlled and prudent experience.

The handling has also been improved from the previous version with a new double-wishbone front suspension and lighter/firmer parts all around. Paired with precise steering the new Z takes to the corners like a scalpel, exhibiting almost no understeer nor much oversteer when pushed hard. Well, at least as hard as I can push it. There's barely a hint of roll and grip to spare. These are the ingredients for a great sports car but I don't want a scalpel. I don't drive to shave seconds off my lap time on this country road. I drive to break things. I want a sledgehammer.

Fearful of attracting police attention and a little disappointed with the experience, we head out in search of barbecue. We could use the built-in GPS system but, if you want good shack food, you wouldn't want a place you could easily find on a map. With little effort we find Holder's BBQ in Dobbin, Texas, home of the "Best BBQ sandwich in Montgomery County" according to the beaming and polite women behind the shack's window.

Boy, she wasn't lying. Slow-cooked beef with too much sauce drenched over pre-packed buns and served with extra salty fries never fails to disappoint. I start to think about what a Nissan engineer would do to make it better. They'd probably cut some size from the meat, which flows over the side of the sandwich and onto the plate. The bun, too, could be smaller. Oh, and they'd probably complain about Holder's having a sign shaped like a pig even though, inexplicably, they sell beef-based BBQ.

Maybe I'm too picky. Maybe some people don't like to eat off plastic trays or get sauce on their face. The new Z is better but, by being better, it's a worse car for a mediocre driver like me in search of thrills beyond just speed.

If your idea of fun is shaving seconds from your lap times around a sunny Nevada racetrack or you're an expert driver looking for a precise tool with which to exploit your skills, you'll appreciate the 370Z's stunningly competent performance. Just buy one with the 6-speed manual. It's also a great car if, like most buyers, you just want something that looks cool. But if, like me, you're only a mediocre driver and you're just looking for cheap thrills, then the new Z probably isn't the car for you. It's almost too competent for its own good.

The video is a little too well put together and the driving a little too good to be anything other than guerrilla marketing, but it's at least entertaining. It was purportedly filmed at an European testing facility and an appropriately track-suited Italian guy is the thief, though all of that is just background to the story line. Still, the donuts are good enough you can practically smell the tire smoke. [The 370Z]

Over the 2009 Nissan 370Z Coupe, the Roadster doesn't appear to lose anything but its roof. All the options, including the rev-matching 6-speed manual are present. Will the loss in structural rigidity and added weight impact the driving experience? We'll reserve judgment until we've driven one.

The Press Release follows:

At a Glance: 2010 Nissan 370Z Roadster

The all-new 2010 Nissan 370Z Roadster offers everything the new Nissan Z® Coupe does –
an unmatched balance of dynamic performance, sculptured styling, innovative technology
and exceptional value. And more. As in more classic open-air sports car excitement. More
sun, moon and stars. And more refinement than any Z® convertible that has ever come
before – including a standard automatic latching power top and Nissan Intelligent Key™, as
well as available heating and cooling ventilated net seats, Bluetooth® Hands-free Phone
System, satellite radio and advanced Nissan Navigation System.

The 2010 370Z Roadster is scheduled to go on sale at Nissan retailers nationwide in late
summer 2009.

Based on the current generation 370Z Coupe (introduced in January 2009), the Z® Roadster
shares its engine, transmissions, suspension, platform and most major components with the
popular and exceptionally well-reviewed Z® Coupe. The list of cutting edge technology
includes the standard 332-horsepower 3.7-liter DOHC V6 engine with Variable Valve Event
and Lift Control (VVEL), choice of 7-speed automatic transmission or close-ratio 6-speed
manual with available SynchroRev Match™ (the world's first synchronized downshift rev
matching manual transmission), refined 4-wheel independent suspension, 4-wheel vented
disc brakes (with available Nissan Sport Brakes) and lightweight yet rigid body structure.

The Z® Roadster departs from the Z® Coupe with its exclusive high back net seats, added
structural body reinforcements and convertible top. The 370Z Roadster's roof was designed
with an emphasis on three key areas: to provide a sleek silhouette matching the new Z®'s
stunning styling with the top up or down, to offer easy single-action open-close operation,
and to provide an enjoyable top-down experience with reduced wind turbulence and all-
climate driver/passenger comfort.

And, true to its sports car heritage, the Z® Roadster's interior is completely driver-centric,
with its three-layer design grouping items by how a driver sees information, operates the
controls and is held in place – so drivers feel completely connected and engaged whenever
and wherever they drive, top up or down.

The new 370Z Roadster is offered in two models: 370Z Roadster and 370Z Touring
Roadster. Highlights of the 2010 Nissan 370Z Roadster include:

Body:
• All-new high rigidity body with a dynamic presence and enhanced aerodynamics
• Authentic Z® sports car design and proportions with long hood and canopy cockpit
• Improved body rigidity for enhanced handling, NVH (noise/vibration/harshness) and ride
comfort
• Short wheelbase (100.4 inches) and length (167.2 inches); aggressive stance

- 2 -
- more -
• Cloth power-folding roof with fabric inner liner
• Single action top operation with automatic roof lock, steel tonneau cover
• Glass rear window with electric rear window defroster
• Fixed glass wind deflector
• Top operation available via Nisan Intelligent Key (button on door) or center console-
mounted switch
• Additional body reinforcements (versus 370Z Coupe), including A-pillars and side sills
• Lightweight aluminum hood, doors and trunk lid
• High Intensity Discharge (HID) bi-functional xenon headlights and LED brake lights with
distinctive "boomerang" design
• Signature vertical door handles, dual remote control mirrors
• Front fender-mounted "flashing" Z® emblems/sidemarkers
• Seven available exterior colors: Solid Red, Magnetic Black, Brilliant Silver, Platinum
Graphite, Pearl White, Monterey Blue and Black Cherry (premium color)

Engine and Driveline
• Front engine/rear-wheel drive
• Fourth-generation VQ series 3.7-liter engine, 24-valve DOHC V6 (VQ37VHR), rated at
332 horsepower @ 7,000 RPM, 270 lb-ft of torque @ 5,200 RPM
• Variable Valve Event and Lift (VVEL) system
• Micro-finished crankshaft and camshaft; small pitch, silent cam chain; drive-by-wire
throttle
• Available electronically controlled 7-speed automatic transmission with manual shift
mode, Adaptive Shift Control (ASC), Downshift Rev Matching (DRM) and standard paddle
shifters; or 6-speed close-ratio manual transmission with available SynchroRev Match™,
the world's first synchronized downshift rev matching manual transmission allowing
perfectly matched heel-toe-like downshifting
• Dual outlet exhaust
• Carbon Fiber composite driveshaft

Suspension, Steering and Braking
• 4-wheel independent multi-link suspension with use of lightweight aluminum
components
• Double-wishbone front suspension, rear multi-link suspension; 3-point front strut tower
brace; high response shock absorbers
• Large diameter front and rear hollow stabilizer bars
• Vehicle speed-sensitive power rack-and-pinion steering
• Available Viscous Limited-Slip Differential (VLSD)
• Power-assisted vented front and rear disc brakes, 4-wheel Anti-lock Braking System
(ABS) with Electronic Brake force Distribution (EBD) and Brake Assist (BA)
• Available Nissan Sport Brakes with 14.0-inch front/13.8-inch rear rotors and 4-piston
front/2-piston rear aluminum calipers
• 18-inch aluminum-alloy wheels and P225/50R18 front / 245/45R18 rear Bridgestone
Potenza RE050A tires
• Available 19-inch RAYS lightweight 5-spoke forged-alloy wheels with P245/40R19 front /
275/35R19 rear Bridgestone Potenza RE050A tires

Interior Features
• Enhanced, high quality interior with innovative, driver-centric "three-layer" design with
information, operation and holding layers
• 2-passenger seating, with unique driver and passenger seat designs and functions
• Driver's seat shaped to help hold the body firmly in place without interfering with
shifting
- 3 -

• Standard black woven "Carbon" cloth seats; 8-way manual driver's seat, 4-way manual
passenger's seat
• Available exclusive, second generation high-back leather-appointed ventilated net seats
with HVAC heating and cooling, 4-way power/4-way manual operation driver's seat/4-
way power passenger's seat
• Available synthetic suede and leather-appointed door panel inserts
• 3-bay gauge pods – similar to the original 240Z design
• Tilt steering column with integrated instrument cluster
• Adjustable front head restraints
• Standard automatic temperature control
• Leather-wrapped 3-spoke steering wheel with Z® emblem
• Wide center console
• Available Bose® audio system with 6-disc CD changer and 8 speakers (standard on
Touring model)
• Available XM® Satellite Radio (standard on Touring model, XM® subscription required)
• Available Bluetooth® Hands-free Phone System (standard on Touring model)
• Available Nissan Navigation System with XM NavTraffic® real-time traffic information
(XM® subscription required, sold separately), 9.3GB Music Box hard drive for digital
music storage and playback, and a USB port for iPod® and other music player
connectivity
• Nissan Navigation System enhancements (versus previous system designs) include four
times higher screen resolution, wireless music player audio streaming capability (via
Bluetooth®), on-board Zagat restaurant ratings database, in-dash DVD player and XM®
NavWeather® weather information display (XM® subscription required, sold separately)
• Power windows with auto one-touch up and down feature
• Power door locks with auto locking feature
• Available aluminum pedals (standard on Touring model)
• Available HomeLink® Universal Transceiver (standard on Touring model)
• Two 12-volt power outlets, three cupholders (two in door panels, one in center console)
• Standard cruise control
• Standard Nissan Intelligent Key™ with Push Button Ignition

Safety and Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags
with seat belt and occupant classification sensors
• Front seat-mounted side impact supplemental air bags
• Door-mounted curtain side-impact supplemental air bags
• 3-point front seat belts with pretensioners and load limiters
• 3-point ALR/ELR seatbelts (driver's seatbelt ELR only)
• Front seat Active Head Restraints
• Zone Body Construction
• Energy-absorbing steering column
• Aluminum side-door guard beams
• Standard Vehicle Security System
• Nissan Vehicle Immobilizer System
• Standard Vehicle Dynamic Control (VDC) with Traction Control System (TCS)
• Tire Pressure Monitoring System (TPMS)
- 4 -
4/09
Models
• 370Z Roadster offered in two models: 370Z and 370Z Touring
• Two available packages (370Z Touring only): Sport Package and Navigation

We drove both the V6 and V8 versions of the 2010 Chevy Camaro on Monday and, while we can't tell you about that till Friday, March 20th at 6pm (EST), we can take a look at how both Camaros stack up against the competition on paper. Will the clear bang-for-your-buck advantage translate to the driving experience? Check back Friday at 6:00 PM to find out.

All the models featured in this comparison are stock, base-spec vehicles. Where possible, manufacturer's official numbers have been used.




Photography credit: Wetzel Tucker

We have one thing to ask - Can we play the part of the passenger seat belt next time?

[didntyouhear via Sports Illustrated]

Nissan has already shown what the new 370Z roadster in an official patent office drawing, but they're decidedly boring. GlobalMotors has taken the game a step further and digitally replicated what ragtop version will look like in full frame.

Word is the roadster will be powered by the same 332 HP 3.7 Liter V6 found in the Z coupe. Expect it to show its toothy grin at the next New York Auto Show.

[GlobalMotors]

Customers can start placing orders for the new 370Z today, to do so, they’ll need to spend at least $29,930 for the base 6-speed manual transmission. The price then goes up to $31,230 with the 7-speed Autobox or $35,760 if you plunk down for the auto Touring model with leather seats.

There’s two options packages: the $3,000 Sport Package brings 19-inch wheels, sticky tires, front and rear spoilers, bigger brakes, the controversial SynchroRev Match system and the limited slip differential; the $1,850 Navigation Package ads satellite navigation, a 9.3 GB hard drive to store music on and an iPod interface.

Today also marks the start of a new ad slogan for Nissan, “SHIFT_the way you move.” Previous slogans used “SHIFT_” but with different phrases for each product.

Nissan's press release follows:

Nissan Announces Pricing on All-New 2009 370Z Coupe
Revised Marketing Tagline "SHIFT_the way you move" Also Revealed

FRANKLIN, Tenn. (Dec. 30, 2008) – Nissan North America, Inc. (NNA) gets an early start on the new year with the announcement of pricing of the all-new 2009 Nissan 370Z Coupe and a revised marketing tagline. The new Z® goes on sale today at Nissan dealers nationwide with a Manufacturer's Suggested Retail Price (MSRP)* starting at $29,930 for the 2009 Nissan 370Z Coupe equipped with a 6-speed manual transmission and $31,230 with the new 7-speed automatic transmission. The new Z® is also offered in a 370Z Coupe Touring model, which is priced at $34,460 with the 6-speed manual and $35,760 with the 7-speed automatic transmission.

Two option packages are offered: the Sport Package, priced at just $3,000, with 19-inch RAYS forged wheels and Bridgestone Potenza tires, aerodynamic front and rear spoiler, larger Nissan Sport Brakes, SynchroRev Match (6-speed manual transmission only) and Viscous Limited Slip Differential; and the Navigation Package, priced at $1,850, with Hard Drive-based Nissan Navigation System, 9.3GB Music Box Hard Drive and Interface System for iPod®.

As the most powerful Z® ever produced, the new 370Z hits dead center in the sports car "sweet spot" of performance, design and value – with less weight, more power and enhanced handling, quality and style. With a standard 332-horsepower 3.7-liter V6, choice of two advanced transmissions and a full array of driver-oriented interior features, the new 370Z is designed to be one of the top performance values in the world.

Also today Nissan announced the rollout of a revised marketing tagline: SHIFT_the way you move. Previously, SHIFT_ was used with multiple complement words, which varied by product or media application. The move to one set phrase "the way you move" reflects alignment of the direction Nissan is taking to meet changing consumer needs and wants.

"SHIFT_ has always been the core of Nissan's DNA. It is rethinking the ordinary, changing your point of view, and being original, forward thinking and challenging," said Christian Meunier, vice president, Nissan Marketing, NNA. "Our commitment to the philosophy of SHIFT_ has become even more critical as we look to the future and the pressures of economic and environmental change that are affecting consumer behavior in how they interact with and impact the world."

All Nissan national marketing materials will include the new SHIFT_the way you move tagline beginning in January.

[via Nissan]

This commercial for the new 370Z is a far cry from The Run promotional video made for the debut of the 350Z, but it's cool none-the-less. Just listen to the beautifully angry sounds made from the VQ37VHR 3.7-liter V6 and you'll agree it's almost as good as The Kinks.
Hat Tip to A. Kaiser!

[via The 370Z]

Heel and toeing is the confusingly named term for using your right foot to hit both the brake and gas pedals while downshifting. The idea is to match the engine revs to what they’ll be in the lower gear before you release the clutch in that gear, all while braking to slow for a turn. If you get it right, the shift into the lower gear (or gears, it’s most rewarding doing this as you shift down through two or more gears) is incredibly smooth and allows you to brake later and harder as you turn into the corner. This means more speed, less chance of spinning and an easier time for your engine and transmission. Before racecars went all paddle shifty, you had to heel and toe or you’d blow up the engine.

Sound complicated? That’s because it is and that’s where the new-for-2009 Nissan 370Z comes in.

When you downshift, it uses the ABS sensors to read the speed of the tires, compares that data to the speed of the engine and the gear being selected, and then actuates the electronic throttle to bring the revs up to the appropriate level. It does all that faster than a human driver could, guaranteeing perfectly rev-matched downshifts every time. This means that, as long as you know how to drive a stick, you’ll look like and sound a heroic racecar driver every time you get behind the wheel.

By now, if you’re in the majority of casually enthusiastic drivers, you’re thinking this sounds pretty good. It’ll help you go faster, be safer while doing so and, most importantly, look good. The problem is that if you’re a hardcore driver, you’ve spent years developing the ability to heel and toe and don’t want to share it with the everyman, nor have it done for you. The system does have an off-switch, allowing keen drivers the ability to challenge themselves, but it does represent a further erosion of voluntary control and thus the skills necessary to go fast being removed from the driving experience.

[Source: Nissan]