In the automotive world, a sequel is rarely as good as an original. When Datsun debuted its Fairlady (240Z) in 1969, it was to critical acclaim. From a performance perspective the sports car ticked all the right boxes. It was light, agile and quick, but most of all it was fun to drive. Aesthetically speaking, it didn’t look half bad, either. No wonder J’s Tipo, one of Japan’s most revered classic and sports car magazines, continues to vote the Z-machine number one in its top 100 list of Japanese production cars of all time.

Since the 240, no other Z-car has managed to embody the spirit of the original. Weight (and we’re talking 'who ate all the pies?’ kind of weight here) got the better of the Fairlady, and by the time production of the fourth generation 300ZX model ceased in 2000, the car was definitely more of a grand tourer (a euphemism for overweight and lazy) than a bona fide sports car. But then came the Z33.

The fifth gen Fairlady, more commonly known outside Japan as the 350Z, flipped the script. Sure, the car was big, much bigger than the original in every respect, but it possessed the Z-factor. It was beautifully poised and balanced, powerful and, once again, fun to drive. The Z-car was back.

But that was 2002 and this is 2009. Seven years is enough time to lose a little focus, to perhaps put the feet up on the couch and maybe indulge in the odd pastry-encrusted, gravy-filled delight or 10.

But it didn’t happen. The new Nissan 370Z embodies everything great about the 350, and tips its hat to its great, great, great, great grandfather.

At 50kg lighter, 20kW more powerful and $4500 cheaper than its predecessor, the 370Z is a lean, mean machine, and that’s just on paper. Drop yourself into the low-slung, electronically controlled and heated leather driver’s seat and hit the start button and it’s something else.

Under the bonnet is the latest incarnation of Nissan’s celebrated VQ series engine. At heart the VQ37VHR is an all-alloy, DOHC 24-valve V6 good for 245kW and 363Nm, and with a quick stab of the gas it sounds every bit as sweet as the figures suggest.

Our Carbon Silver test car was fitted with the 7-speed automatic transmission, which matches the 6-speed manual version head-to-head in the power and torque stakes, and features a manual shift mode, selectable via the main shifter or paddles behind the steering wheel. Whichever option you choose, both are equipped with Nissan’s SyncroRev Match, a feature that automatically controls and adjusts engine speed, and blips the throttle on downshifts to mimic 'heal and toe’. It’s a world first for a production machine and, according to Nissan, was five long years in the making. It works pretty well, too.

To get a real taste of the 370Z, we pointed the muscular coupe due west and headed for the hills. With a wheelbase 100mm shorter than the 350Z (achieved by moving the rear axle forward), a track 56mm wider at the rear, and a 7.6mm decrease in overall height, the Nissan has an aggressive posture and is perfectly proportioned. An increased use of aluminium has helped to reduce kerb weight, and matched with a revised suspension setup that uses a double wishbone multi-link front arrangement and an independent multi-link rear, the 370Z’s handling is crisp and well balanced, if a little on the soft side. Get on the gas quickly out of a tight bend, and thanks to wide rear rubber and a viscous limited slip differential, it grips and goes. Switch off the VDC and drifts come neutrally.

In a straight line the Z impresses, with the standstill to 100kph sprint cracking the sub-five-second mark. Keep it pegged and you’ll run the quarter in around 13.5 seconds. There’s a wide powerband, too, with plenty of low-rpm punch that pulls strongly to the 7500rpm redline. When you need to stop, the sports brake kit has it covered with huge ventilated discs front and rear.

Performance aside, there’s no denying the 370Z’s staunch (if somewhat Porsche-like) appearance. Heavily pumped fenders front and rear house massive 19-inch forged alloys by Ray’s Engineering, and a front underbody spoiler and subtle rear spoiler do not detract from the lithe body lines.

Illumination takes the form of unique boomerang-shaped front Xenon headlights and LED tail lights, with the amber side repeaters cleverly housed within Z-badges on the front guards.

Inside, the cockpit is small and rear vision limited, but it’s a well-appointed space with leather trim and splashes of alloy.

Forty years after the 240Z broke cover, Nissan has created a package that offers the style and performance you’d expect from a Euro sports car, but at half or perhaps even a third of the price. This is a seriously good car, built on the same principles as the original Z. Better yet, it delivers a driving experience just as good as its illustrious ancestor’s.

2009 NISSAN 370Z – Specifications

Engine: Nissan VQ37VHR 3.7-litre DOHC 24-valve V6, CVTCS, VVEL, sequential multi-point fuel injection, 11:1 compression ratio
Driveline: 6-speed close ratio manual or 7-second automatic with manual mode, SyncroRev Match, carbon fibre driveshaft, viscous limited slip differential
Suspension/Brakes: Front — aluminium double wishbone multi-link, stabiliser bar, strut bar. Rear — aluminium independent multi-link, stabiliser bar, strut bar, aluminium subframe, ventilated discs — front/rear
Wheels/Tyres: 19-inch Nissan/Ray’s Engineering forged alloys, Bridgestone Potenza RE050A 245/40R19 front, 275/35R19 rear
Exterior: Front underbody spoiler, rear boot spoiler, Xenon headlights, LED tail lights
Interior: Leather heated sports seats, leather-bound steering wheel & shift knob, paddle gearshift controls (auto)
Performance: 245kW @ 7000rpm, 363Nm @ 5200rpm

Words: Brad Lord Photos: Adam Croy, Dan Wakelin

This article is from NZ Performance Car issue 153. Click here to check it out.