Product planners at Nissan see a distinct difference in the role of the newly arrived 370Z Roadster compared to the Coupe. The Coupe is all about high-performance driving and extreme dynamics. But the convertible, Nissan says, appeals to a buyer's softer side. The engine and chassis underpinnings on the Roadster are not much different from those that motivate the Coupe. But product manager Orth Hedrick is quick to explain that, in this segment, differences are more critical than similarities. "There's much more emphasis on luxury attributes with these owners," he says. We decided to take a drive to find out just how different the driving experience is in the newest drop top Z.
The Specs
Accordingly, Nissan's product planners made a crucial decision at the outset of the current generation Z-car project: This time, it was developed with a convertible version in mind from the beginning. As a result, many of the car's structural members are modular, able to accept either a lighter module for the coupe or a stronger sub-assembly for the Roadster.
Since welded-on plates and gussets were not part of the convertible conversion process, the 370Z Roadster is about 150 pounds lighter than the previous Roadster. It does weigh about 200 pounds more than the coupe equivalent, but that's a small price for the reported increases in torsional strength (40 percent for the front body and 45 percent for the rear body), and lateral bending resistance (10 percent for the front body and fully 60 percent for the rear body) when compared to the 350Z Roadster it replaces.
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Now almost 30 pounds lighter, the cloth soft top is stretched over an articulating frame that raises and stows itself tidily in around 20 seconds. The mechanism–developed and supplied by CTS, the Mercedes-Benz/Porsche affiliate–is now hydraulic, with a double-jointed linkage that helps stow the stack in a surprisingly small bay under the newly sculpted hard tonneau panel. Gone is the single manual latch found on 350Z models, and the operation is now a one-touch process.
The Drive
Even with our test car's Sport package (which adds 19-inch wheels, Potenza RE050 tires, a viscous LSD and better brakes), the structure felt commendably tight. Because of the fairly firm spring rates and shock valving, there was still some cowl and windscreen shiver on bumps, particularly when the car hit a series of alternating left-right surface protrusions, but it's tolerable.
Nissan spent much time in the wind-tunnel to meet a target of matching the Porsche Boxster's degree of cabin comfort with the top down. And the result (with the help of a glass wind blocker mounted between the roll hoops) is a relatively placid environment. More so because of how well-muted the exhaust note is.
With the top up, the car emits a pleasant six-cylinder purr, but we expected the soundtrack to pick up a bit with the cloth top doffed. Not so much, it turns out. Seems like sound regulations are tightening like a drying rawhide strip around the throat of sportscars. Even though we too are critical of anti-social exhaust noise, we think the new Roadster's pipes could be turned up a click.
If anything, powertrain refinement on this Roadster was even better than on the last 370Z Coupe, with clearly communicated clutch engagement, easily modulated throttle tip in, and a smooth and precise feel to the shifter. The ride has been recalibrated for the extra weight, and is noticeably firm around town. Yet it seems to relax as speeds increase out in the wild, where the Roadster acquires a fluid poise that suits the brisk pace one tends to select for a ragtop bop.
There's nothing to stop you from blazing along like you would in a 370Z Coupe, but intimate contact with the elements (plus that unlimited headroom) tends to slow most sensible people down. And that might explain why Nissan's research reveals a typical Roadster buyer is about ten years older than a Coupe buyer.
Despite the slight increase in weight, we thought the ragtop's acceleration felt very similar to the Coupe–pretty quick. We'd guess zero-to-60 mph in about five seconds, and a quarter-mile sprint in the mid-to high-13s . The V6 spins to 7,500 rpm before driving its tach needle into the red zone, and that gives you long stretches of thrust in every gear.
Thanks to VVEL (variable valve event and lift), the V6 has good torque at low engine speeds, so forays to the redline (where the engine starts doing impressions of a tornado under the hood) can be limited to occasions where you absolutely need all 332 horsepower. Nissan's clever rev-matching software is available on the six-speed manual as well as on the seven-speed auto, so shifts are greeted with the sound of the engine rising to the occasion, magically matching engine speed to all pertinent rotating masses.
It doesn't save the synchro cones from wear and tear (only "real" double-clutching does that), but SynchroRev Match certainly smoothes out one's city driving–a task normally not easy for a big engine with lots of flywheel mass.
Like the Coupe, the Roadster steers well, with just about the right amount of wheel heft and precise path control. Boasting near 50/50 weight distribution, the car resists understeer with some determination.
The 370Z interior is a lot better suited to the more upscale convertible variant this time around, lined with soft-touch moldings, suede textures and exclusive "technical net" seats. On cars with heated and cooled seats, the air throughput on the 370Z is claimed to be better than in the M-series Infiniti luxury sedans. Speed and comfort? Yeah, we can do that.
The Bottom Line
There's only about a hundred bucks difference between the outgoing Roadster's base price and this new, much-improved model. Prices start at $36,970 for a manual-transmission Roadster (plus $720 freight), and walk up from there. Options packages were deliberately kept to a minimum, and you have to buy a Touring model ($41,240 including freight) in order to get the Sport package ($2,800) and its beautiful 19-inch forged-alloy Rays wheels. The automatic is a $1,300 option, and the navigation package–which includes a 9.3Gig Music Box hard-drive, adds $1,850 to the tab. All in, still a solid sports car value.
Source:
2010 Nissan 370Z Roadster Test Drive: Smoother, Faster, Lighter, Stronger - The Best Z Convertible Yet? - Popular Mechanics