2016 NISSAN 370Z Nismo Review

Immediately a meeting was probably set up, and nearly a year later they came out with this, the updated version of the Nissan 370Z Nismo.

We were more than interested to see what the Nismo package brought considering the price difference you need to pay to get the top of the range Zed in your garage. Considering that the standard 370Z is $12,000 cheaper than its Nismo counterpart, there had to be some rather significant changes included, right? Let’s take a closer look.

You’ll know the difference between the two as soon as you take a look at the 370Z Nismo since its aerodynamic package sets it apart from the rest of the crowd.

During our time with it, we noticed that plenty of people were turning their heads as soon as they saw it, the fixed looks we got making us feel rather uncomfortable. However, if you’re one to bask in the attention of others, this is the car for you.

We also observed that kids and women are most susceptible to its charms while men all around us wanted to be more discrete. Women usually did double takes while gents were just throwing glances at it with the corners of their eyes.

Compared to the standard Zed, the Nismo version comes with a more jagged nose up front, along with a red splitter that stands out immediately and it may be due to its color, which is almost electrifying. It’s not there just to look pretty, though.

According to Nissan, the new splitter and the big ducktail at the back work together to create more downforce at higher speeds. While we were reluctant towards their claim at first, once we reached triple digit values on the speedometer we noticed they were, in fact, correct in their estimates, but we’ll get to that in a second.

Other changes include the bigger, shinier wheels all around as well as LED daytime running lights. Round the back, you’ll notice the ducktail as well as a new diffuser and bigger tailpipes that don't make that big of a difference regarding acoustics.

As a matter of fact, there’s a big discrepancy between the exterior and interior diameter of the pipes, making this a rather useless add-on. The greatest disappointment related to the exhaust was not how it looked but more how it sounded.

We all know V6s are not exactly the most attractive engines concerning sound, but some manufacturers managed to work wonders with them, such as the people over at Jaguar for example. Don’t expect the same from Nissan though.

The 370Z Nismo doesn’t sound as it should. The engine has plenty of drone and while there will be no shortage of volume, the character of the exhaust is what makes it dull and easy to overlook.

And that’s something you don’t expect inside a car that is supposed to offer performance and a bespoke character more than anything.

The cabin feels special, and that’s because of the plentiful usage of Alcantara that now decorates the door panels and the steering wheel. The red circle at 12 o’clock on the wheel is a nice touch that goes well with the rest of the cabin, where you’ll notice that the seats are now showing the same color down the middle.

It’s all a definite step up from the standard Zed, the Recaro seats being more comfortable and supportive than we expected. For those with broad shoulders, it may be a bit of a hassle to fit in, but even they will get used to the configuration after a while. Another thing we noticed was that the lever for adjusting the seatback is hard to reach, the space between the B-pillar and the seat itself being rather small. Furthermore, you need a firm grip to be able to change its position and that doesn't help at all.

While these are all strong suits of the interior, we should also mention that the plastic was kept the same, a problem that even the GT-R faces and has been facing ever since it came out. Whenever you go from leather to plastic, anywhere in the cockpit, you notice just how bad the cheap alternative is in reality.

Given the body type and the size of this thing along with the fact that it sits 10 mm (approx. half an inch) lower than its ‘stock’ brother, the Nismo version of the Zed is definitely not the most comfortable town cruiser. The ride is harsh but not to the point of causing back aches.

The dampers are 23 percent stiffer up front and a whopping 41 percent at the back while the springs are also on the firmer side of things, by 14 percent to be more precise. It’s hard to tell if the figures that Nissan claims are accurate just by the seam of your pants, though, but everything did feel a lot harsher compared to the standard version.

Parking will also be a rather tricky situation as the car doesn’t offer incredible visibility and the camera fitted at the back isn’t as helpful as you may think. That’s because of the resolution it has and the display you get inside the cabin. Furthermore, it is mounted on the side of the trunk lid, and the view you get is not perpendicular on the items behind you. After a while, you probably get more acquainted with the whole layout and start knowing exactly how close to the curb to park and which speed bumps are acceptable.

There are advantages as well, though. Excepting the attention you get everywhere you go that we told you about above, the car is a lot quieter inside the city than on the highway. That may seem like a given but in this case, you need to know and feel just how loud the Zed is on the highway to understand what we mean.

When the original 370Z Nismo was launched, that was one of the major issues people complained about. The updated version that we drove is fitted with new carpets and liners for the rear wheel arches, which are supposed to bring the noise down a little.

They do a decent job, but the blunt of the sound is not coming from the wind passing under the car or hitting the A-pillar but mostly from the engine and especially from the transmission.

The duo creates a visceral feeling, one you’d normally get inside a proper racing car, and we loved it. It’s a whine that goes up with the revs and the speed and keeps you well informed of both of them without having to take your eyes off the road for a second.

While it may be enticing to us, who only got to drive this thing for a couple of days, in the long run, it may become tedious and annoying. Either way, it’s not like anyone is going to buy this car and use it as a daily driver, is it?

The engine performs well and may be a bit misunderstood in today’s world when turbocharged mills offer performance that grows at an alarming pace. It’s a good old naturally aspirated 3.7-liter V6 (that’s where the name comes from, by the way) that has been slightly improved for the Nismo version.

It now makes 350 HP and 274 lb-ft (371 Nm) of torque, which does seem like nothing compared to what engines we can get on less focused cars these days with drastically smaller displacement. However, it proves to be enough in most situations, and you’ll even get to spin the rear wheels in third gear at over 62 mph (100 km/h) if you’re not careful. The edge the Nissan has over its rivals is represented by throttle response, which is as sharp as it could be.

The revs pile on at a fast pace and you even get a red light when you’re hitting close to the limiter, telling you that maybe it’s time to change gear on models fitted with a 6-speed manual gearbox.

Speaking of which, the shifts are short and the gate is precise, leaving almost no room for mistakes. Wanting to make their customers feel like better drivers than they actually are, Nissan also fitted the manual models with a rev-matching feature that does come in handy if you don’t know how to do it on your own. For those that prefer to do things themselves, it will be quite annoying, however, but you can turn it off at the press of a button located near the gearshift lever.

Another essential issue when driving a car that claims to offer impressive performance in an affordable package is the steering and this is another area that impressed us.

For the first time in a long while, we actually felt what the front wheels were doing. Feedback was reaching the synapses in our palms and bringing a big smile on our faces. Don’t expect this setup to be a reference point but it’s more than decent, especially by today’s standards.

Outside the city limits, though, the 370Z becomes more and more alive. Around town, you can enjoy it as long as you’re willing to break the law. The powerful V6, planted suspension, powerful brakes, and manual transmission will turn your right foot into an actual ‘trigger finger’.
A contributing factor to that impression was the clutch that was heavy, as you’d expect it to be in a car that wants to be a racer. Even so, we prefer it that way, as we knew exactly what was happening under our left foot.

The thing is, you can hardly restrain yourself and going over the speed limit or cutting lanes in a hurry will become a sort of habit. Furthermore, the car vibrates and creates a visceral sensation that actually makes you want to drive it the way you should. On the highway, you get more room to stretch its legs and more legal leeway, and that’s where you’ll find your sweet escape.

The car accelerates strongly up to around 100 mph (160 km/h), after which it starts to fade slowly but surely. Even so, you’ll be reaching its top speed of 162 mph (260 km/h) without too much hassle. What we found comforting was the fact that at any speed, the 370Z Nismo felt planted and ready to listen to your commands in a heartbeat.

Looking at it in a parking lot you’d think this is a car coming out of a video game but in reality, the specs say otherwise. The low torque of the atmospheric engine means that the Zed will accelerate to 62 mph (100 km/h) from a standstill in 5.2 seconds, which is decent but yet slower than its main competitors.

Depending on what you’re looking for, that can be both good and bad. You’ll feel like you’re going faster than you really are, that’s for sure, mostly because of all the noise and vibrations. At the same time, a lot of the other cars on the road will actually be faster than you, and that may lead to embarrassing moments when drag racing. It’s all subjective.

As for the fuel consumption while doing all of this stuff, you should know that it’s not going to be pretty. Around town, if you’re careful to the absolute limit with the throttle, you’ll be returning 15.1 mpg (15.5 l/100 km), and that’s the best you can go while on average, without keeping an eye on the fuel gauge you’ll be doing 13 mpg (18 l/100km).

On the highway, things are just as bad. The best reading we got was 24.7 mpg (9.5 l/100 km), but that’s hard to come by. Most of the time you’ll be in the 20 mpg (11.7 l/100 km) region.

Yes, it’s rather terrible but the 370Z Nismo is a no-nonsense car. You get no driving modes, no start/stop technology or any of that Eco-friendly stuff. This is an all-out sports model, with a proper atmospheric engine and it’s not ashamed of it in the tiniest bit.

The infotainment system is rubbish by modern standards and we found it extremely hard to use, not to mention the resolution found on the screens. The onboard computer is rudimentary as well, with the button that operates it located on the side of the rev counter, a rather counterintuitive idea.

Regarding safety, we couldn’t find any official test results for either the 370Z or its Nismo version. However, the cars do get Nissan’s Advanced Air Bag System that has dual-stage supplemental front air bags with seat belt sensors on that are actually adjusting their inflation rate to the crash severity. You also get VDC (Vehicle Dynamic Control) or the Japanese brand’s equivalent of stability control, which does cut in when you’re about to lose control.

All in all, all of us at autoevolution arrived at the same conclusion regarding the 370Z Nismo, something that doesn’t happen too often here: this is the one Z to get as it delivers all the thrills you’d expect from such a car.

The problem is, it may be a bit too expensive. Prices in the U.S. start at $42,000 while the European customers have to pay at least €46,350 for one, and that’s dangerously close to the BMW M235i and the Porsche Boxster/Cayman duo.

While the Porsches might ask for a difference that may not be to everyone’s reach, the BMW is right there, actually cheaper in Europe and it does provide similar kind of chills with the comfort of two extra seats (that are actually usable) in the back. And then again, none of the Zed’s rivals look as good and flashy, and that’s the one thing that may make a bigger difference than we’re inclined to believe.