2018 Nissan 370Z Review

We'll often recommend buying the most basic version of a sports car if you really only care about performance (and you'd have to with the 370Z). However, the base Z not only does without necessities like a USB port and a rearview camera, and it also lacks the manual transmission's SynchroRev Mat...

Control efforts are all over the place. The brake pedal is jumpy and the shifter is notchy. At least the precise steering and small proportions make it easy to maneuver.

The non-Nismo 370Z's zero-to-60-mph time of 5.5 seconds is reasonably quick, but you have to work for it. The six-speed manual's shift action is unnecessarily heavy and especially so at higher rpm. Without the Sport trims' otherwise excellent SynchroRev Match function, this is not a good manual tran...

In panic situations, ABS noise and tire noise are louder than similar cars. The 3,300-pound coupe stopped from 60 mph in 114 feet, which is long-ish for a sports car with summer tires. In normal driving, the brakes are overly sensitive upon initial application.

Good turn-in and responsiveness but not a lot of road feel. On steady-state freeway turns, the steering weight would go numb temporarily, requiring driver input to re-establish the proper resistance.

Relatively well balanced. Mild understeer at the limit is mitigated well by the stability control system. The Yokohama Advan Sport summer tires offer moderate levels of grip. The suspension is firm and compliant over most surfaces.

Control efforts are all over the place. The brake pedal is jumpy and the shifter is notchy. At least the precise steering and small proportions make it easy to maneuver.

Comfort is not the strong suit of any car with sporting intentions, and the 370Z reflects these norms. It is loud, and the ride is firm. If a quieter and more compliant ride is important, there are other options in this segment worth test-driving.

Lateral support is commendable, but the firm seats without a lot of adjustments grow uncomfortable in a short period of time. The steering wheel is also tilt-only. Hard plastic armrests on the doors with a softer center console.

This ride is stiff but no more so than the average sport coupe. Its suspension does a reasonably good job absorbing smaller bumps. Larger bumps are more dramatic. Again, typical characteristics for a vehicle in this segment.

Levels of engine, tire and wind noise are prominent. Rivals are not quite this loud, but they are close. The ever-present and unrefined noise and vibration felt through the drivetrain are hard to overlook.

The Z's cabin is dated. It's hard to see out of. The shape of the door release handle is awkward — that might be acceptable if it wasn't something you touched every time you drive the car. The coupe's fastback shape and lack of a back seat reduce storage.

The controls are all within reach inside this compact cabin. The base model has an array of buttons and knobs only — simple and effective. Taller drivers may bang elbows on the inboard seat bolster during second and fourth gear shifts.

A low sports-car stance is expected from the class and makes entry and exit difficult. The vertical door handle pulls are not the best design. The doors do open fully and aren't too heavy.

Only the Touring trims get power-adjustable seats, and even then, you only get four-way power adjustment — the rest are still manual. The tilt-only steering wheel doesn't telescope. In other words, you may struggle to get comfortable.

Coupes of similar performance and character offer back seats. The Z seats only two in a confining cabin. The coupe's bubble roof design at least equates to excellent headroom, even for 6-footers, but expect to rub elbows with the front passenger.

By design, a high-beltline, fastback coupe body style creates blind spots, but rearward visibility is still notably poor. A rearview camera comes on the Touring and Sport Tech trims, but it should be standard.

Average quality materials. Cloth seats and medium-hard plastics throughout. Our test car had a sticky operation for its passenger door handle and a creaky-sounding shift knob.

Despite the hatchback trunk, cargo space is unremarkable but generally average for a two-seat car. Pretty good small-item storage. Similarly priced performance cars with back seats do offer more utility.

Three cupholders each fit a medium-size water bottle, which is impressive for a sports car (whose cupholders are often small and compromised). Two open bins behind the front seats are somewhat useful.

The coupe has a meager 6.9 cubic feet of space, good compared to a Miata but much less useful than what a Camaro or Mustang offers (and they're hardly cargo-hauling champs). The convertible drops to a laughable 4.2 cubic feet, making it tough to pack much more than a couple soft-sided weekend bags.

The 370Z is an old car, and its technology is not surprisingly dated ? and that's if you get any technology at all. A USB port, Bluetooth audio and a touchscreen interface are only on the Touring and Sport Tech trims.

The base 370Z has a simple radio faceplate, which makes it easy to use when driving quickly is your top priority. But it's seriously lacking in modern functionality. The available touchscreen is dated but generally easy to use.

Bluetooth phone connectivity is standard, but a USB port is not. That's inexcusable in 2018 and lacking standard Bluetooth audio isn't much better.

To learn more about the Nissan 370Z of this generation, read our updates from a full year of living with a 2009 Nissan 370Z. We cover everything from seat comfort to real-world fuel economy. Please note that the 2018 differs from our long-term 370Z in that Bluetooth streaming audio was not available...