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2010 Nissan 370Z Roadster The Nissan 370Z is a sports car that needs no introduction, and to our way of thinking, little in the way of improvement. But just in time for the warmest days of fall, a new 370Z Roadster arrived on our lot, offering promises of wind-plastered hair and early exits from the office routine. The 2010 Nissan 370Z Roadster definitely courts those interested in a more mature driving experience than its fixed-roof coupe brethren. But don't think for a moment that the hard-charging Z has gone soft. The 370Z's open-air attraction starts with its curvy bodywork. Copying the coupe from the beltline down, including the slight upkick behind the doors, the new Roadster's bold design makes the previous model look dumpy by comparison, especially with the top up. The soft top profile retains the coupe's distinctive low-roof canopy look above the cockpit, but as before, styling makes a departure from there back. The long, sloping rear hatch line is abbreviated to a short, more steeply pitched housing for the glass rear window. It's placed just ahead of a surprisingly useful 4.2-cubic-foot cargo bay, large enough for a set of golf clubs. Now hydraulically-activated instead of electric, top operation is a one-touch affair, with the lined and upgraded capper (now cloth instead of vinyl) stowing smartly under a hard tonneau cover.
The body is 40% stiffer in front twisting and 60% stiffer in rear bending than the previous-generation droptop. The resulting ride is tight and wiggle-free no matter what the road surface. In action, the Z Roadster is as relaxed or as hard-core as you want it to be. Its responsive steering and willing powertrain inspire confidence and never intimidate. Tach and speedo needles spin in a brushed-look hooded pod which still moves with the wheel. Ancillary gauges reside in a signature triple cluster atop the center dash, angled towards the driver. This is stacked above a touch-screen navigation screen, Bose CD stereo with XM, and rotary knobs for the climate controls. Powered by the same 3.7-liter V6 as the coupe, and tipping the scales at just 200 pounds more, the Z Roadster has the legs to back-up its seductive body's come-on. Engine output is 332 horsepower and 276 pound-feet of torque, coupled in our case to a 7-speed automatic gearbox with adaptive shift controls and manual paddles. Zero to 60 runs of 5.4 seconds are plenty quick, and the quarter-mile run of 13.6 seconds at 103 miles per hour nearly matches that of the coupe. Automatic shifts are crisp with no slip, and the car pulls, feels, and sounds like a high-revving V8. The Z roadster gives no quarter in the cone course either, with superb balance, lightning-quick reflexes and perfectly-weighted steering. The Z driver need not fear any Boxster or Z4 Bimmer encounter.
Government fuel economy ratings remain constant at 18 city/25 highway on premium gasoline for both the manual and automatic gearboxes. The paddle-shifter automatic earns a better Energy Impact Score than the manual-equipped car, though, at 16.3 barrels of petroleum used annually. Ditto for the carbon footprint, allowing guilt-free open-air motoring with just 8.7 tons of CO2 emitted each year. Prices for the 2010 Nissan 370Z Roadster start at $37,690. Our Touring Model automatic starts at $42,240 and with Sport package and Navigation, hits an as-tested bottom line of $46,890. No other two-seater droptop offers more style or genuine performance car credentials for less. The 370Z Roadster doesn't broadcast its sporty intentions to the world, but one drive leaves no doubt of its superb abilities. It's a stylish, adult-oriented open-air cruiser with no compromises...and few equals.
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Once underway, wind buffeting and noise levels are kept to a minimum thanks to a built-in wind deflector. Actual conversations can be held in this cozy cabin, where driver comfort is enhanced by roadster-only heated and cooled perforated leather seating, standard on Touring models.
Our only track complaint with the Z had to do with its braking. Sixty to zero stopping distance was fine, with an average of 121 feet, but pedal effort was sloppy and braking effort felt weak towards the end of each run. We suspect an adjustment problem rather than an engineering flaw, especially since our tester's Sport package includes a brake upgrade to larger-diameter rotors and multi-piston aluminum calipers. The Sport package also adds 19" tires on lightweight forged aluminum wheels.