But the key component in the 370Z’s mechanical arsenal isn’t its brakes, nor its suspension. It’s that 3.7 litre V6 engine, and what a pearler it is.

This is essentially the same engine used by Nissan in the V36 Skyline 370GT (which we’ve also tested) and it thumps out an impressive 245kW and 336Nm.

Dubbed the VQ37VHR by the engineers that created it, this high-tech V6 utilises a clever new system to bump up power and efficiency. Called Variable Valve Event and Lift (VVEL), the system replaces the conventional lobed camshafts with a complex variable-fulcrum reciprocating mechanism.

The VVEL system allows the ECU to adjust the intake valve lift and timing infinitely, fine tuning the engine on the fly for either maximum performance or fuel-sipping economy.

The 370Z has another mechanical ace up its sleeve – the SynchroRev Match system. What it does is automatically control the throttle on downshifts (and upshifts, as it turns out) to match engine rpm to the gear that you’re about to select.

It means the dark art of heel-toeing no longer needs to be learned in order to drive quickly and that downshifts are much smoother.

It’s a clever piece of kit, and it’s a wonder more manufacturers have not tried it. Rather than being a mechanical component within the gearbox, it’s a software tweak to the ECU that senses what gear you’re about to slot in and adjusts engine rpm via the electronic throttle bodies. Internally, the 370Z’s six-speed manual gearbox is a direct carry-over from the 350Z.

In terms of safety equipment, the 370Z ships with front, side and curtain airbags; Vehicle Dynamic Control (Nissan-speak for stability control); ABS; traction control; electronic brakeforce distribution and brake assist – all as standard.

It also features a pedestrian-friendly pop-up bonnet, that raises the rear of the bonnet when something soft (such as a person) is hit, reducing the risk of injury from a pedestrian’s head hitting the bonnet and contacting the engine mere millimetres below.

The Drive

And so we move onto the most important topic of them all: the driving experience. With its aggressive stance, purposeful cockpit and high-tech powertrain, the 370Z promises much to the driver before even sitting in the car and taking the wheel.

The starting procedure - tinged with a little race-car drama - uses a proximity key and a starter button nestled to the left of the steering wheel. Press the button once to power up the instruments, twice to prime the fuel pump, then once more to engage the starter.

The 3.7 litre VQ motor fires up to a noisy idle before settling down and humming with a typical V6 smoothness. The gearbox is a little stiff when cold, but muscle the lever into first and move off anyway.

Immediately after first startup on an icy morning, the Z is a cantankerous, reluctant beast. The engine is more than willing to go, but the gearshift throw is slow and notchy, communicating to the driver that the car isn’t ready to hustle just yet. It’s preparing itself.

No matter. A sedate cruise is the best way to get the engine, ‘box and diff warmed up and a good opportunity to relax in the Z’s well-appointed cabin. It is in fact a very capable cruiser. In normal driving the Z’s ride and nice interior comfort belies its sporting pretensions.

The suspension doesn’t crash over bumps, nor does it feel too firm in either its springing or damping. The shorter wheelbase had me anticipating a lot of pitch movement when traversing urban obstacles like speedhumps, but the Z is pretty well controlled in that department.

The steering is well weighted at suburban speeds and the Z doesn’t get led astray by tramlines or ruts in worn asphalt. You get used to the lack of rearward visibility, and it’s fairly easy to keep track of your surroundings.

But make no mistake: compared to your average car, the Z’s cabin is a noisy one. The engine dominates proceedings and seems to channel a lot of its voice directly into the passenger compartment.

The gearbox and differential are fairly vocal too, emitting lots of whine in virtually any gear and at any speed. Not only that, but the rear wheelwells are bereft of sound deadening, generating lots of ticks and clatters from each piece of gravel that the tyres happen to pick up. Tyre roar is also very noticeable in the Z.

In my book though, those are all the right noises for a sportscar to make. Some people may want a quiet, peaceful cockpit, but I’d be willing to bet those people aren’t in the Z’s target demographic.

Pile on the revs however, and the 370Z starts to emit other, truly wondrous sounds. What starts off as a deep growl at low rpm transforms into a guttural roar at full throttle, and a ferocious induction noise that becomes apparent from 4500rpm onwards.

As good an urban cruiser as it is, the full appeal of the 370Z can only be understood by taking it along a winding rural backroad – or a racetrack.

And it doesn’t disappoint in this environment. The suspension, although firmer than most, is still compliant enough to absorb the ripples and bumps of  a two-lane B-road while also keeping body roll in check.