It’s a little nose-heavy, so safe predictable understeer will be the result of any ham-fisted manoeuvres. Approach corners properly however (brake before turn-in, neutral throttle, then feed in the power just before the apex), and the Z’s chassis comes alive.

It pushes all the right sensory buttons, and driving, sitting in and perhaps even just seeing the 370Z makes you truly appreciate the Z legend and why it caused such a stir back in 1969.

There’s a very linear feel to the Z’s power curve. There’s no mad rush of torque like you’d get in a turbocharged vehicle, and it makes it easier to both predict and influence how the Z behaves.

Adjusting the car’s attitude with the throttle is easy, although stability control will need to be turned off for more lairy cornering styles. Buyers upgrading to the 370Z from the 350 should be warned: because of the shorter wheelbase and standard viscous LSD, the car’s willingness to break into oversteer is increased.

You’ll need to keep your wits about you when driving this car quickly with stability control switched off.

It’s also when it’s being driven hard that the SynchroRev Match system makes the most sense. Without the need to blip the throttle, you can slot gears in with just a quick stab of the clutch without having to worry about inducing any traction-breaking driveline shock.

It’s a tremendously well-calibrated system, and will take the engine up to its 7500rpm redline if the upcoming gear demands it.

Speaking of redlines, a small red shift light housed within the big central tachometer blinks as you approach the engine’s maximum speed, turning solid at the rev limiter. Driving this car spiritedly is an entirely heads-up process, and rarely do you need to divert your eyes away from the road ahead.

One thing you will need to keep an eye on is the oil temperature gauge. Ten minutes of hard driving was enough to get the oil temperature to 120 degrees, and continuing that pace for just a few more minutes saw temps approach 130.

It’s doubtful it will become an issue for the average buyer, but those who intend to track their 370Z would be well advised to invest in an oil cooler.

The body is stiffer (a beautiful, properly-triangulated front strut bar definitely helps) and the steering is both direct and communicative. And those Akebono felt immensely strong and never exhibited any signs of fade.

The Verdict

Everything about the way the Z drives never failed to put a smile on my face. The engine, the brakes, the suspension, that wonderful SynchroRev Match system – all of them impart the Z with a real sense of directness, almost as if the car itself is an extension of the body.

It’s not nearly as agile as an Elise nor does it possess the sheer grip of an Evolution X, but it compensates by giving the driver a more passionate driving experience than either.

But it’s not just the drive, it’s the whole package. The interior is just so much more refined than any Z before it; there’s a wealth of technology stuffed into its frame and it’s clothed in one of the best bodies in the business.

It pushes all the right sensory buttons, and driving, sitting in and perhaps even just seeing the 370Z makes you truly appreciate the Z legend and why it caused such a stir back in 1969.

For a textbook definition of what constitutes a sportscar, look no further than the 370Z. Everything it does, every noise it makes and every emotion that it stirs up just feels right.

At $67,990 (plus on roads) for the manual and $70,990 for the auto, it’s not especially cheap. But for what it is, and in the context of its competition, it is far from expensive.

It’s the quintessential Japanese performance car, no doubt about that.

Big Statement

“The latest incarnation of the Z is also the greatest. Of the original 240Z’s progeny, the 370Z is undoubtedly the fastest, the most capable and the most polished. It’s an immensely satisfying car to drive, and while there are quicker vehicles out there for the same money, none give quite the sense of excitement as the Z does.”

Likes

Pretty much everything apart from the slightly notchy gearbox.

Dislikes

The notchy gearbox. Oh, the cup holder is in a weird position too.