In 2002, Nissan launched its Z33 350Z; a bold new design for the fifth generation of the legendary Z-car and the first tailored for a global audience.

The preceding Z-car line had shown signs of bloat by the mid ‘90s 300ZX – these Z models were fast cars, thanks in part to their turbocharged engines, but they were getting heavier and less-focused on handling from model to model.

The 350Z provided a refreshing change to the Z family tree. Not only did it have the straight-line performance and Gran Turismo comfort of the later Zs, but also the agility and handling of the very first 240Z.

Although the 350Z grabbed its fair share of praise by press and public alike, it was far from flawless. The most prevalent criticisms centred on the poor interior quality and pedestrian exhaust note.

Fast forward to today, and Nissan has now given us the 370Z.

Sure, it’s not as groundbreaking to the Z lineage as the 350Z. Rather, it aims to address the 350Z’s weaknesses while also providing an evolutionary step forward for the Z line into the premium sports coupe segment.

The Interior

Stepping inside, it’s clear Nissan has put a concerted effort into improving the 370Z’s interior over the model it replaces.

Gone are the tacky plastics and strange little cubby-holes. In their place now is a nicely-designed centre console (with sat-nav as standard fitting) and a quality soft-feel dash.

There are soft suede trims on the doors, heated seats, well laid-out controls and brushed metal trims and highlights.

The electric seats are trimmed in a soft non-slip leather for when things start to get exciting. The touch and feel of the seats and surfaces makes you feel like you’re sitting inside something considerably more expensive than the Z’s $70,000-odd price tag.

A minor complaint here is the 370Z’s poor ‘blind spot’ coverage. Thick C-pillars and a hatchback frame limit visibility, although the car’s large wing mirrors help somewhat in providing added vision to these areas.

The steering wheel is also a marked improvement to the blocky design of the 350Z. All the steering wheel controls are well laid out and easily operated, from the audio controls to the automatic gearbox paddles.

One of the interesting elements is the instrument gauge cluster, which, like in the 350Z, moves up or down with the tilt of the steering wheel.

Adorning the top of the 370Z’s dashboard are three gauges: a battery meter, oil temperature, and digital clock. They appear somewhat out of place – perhaps Nissan is simply following the design cues of the former model.

The 370Z’s boot space is ample and, thankfully, Nissan has removed the enormous rear strut brace that restricted the load space of the 350Z. Instead, the brace is now slimmer and relocated directly behind the seats, forward of the strut towers.

Styling

Even at a quick glance, it’s evident that the 370Z is like a 350Z on steroids.

Gone is the European industrial look of its predecessor, replaced instead with eye-catching muscle-car lines that take on a side-profile reminiscent of the classic 240Z.

To achieve this look, the roofline now swoops down more sharply to the rear of the car, removing the ‘flattened’ rear of the 350Z. This also removes all visual cues of a boot and gives the 370Z a distinct hatch-like shape.

Aggressive is certainly the operative word for the 370Z. Striking ‘boomerang’ headlights and tail-lights, an impressive aero package and a sporty rear bumper that incorporates the twin-tip exhaust system, all made the designer’s final cut.

Up front is a unique ‘fanged’ air dam, and, most noticeable of all, the very aggressive rear guards (that depart entirely from the curvaceous rear-quarters of the previous Z) feature fully-pumped squared-off lines housing deep concave 18-inch wheels.

Mechanical Package

One of the aces in the deck of the 370Z is its new-generation VQ37VHR 3.7-litre V6 engine.

This is easily one of the best engines found in a car priced below $100,000.

Red-lined at 7,500rpm, it will howl there effortlessly and willingly. With peak power of 245kW at 7,000rpm (that’s 15kW more than the last of the 350Zs) and peak torque of 363Nm at 5,200rpm, this all-alloy 24 valve twin-cam unit (in which 35 percent of the components are all-new) will have you constantly wanting to push the accelerator.