Simple as A, B,... Z : Nissan 370Z 6M/T with SynchroRev Match

When us folks here at m0t0rhead first heard about the new Nissan 370Z's SynchroRev Match system, the first impression was 'gimmick'.

But seeing as the A/T 370Z seriously impressed with its sharp reflexes and agile chassis (unlike the 350Z), we decided to keep an open mind for the SynchroRev Match. First thing to note is, you can turn it off (for those automotive purists). Hold it down for a couple of seconds and it goes off.



You get a neat little display to indicate the current gear engaged. The 'S' tells the driver that SynchroRev Match is engaged (or was it the other way around, I don't remember, but that's beside the point lol).

Moving off, the clutch has a nice weight to it, yet isn't thighmaster heavy, so it's a doodle to drive even in start-stop traffic.

Next surprise is the quality of the gear-shifts: well-oiled precise feel that is yet satisfyingly notchy in operation. Despite our previous misgivings, SynchroRev Match works rather unobtrusively in the background, by discreetly 'blipping' the throttle as you're downshifting, either for a corner, or to come to a complete stop at the junction or traffic light.



Easy even for girls to manage! ;)

The enthusiasts will inadvertently find the workings of the SynchroRev Match system a chore and will opt to blip and heel-toe downshift to their heart's content.

However, an interesting development to this new technology was for drivers who previously owned a long string of automatic cars to actually consider the 370Z 6M/T with SynchroRev Match system due to how smooth it made their driving!

It wan't until the system was disengaged that they realised how much it was helping...

Caught Sleeping No More : Nissan 370Z A/T

Unlike the GT-R, it looks like PIs (Parallel or Grey Importers) will not catch Tan Chong napping for the new Z-car, the Z34 370Z. Unfortunately, as much as we like the new Z (esp. vs. the earlier 350Z), it seems likely that in the eyes of the average car 'enthusiast', the Z-car is likely to stay in the shadow of the fearsome GT-R, which is a real pity actually since it really is a stellar package. (see http://m0t0rhead.blogspot.com/2008/11/blog-post.html)



Although the shape bears a close resemblance to the earlier 350Z, that's as far as any similarity goes. C'mon people, this is the classic Datsun Z silhouette and it wasn't even new when the 350Z first appeared on the scene.

Of course you get the usual bandwagon-hopping haters who are quick to condemn the Z due to their preconceived notions based on the earlier 350Z, but the moment you ask if they've even tried the new car... they fall silent. LOL

A/T transmission aside, the new car is an agile and nimble performer with its shortened wheelbase; even LBH and kerbweight have been optimised to create an engaging handler. Visually speaking, the 370Z is more dynamically compact than before and has been endowed with a more aggressive stance.

As a friend commented, pictures don't really do the car any justice and the 370Z has to be seen in person to really appreciate it.

With such a flamboyant shape (and colour), it doesn't really need any OTT body-kit to make it stand out. The yellow show car only had a unobtrusive boot-spoiler that proved the tasty cherry topping on this delectable dessert.

If factory tuning is your cuppa tea, there's a NISMO S-Tune package for the car:
http://www2.nissan.co.jp/Z/Z34/0812/index.html

familiar cues remain, like the distinctive door handles.



Thanks to the chassis refinement and tweaked suspension, ride comfort on the 19-inch alloy rims and low profile tyres aren't as harsh as one might imagine.

Although the test car didn't have the Brembo brakes from the previous 350Z, the stopping power of the OE brakes (Nissan Sport) is stupendous! The pedal feel is firm and unyielding (never mushy); the confidence it inspires really pushes the driver to test the performance envelope of the car.

The steering feel is meaty and well-weighted; it's direct and offers ample feedback for the enthusiast.



A pleasant surprise: the cabin is really nice, with leather and alcantara mixing it up with tactile plastics. The supportive, well-bolstered seats are half-electric, with seat-back and seat-angle adjusted via two toggles positioned on the inner edge of the seats. the driving position is pretty much spot-on; even taller drivers will have no problem squeezing a helmet under the roof of the car for their weekend Sepang fixes.




Only the A/T was available for test so we didnt have an opportunity to really get to grips with the M/T (and its patented syncrorev match system). The 7 speed auto is a smooth operator and when you're using the paddles to downshift, the engine helpfully 'blips' to rev-match, which ultimately results in smoother shifting that also prevents the car from being unsettled. I'm not an A/T sort of guy, so i'm not going to go into any further detail on the transmission; at least until if (and when) i get my hands on the M/T.



not a huge fan of the LED style fuel level indicator and the fuel consumption bar. My mind's still trying to decide if it likes the mix of analogue and digital style gauges.





Compared to its predecessor's 3.5L, the new 3.7 V6 is a real gem. It's smooth, refined and very flexible from low to high rpms. Although the new car no longer sounds like an agricultural vehicle when pressing hard, it's a little disappointing that Nissan didn't engineer in a sportier note to the exhaust to really let the V6 sing. Thankfully, it's nothing a Titanium exhaust set-up can't solve!

The power delivery is linear and there is plenty of torque available from low-down the rpm. Sure it may not be as high-revving a unit as many may prefer, but the power band is very flexible and one can tap into this under all kinds of conditions. coming from a high-revving s2000 2L, you need to adjust your driving style a little but once you get into the swing of things, it's easy to see why many people believe there's no replacement for pure displacement!







Unfortunately, with used GT-R prices falling to below the 200k$ region (for 1+ year old grey import examples), it's going to be hard to justify the purchase of a brand new 370Z, as accomplished as the car is (155-165k$ MSRP). Road tax is largely similar to its bigger brother (the GT-R) and as of mar 17th 2009, the insurance premium for 34-35 yr olds is approximately 2.8kSGD with 40% no-claims discount.

However, if you're looking for an involving steering, sparkling chassis and more engaging drive, the 370Z ticks all the right boxes as far as old-school motorheads are concerned - there's far more to a performance car than just outright acceleration in a straight line...

Fast Facts : Nissan 370Z A/T
Engine: 3696cc, 32-valves, V6
Maximum power: 331bhp at 7000rpm
Maximum torque: 365Nm at 5200rpm
Transmission: 7-speed automatic transmission
0-100km/h: approx. 5.5 seconds
Top speed: 245km/h (electronically limited)
LxBxH: 4250 x 1845 x 1315 mm
Wheelbase: 2550mm
Kerbweight: approx. 1.5-tonnes
Agent: Tan Chong Motor Sales, tel: (065) 6466-7711

Sitting Pretty : Recaro at Tokyo Auto Salon 2009

At 2009's TAS (Tokyo Auto Salon), Recaro's chic booth was a good example of the premium upmarket direction the brand is heading towards, which places an emphasis on individual customisation versus the usual off-the-rack applications.

This was the sight that greeted visitors to the Recaro booth; an evolution of the sports seat through the years, starting with the first 'bucket' seat for Porsche to today's Sportster.



Black and Greys were the dominant themes, but vibrant splashes of colours could be appreciated in the experimental colour/material/stitch combinations that adorned part of the Sportster collection, as well as the stark Red that clad the latest SR-7 and some of its 'dead' bucket seat collection.



Compared to the haphazard manner in which other brands have chosen to display their wares, there is some order to Recaro's configuration, with the sports bucket seats positioned in the inner quarter, while the outer quarter showcased the reclining seats, which included seats like the Magnifica, SP-X, Sportster, Sport JC, SR-6, as well as the latest SR-7 and a 'hybrid' c/f reclining seat that was created for the Nissan GT-R Spec V.



Picture above best illustrates the difference between the TS-G (Red) and the RS-G (Blue-black). The TS-G has a pronounced curved back whereas the RS-G has a straight back.


L-R: SP-X, Sport-JC, Sportster, Sportster (experimental), Sportster (experimental)

Visitors were more than welcome to plonk their behinds into the seats on display and there was a helpful information stand next to every seat for the show-goers to read off as they were comfortably seated.



The SR-7 is the latest seat to join the Recaro collection of reclining seats, although these are still pre-production examples. Some people mistakenly think this is intended to succeed the SR-6, but as of last month, the SR-7 was and is intended to be a replacement to the vintage SR-4 (which is still popular among many buyers even today).

Unlike the rather sharp-edged styling SR-6 or even the Ninja Turtle inspired SR-11 (Evo X seat), the SR-7 takes a leaf from the past and boasts gorgeous organic contours that are intended to resemble the voluptuous feminine form.





These are the standard seats found in the Nissan GT-R Spec V (Yes for the last time it's Spec V, not V-Spec. Developed specially for Nissan, this is another iteration of the reclining carbon-fibre seat that was available as a Nismo Clubsport upgrade for the standard GT-R. Note the different embroidery: Spec V seats say 'GT-R', while the Nismo Clubsport seat upgrades say 'Nismo' and have that 'crotch support' padding.