Subaru BRZ VS Nissan 370Z
Subaru BRZ
Likes
- Comprehensive improvements
- Iconic RWD antics
- More mature look and feel
Dislikes
- No AEB on manuals
- S grade could use some more spice
- Intrusive road noise
Nissan 370Z
Likes
- Dynamic balance
- Slick manual gearbox
- Classic exterior design
Dislikes
- Lacks latest safety tech
- No Apple CarPlay or Android Auto
- Fake engine noise
Summary
Subaru BRZ
Small rear-drive sports coupe enthusiasts should be thanking their lucky stars, specifically the six lucky stars in Subaru’s logo, that a second generation of the BRZ even exists.
Cars like this are rare because they are expensive to build, difficult to homologate, hard to make safe, and attract a niche audience.
Read more BRZ news
Even if they're well received and relatively good sellers, as the original BRZ and Toyota 86 pair were, there’s always a good chance they’ll be prematurely consigned to the history books in favour of committing resources to high-selling SUVs.
Yet Subaru and Toyota surprised us all by announcing a second-generation of the BRZ/86 pair.
With looks that could be chalked up as simply a facelift, though, has much changed under the skin? Is the new version meaningfully different from behind the wheel?
We were offered the opportunity to drive the 2022 BRZ on and off the track at its Australian launch to find out.
| Safety rating | |
|---|---|
| Engine Type | 2.4L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 8.8L/100km |
| Seating | 4 seats |
Nissan 370Z
Road testing the Nissan 370Z in 2011, I noted it was getting on. Yes, the rear-wheel drive two-seater had been given a design freshen up and a bigger engine a couple of years prior, but the 350Z it was based on had hit the local market way back in 2003. And it wasn't unreasonable to expect replacement or retirement in the not-too-distant future.
Okay, so that was seven years ago, which means if you (like many) consider the 370Z to be an update of the 350Z (the transition happening in 2009), this car has been on sale for 15 years straight. Can you imagine Apple trying to sell any one product without entirely reinventing it for that long?
You might say that makes it a modern classic; so good it's only required an occasional touch up to keep it on the Sports Car Most Wanted list. And in recent years, a consistent average of 30 Aussies a month have slotted a shiny new 370Z in their driveway.
But a less-charitable type will tell you time waits for no car, and with arch rival Toyota about to lob a Supra-shaped hand grenade over the parapet, this enduring campaigner is under the pump.
So, Nissan's reached into its bag of tricks and given the 370Z yet another cosmetic tszuj-up and added a high-performance clutch to the manual version.
Is it enough to keep Nissan's eternal Z-car flame burning?
| Safety rating | — |
|---|---|
| Engine Type | 3.7L |
| Fuel Type | — |
| Fuel Efficiency | 10.5L/100km |
| Seating | 2 seats |
Verdict
Subaru BRZ7.8/10
The BRZ’s angsty phase is over. The new car is a delicate refinement of a great sports coupe formula. It’s been tweaked in all the right places, inside and out, allowing it to attack the tarmac with a renewed and more grown-up focus. It even maintains a compelling price-point. What more can you ask for?
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Nissan 370Z7/10
It's hard not to be ageist when it comes to the current Nissan Zed, because 15 years in market (nine if we're generous) is a lengthy stretch in anyone's book. But somehow the 370Z is more than the sum of its parts. It has fantastic front-engine/rear-drive balance, an increasingly rare atmo engine, and a beautiful manual 'box. The value equation is decent, and it's nicely put together. Just don't expect to be dazzled with the latest safety, driver-assist and multimedia technology.
Does the Nissan 370Z have what it takes to elevate your heart rate? Tell us in the comments below.
Design
Subaru BRZ8/10
When the BRZ was revealed its new styling was polarising. While it looked a lot more mature than the zany lines and angry light fittings of the original model, I almost thought there was something retro about its newfound curvature running across its nose and particularly its rear.
It comes together nicely though as a more sophisticated design. One which looks fresh from the front and rear.
The side profile is perhaps the only area where you can see how closely this car is related to its predecessor, with very similar door panels and near identical dimensions.
The design is more than just a major freshen-up though. The curvier nose with lower grille is said to be significantly less drag-inducing, while all the vents, fins, and spoilers are entirely functional, working to reduce turbulence and allow air to flow around the car.
Subaru’s technical people say this is because reducing weight proved too difficult (despite its increase in equipment, this car only weighs a few kg more than its predecessor), so other ways were found to make it faster.
I find the rear integrated spoiler and distinct new light fittings particularly appealing, accentuating the width of this little coupe, tastefully tying it together.
Of course, you won’t need to go to a third party to clad your car in extra pieces, with Subaru offering STI-branded accessories. Everything from side skirts, blacked-out alloy wheels, even a ridiculous spoiler, if you’re so inclined.
The interior has quite a few carryover parts from the previous model. The prime contact points with the car, the steering wheel, shifter, and manual handbrake lever are the same, although the modified dash cladding feels more cohesive than before.
Gone are the aftermarket-look screen, climate dials which looked tacked on, and clumsily finished lower area, all replaced by more attractive pieces.
The climate unit and lower dash design, with smart shortcut buttons, are particularly nice, and don’t look as cobbled together as before.
The seats have been tweaked in terms of their trim, but overall share the same design. This is a good thing for front passengers, as the seats in the original car were already great, on-the road and when you needed the extra side-bolstering on the track.
Nissan 370Z7/10
If you want to go all the way back, the 370Z clearly takes its design direction from Datsun's star of the '70s, the original 240Z.
Inspired by Ferrari, and (along with the Toyota 2000GT) a sports-car breakthrough for the Japanese industry, the first Zed's front-engine, long-nose proportions have remained largely intact in successive iterations over the decades.
With a broad, flat nose, distinctively jagged headlights, and steeply raked rear profile, there's no mistaking the 370's signature stance, with pumped-up guards sitting over fat, 19-inch alloy rims.
Sharp-eyed car-spotters will notice the update's new design RAYS forged wheels, smoked front and rear lights, and a similar smoked finish on the exterior door handles.
A new colour, 'Cherry Red' also replaces 'Bordeaux Black' in an eight-shade colour palette. Our test example was finished in 'Gun Metallic'.
Inside, echoes of Zeds past abound, with a trio of hooded gauges (clock, voltmeter, oil temp) sitting in the centre of the dash top, and the tachometer in the middle of a cowled, three-instrument main cluster shaded by an exaggerated tube.
And aside from consciously retro design touches, some elements have been present inside the car for so long they're just... ancient.
For example, old-school orange graphics for the odometer, gear position and trip computer are dated, and the small (7.0-inch touchscreen) multimedia display has the feel of an early noughties edition of Tekken 6.
Forget a digital speedo or head-up display. A CD slot still sits proudly in the centre stack, and matt silver highlights scattered around the cabin are as on-trend as double denim.
And the steering wheel (joined with the instrument binnacle) adjusts for height, but annoyingly, not reach.
That said, friends and family who rode in the car during the week I had the keys all commented on the swoopy exterior and cozy cockpit feel of the interior. So, what do I know?
Practicality
Subaru BRZ6/10
I think we know nobody buys a car like the BRZ for its stellar practicality, and if you were hoping for some kind of improvement here, sorry to disappoint, there’s not a whole lot to say.
The ergonomics remain excellent, as do the front bucket seats for comfort and lateral support, and there is a slight improvement in the layout of the multimedia system, which is now a little easier to reach and use.
Same with the climate unit, which has larger, easier to operate dials, with shortcut buttons like ‘Max AC’ and ‘AC off’ to make the car’s core functions more straightforward.
Visibility is okay, with narrow front and rear window openings, but enough off to the side with decent mirrors to boot.
Adjustability is decent, with a low and sporty seating position, although taller people may run into issues with the tight roofline.
Cabin storage is notably limited, too. Automatic models score an additional centre console cupholder for a total of two, and there are small bottle holders in each door card.
A new split-folding centre console box has been added, which is shallow but long. It houses the 12V outlet, while USB ports are located under the climate functions.
The two rear seats are largely unchanged, being near-useless for adults. Kids, I suppose, might enjoy them, and they are useful to have in a pinch. A small practicality advantage over something like Mazda’s MX-5.
They’re clad in the same materials as the front seat but without the same level of padding. Don’t expect any amenity for rear passengers, either.
The boot weighs in at a tiny 201 litres (VDA). It’s hard to speak to the usefulness of this space without trying our demo luggage set to see what fits, but it has lost a few litres from the outgoing car (218L).
Surprisingly, though, the BRZ offers a full-size spare wheel, and the brand assures us it should still fit a full set of alloys with the single-piece back seat folded down.
Nissan 370Z6/10
Two seats means practicality is a relative term when applied to the 370Z. For example, getting in and out is an athletic exercise requiring gymnastic levels of flexibility and poise. As with most low-lying coupes, I found the outer hand on the A-pillar technique helps with swinging down into the car, or lurching up out of it.
Once ensconced behind the wheel, you're confronted with a relatively modest amount of storage space, running to a medium-size glove box, a lidded bin at the rear of the dividing console, a single cupholder, and door pockets incorporating recesses for small bottles only.
There are two lined recesses for soft bags or coats behind each seat, including a fold-out map pocket, but they're not exactly convenient for retrieving things when you're on the move. What's missing is a tray where you can easily stow things likes keys, coins or a phone.
There are also two 12-volt power outlets, a USB port and an aux-in audio connection.
Rear load space is limited to 195 litres, mainly due to the boot's shallow floor (an alloy space-saver spare sits underneath). It does incorporate a cargo blind and four tie-down hooks, but we only managed to squeeze in the largest (105-litre) suitcase from our three-piece hard set, or a combination of the two smaller ones (35 and 68 litres).
We also had a crack at stuffing in the CarsGuide pram (there is a top-tether hook provided for child seat fitment) and managed it with only a couple of beads of perspiration expended.
Forget the nappy-bag paraphernalia, though. The soft bags with all the baby stuff would have to go in the storage bays in the cabin behind the seats.
Price and features
Subaru BRZ8/10
Like most models over the past two years, the new BRZ arrives with a price-hike, but when you consider the base manual only comes in $570 over the outgoing model and the automatic comes in just $2,210 (while carrying significantly more equipment) over the equivalent 2021 version, that’s a major win for enthusiasts.
The range has been tweaked slightly, with two variants both available as a manual or automatic.
The base car wears a before on-road costs price tag of $38,990, and includes 18-inch alloy wheels (up from 17s on the previous car), clad in vastly superior Michelin Pilot Sport 4 tyres, full LED exterior lights with new designs, dual-zone climate control with a more aesthetically pleasing cluster in the dash, a new 7.0-inch digital dash display, a new 8.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, and built-in sat-nav, a synthetic leather-bound wheel and gear knob, seats trimmed in cloth, a reversing camera, keyless entry with push-start ignition, and a significant upgrade to the rear-facing safety suite, which we’ll look at later.
The automatic model ($42,790) is identically specified but swaps the six-speed manual for a six-speed torque converter automatic with paddle-shift manual mode.
The additional price-hike over the manual version is more than compensated for, however, by the inclusion of Subaru’s signature 'EyeSight' forward-facing dual-camera based safety suite, which would have required significant engineering input to include.
This is all without covering the updates to the car’s platform, suspension and bigger, punchier engine which fans have been crying out for since day one, all of which we’ll look at later in this review.
The top-spec S version mirrors the equipment list of the base car but upgrades the seat trim to a blend of synthetic leather and ‘ultrasuede’ with a heating function for front occupants.
The S version wears an additional cost of $1200 for a price tag of $40,190 for the manual or $43,990 for the auto.
While that may still seem quite a bit for such a small and relatively simple vehicle, in the context of the category it is excellent value.
Its most obvious rival, the Mazda MX-5, wears a minimum MSRP of $42,000 while providing significantly less performance from its 2.0-litre engine.
Nissan 370Z7/10
The arrival of the tricked-up 370Z NISMO in August last year, offered Nissan Australia an opportunity to reposition the regular model, dropping the MSRP for the manual version from $56,930 to $49,990.
Aside from adjusting the car's value-for-money proposition (and pissing off those who'd bought one in July), that close to seven grand haircut delivered more pricing headroom up to the Roadster (starting at $60,990), and NISMO (from $61,490) versions.
For that money the standard equipment list includes, keyless entry and start, cruise control, climate control air, go-fast alloy finish pedals, 'HDD' (Hard Disc Drive) sat nav with 3D mapping, a 7.0-inch colour multimedia touchscreen, and Bose eight-speaker audio with 9.3GB 'Music Box' hard drive.
You'll also pick up sports seats with lots of features. First, they're 'leather accented', which is code for genuine hide in all the places you regularly contact, and a faux equivalent everywhere else. Not uncommon, and not necessarily unpleasant. Then they're heated and four-way power-adjustable, (with manual lumbar and height adjustment for the driver).
The steering wheel and gear knob also cop the 'leather accented' treatment, plus you can expect LED DRLs and tail-lights as well as auto headlights. It's worth noting that the headlights are garden-variety xenons, and things you might expect in a $50k coupe, like, rain-sensing wipers, dual zone climate, Apple CarPlay and Android Auto connectivity or tyre-pressure monitoring are 100 per cent absent.
Lining up direct competitors for the 370Z isn't easy, because there aren't any. But the closest is arguably a 2.3-litre EcoBoost version of Ford's Mustang at $45,990 for the manual. A further stretch of the imagination could haul in the Mazda MX-5 RF ($43,890) or the 86 GTS+ ($39,440) and Subaru BRZ tS ($39,894).
Under the bonnet
Subaru BRZ9/10
Some of the best news for previous owners of the BRZ is here. The old 2.0-litre Subaru boxer engine (152kW/212Nm) has been replaced by a larger 2.4-litre unit, with a significant hike to the outputs, now sitting at a respectable 174kW/250Nm.
While the engine code has migrated from FA20 to FA24, Subaru says it's more than just a bored-out version, with changes across the injection and port system to the connecting rods, as well as tweaks to the intake system and various materials used throughout.
The aim is smoothing out the torque curve and reinforcing engine parts to handle the increased output, while optimising fuel economy.
The available transmissions, a six-speed torque converter automatic and six-speed manual, have also been revised from their predecessors, with physical enhancements to smooth shifts and handle more power.
The auto's software has also been revised to make it compatible with a new safety suite it's paired with.
Nissan 370Z7/10
The 370Z is powered by an all-alloy, 3.7-litre (VQ37VHR), naturally aspirated, quad-cam V6, producing 245kW at 7000rpm and 363Nm at 5200rpm.
Serving in a vast array of Nissan, Infiniti, Renault and Mitsubishi models, the VQ V6 engine series has been around in various displacements for over 20 years.
It features the 'Continuously Variable Valve Timing Control System' (CVTCS) with 'Variable Valve Event and Lift' (VVEL) on the intake side. And while all that may sound new and ultra-high tech, it was actually introduced in 2007.
Transmission choice is between a seven-speed auto (with manual mode and paddles) or six-speed manual gearbox, as tested here. And this 2018 upgrade brings a high-performance clutch from Japanese specialist Exedy.
Drive goes to the rear wheels via a carbon-fibre composite drive shaft, connecting with a viscous limited slip differential (LSD).
Additional features that won't necessarily be music to purists' ears include 'Active Noise Cancellation', and 'Active Sound Enhancement'.
The former monitors and measures engine sounds, using the audio speakers to produce "acoustically opposing signals to cancel undesirable sounds". So, okay, maybe filtering out the messy noise is a good thing.
But at the same time Active Sound Enhancement employs "digital signal processing to enhance the engine note, using the vehicle's sound system to augment or modify the spectrum of select powertrain sounds in the cabin". Yuck.
I can cop a tube that channels a bit of genuine engine noise into the interior, but in this context, the phrase 'digital signal processing' is a turn-off.
Efficiency
Subaru BRZ7/10
With the higher engine displacement comes a bump in fuel consumption for the BRZ.
We didn’t pull an as-tested number from the launch event as we were sampling multiple vehicles in a host of different conditions.
Stay tuned for a follow-up review to see if the official numbers were as surprisingly close as they were for the previous car.
The BRZ also continues to require top-shelf 98RON unleaded fuel and has a 50-litre tank.
Nissan 370Z7/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.6L/100km, the 370Z emitting 249g/km of CO2 in the process.
Over roughly 250km of city, suburban and freeway running, we averaged 15.6L/100km, at the bowser. Far from miserly.
Minimum fuel requirement is 95 RON premium unleaded, although Nissan says "for optimum performance" you should stump up for 98 RON. And just to rub it in, you'll need 72 litres of it to fill the tank.
Driving
Subaru BRZ9/10
Subaru talked a big game on things like chassis rigidity (a 60 per cent lateral bending improvement, and 50 per cent more torsional stiffness for those interested) but to actually feel the difference we were offered the opportunity to drive the old and new car back-to back.
The result was telling, while the new car’s power levels and responsiveness are notably improved, the new suspension and stiffer frame combine with those new Pilot Sport tyres to deliver a decisive dynamic improvement across the board.
While the old car was famous for being twitchy and easy to slide, the new car manages to maintain a sense of playfulness whilst adding a lot more confidence when needed.
This means you can still do doughnuts with ease on a skidpan, but carry more speed with the extra grip available through S-bends on a track.
Even driving the car on a tame back road, it's easy to tell how much firmer the frame is, and how the suspension has been adjusted to compensate.
The car is still packed full of feel, but not as brittle as the outgoing model when it comes to the suspension and damper tune. Smart.
The new engine feels every bit the upgrade it claims to be, with more consistent torque through the rev range, and a notable jump in responsiveness.
The engine's pretty distant at commuter speeds, only communicating the signature rugged boxer tone at higher revs.
Unfortunately, this improvement doesn't extend to the tyre noise, of which there is a lot.
This is somehow never a strong point for Subarus, and doubly so here with a car so firm and close to the ground, with bigger alloys and stiffer suspension.
I suppose this consideration is not high on the list for the typical BRZ customer.
The interior materials are a little less dingy than they were before, but with identical key action points in terms of the small radius steering wheel, as well as the easy-access shifter and handbrake, the BRZ continues to be an absolute ergonomic joy to operate, even when the car is completely sideways (on the skid pan...).
The steering tune is as natural as it comes, allowing you to feel even more at one with what the tyres are doing.
One odd little downside here is the inclusion of Subaru’s odd touch indicators as seen on the new Outback. They’re the kind which don’t lock into position when you use them.
I don’t know why Subaru is intent on introducing these when BMW famously tried (unsuccessfully) to popularise them in the mid ‘00s.
I’m sure we’ll have more to say on this car’s road-going capabilities when we have a chance to do a longer on-road test, but having the opportunity to drive the old and new back-to-back put the new car in context.
It’s everything you loved about the old one, but just a bit more grown-up. I like it a lot.
Nissan 370Z8/10
The Nissan 370Z is actually the car many want the Toyobaru 86/BRZ to be. I can sense some of you spluttering out a sweary response to that notion. But hear me out.
If you, like many others, think the 86/BRZ would be perfect with an extra 50kW/80Nm, just bolt on a turbo or supercharger, and voila. You'll get that extra grunt, but remember, the 86/BRZ was conceived to be light, tactile, and, not least of all, affordable.
Up the outputs and you light the wick on an engineering arms race that should also lead to bigger brakes, an engine with more exotic pistons and a tougher bottom end, a stronger gearbox and clutch, a beefier diff, sturdier chassis, fatter rims and rubber... the list goes on, and on. Until you end up with something very much like the spec, weight, and price of the 370Z.
That's not to say this car isn't a fun drive. It is. Just don't expect the quick reflexes of an MX-5 or 86/BRZ.
Despite light-weighting tricks like an aluminium bonnet and all-alloy suspension, the 370Z weighs in at a not inconsiderable 1467kg. And although its 3.7-litre V6 develops a solid 245kW/363Nm, first impressions are dominated by its hollow mid-range.
Much as I love the free-revving nature of a naturally aspirated engine, there's no denying a modern turbo typically delivers lots of torque low down, with peak power also available within a useful rev range.
All the action here is at the top end, with maximum torque arriving way up at 5200rpm, and peak power taking over at a nose-bleed 7000rpm (the rev ceiling is 7500rpm). Not exactly an easily accessible sweet spot.
But there's still so much to like about this evergreen Zed. Its classic front engine/rear-drive layout results in a 53/47 front to rear weight distribution and the car feels balanced and beautifully predictable.
Suspension is double wishbone front, multi-link rear, and ride comfort, even over choppy bitumen surfaces is surprisingly good. On the flip-side, rumble coming up from the Bridgestone Potenza RE050A rubber (245/40 f / 275/35 r) is always noticeable, and often intrusive.
The steering is supported by old-school hydraulic power assist and while connection with the front wheels is impressive, overall feel is light. Hello 'Merica.
The gearbox is a sweet reminder of what a pleasure it is swap ratios in a top-notch close-ratio manual, and hats off to Exedy for producing a wonderfully progressive clutch. Personal preference was to turn off the standard 'SynchroRev Match' function, because I like having a go at the ol' heel 'n' toe tap dance myself.
Brakes are ventilated front and rear with almost equal size rotors (355mm f / 350mm r) clamped by four-piston calipers up front and two piston units at the rear. They are reassuringly powerful and consistent.
Age has not wearied the 370Z's ergonomics. Although the lack of a digital speedo and no reach adjustment for the steering column is annoying, the sports seats are snug and comfortable, the moderately chunky wheel feels great, and all the major controls are simple to use. Who needs slick screens and 'piano black' finishes?
Safety
Subaru BRZ8/10
Safety has improved out of sight, at least on automatic BRZ variants, as Subaru has managed to fit its signature stereo-camera-based EyeSight safety equipment to the little sports coupe.
It’s worth noting the BRZ is the only car with a torque converter transmission to be fitted with the system, as the rest of the brand's range uses continuously variable automatic transmissions.
This means, for the auto, active safety functions have expanded to include auto emergency braking with pedestrian and cyclist detection, lane departure warning, blind spot monitoring with rear cross-traffic alert, reverse auto emergency braking, adaptive cruise control, and a host of other conveniences like lead vehicle start alert, and auto high beam assist.
Like the auto, the manual version features all the rear-facing active equipment, that is the rear AEB, blind spot monitoring, and rear cross traffic alert.
Elsewhere, the BRZ gets seven airbags (the standard front, side, and head, plus a driver’s knee) and the required suite of stability, traction, and brake controls.
The previous-generation BRZ had a maximum five-star ANCAP safety rating, but to an older 2012 standard. No assessment for the new car, so far.
Nissan 370Z7/10
The 370Z must feel like a wall flower at the crash-test disco because it currently isn't rated for safety performance by ANCAP, its Euro NCAP affiliate, JNCAP in Japan, or the USA's NHTSA (National Highway Traffic Safety Administration) or IIHS (Insurance Institute for Highway Safety).
That said, in terms of active safety features you'll find ABS, BA, EBD, traction control, 'Vehicle Dynamic Control' (stability control), and a rear-view camera with 'Predictive Path' guidance lines.
But if you're looking for more current active tech, look elsewhere, because things like AEB, blind-spot monitoring, rear cross-traffic alert, active cruise, lane-keep assist, auto high beam or any kind of pedestrian detection are missing-in-action. They're not even available on the options list.
If all else fails and a crash is unavoidable, primary passive safety runs to active head restraints and eight airbags (driver and passenger front and side airbags, plus roof- and door-mounted curtain airbags).
Ownership
Subaru BRZ7/10
Like the rest of the Subaru range, the BRZ is covered by a five year/unlimited kilometre warranty, including 12 months of roadside assist, which is on-par with its mainstream rivals.
It is also covered by a capped price servicing program, which is surprisingly transparent now, including parts and labour costs.
Unfortunately, it’s not particularly cheap, with services varying between $344.62 and $783.33 for a yearly average over the first 75,000km/60 months of $494.85 for the automatic model. A small amount can be saved by choosing the manual.
It will be interesting to see if Toyota blows the Subaru out of the water by applying its famously cheap servicing to the BRZ’s 86 twin, set to launch later in 2022.
Nissan 370Z7/10
Nissan offers a three year/100,000km warranty, which isn't exactly ground-breaking in the age of Kia's seven year/unlimited km commitment.
But it does include 24-hour roadside assistance for three years, and Nissan's 'myNissan Service Certainty' capped-price servicing program applies for up to six years/120,000km.
The scheduled maintenance interval is six months/10,000km, with charges ranging from a low of $283, to a high of $831 (100,000km), averaging out to roughly $428 per service.