Abarth 124 vs Nissan 370Z

What's the difference?

The Abarth 124 Spider is a flawed but dramatic little car that should put a smile and a big, fat Italian moustache on any weekend warrior’s face.

As long as you don’t expect it to do much more than that in terms of its daily driving ability, it hits the nail on the head as a spicy alternative to the well-rounded MX-5 formula.

Whether it hails from Hiroshima or not is irrelevant. Its ancestors would be proud.

Now, if only all of them had this Monza Edition’s glorious exhaust…

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.

I love the way the 124 looks. The more you pore over its small frame, the more you discover how different it is to its MX-5 counterpart.

It’s angrier. It’s more beautiful, and it’s definitely more Italian.

References to the original have been tastefully applied without transforming it into bloated caricature. These include the dual indents on the hood, the rounded-out light clusters, and the squared-off rear.

From there it goes beyond the original 124 and seems to take influence from contemporary Italian designs. I would argue there’s more than a little modern Maserati in this car’s tough wheelarches, scoopy mouth, rear light fittings and alloy wheel design.

The quad-exhaust pipes (actually just two tailpipes with four apertures) is arguably overkill, but adds a bit of extra aggression to this car’s rear. I’m not a fan of the oversized Abarth badgework on this car’s nose and rear. It removes a bit of subtelty from the equation, and the one on the bootlid is entirely unnecessary.

I’d also argue our test Monza Edition car looks best with its white paint and red highlights throughout. It’s also available in red and black.

The inside breaks the illusion a little. I’d argue not enough has been done to differentiate the 124 from its MX-5 roots here. It’s all Mazda switchgear.

There’s nothing wrong with that switchgear, of course. It’s well built and ergonomic, but I’d love to have something different to mix it up here. A Fiat 500 steering wheel… some switches that look cool but barely function properly… Just a little more of the Italian personality that’s so well expressed on the outside…

The seats are unique to the Abarth and are lovely, and the red highlights carry through them onto the dash and wheel stitching. The Monza edition has the official logo of the famed Italian circuit between the seats, with the build-number etched on it.

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?

When it comes down to a practicality score, it’s only fair to compare a car like this to its direct competitors. A sports car like this is never going to take on a hatch or SUV in the practicality stakes.

Even so, and just like the MX-5, the Abarth 124 is tight on the inside. I fit inside it perfectly, but there are problems.

Legroom is super tight for me at 182cm tall. I had to adjust to having my clutch foot at an angle, otherwise I’d smack my knee on the bottom of the steering wheel, a problem that also makes this car tough to clamber into. The handbrake takes up a massive amount of room in the limited centre-console space, and as to storage in the cabin? You may as well forget it.

There’s a tiny flip-up binnacle in the centre, shallow enough maybe for a phone and nothing else, a slot under the air-conditioning controls seemingly designed expressly for phones, and two floating cupholders between the seats.

There’s no storage in the doors, nor is there a glovebox. You do get a rather large storage area behind the cupholders, accessible through a hatch opening, but it’s a little awkward to use.

Once you’re in, though, this car fits like a glove in terms of ergonomics. The wheel is nice and low, the seats are surprisingly supportive and your elbow rests nicely on the centre, leading your hand to the excellent short-action shifter. Headroom is tight no matter which way you cut it, but it’s such a small car you hardly expect more.

How about the boot? It’s better than you might hope, but with just 130 litres on offer it’s still no more than a weekender. It’s also less than the Toyota 86/BRZ (223L) which also have back seats, always handy no matter how small they are.

There’s no spare to be found. The 124 has a repair kit only.

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.

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).

Unlike the MX-5 and 86/BRZ combo, which offer a choice of naturally aspirated engines, the 124 carves its own path by dropping Fiat’s 1.4-litre ‘MultiAir’ turbo four-cylinder under the hood.

The word ‘turbo’ should rightly prick your ears in a car this size, but this this is hardly a high-performance unit when compared to its non-turbo counterparts.

Outputs are set at 125kW/250Nm. That power figure might seem a little low when compared to the new 2.0-litre MX-5 (135kW/205Nm) and 86 (152kW/212Nm), but the extra torque is welcome. It comes at a cost,  which we’ll explore in the driving section of this review.

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.

The 124 has a bold-souning official combined fuel consumption figure of 6.4L/100km, which I overshot by quite a margin. At the end of my week, (involving truly mixed freeway/city driving) I landed on 8.5L/100km, which was exactly on this car’s ‘urban’ estimate, so take that as a realistic figure.

It’s also less than I’d expect to consume in an 86 and perhaps also the MX-5, so all-in-all it's not too bad.

The turbo Fiat engine requires a minimum of mid-grade 95 RON unleaded to fill a 45-litre tank.

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.

I drove the 124 up NSW’s Old Pacific Highway from Hornsby to Gosford at dusk on a Saturday. Talk about the right car in the right place at the  right time.

It was absolutely in its element, darting around tight hairpins, then blasting up straights, giving the short shifter a thorough workout. That new exhaust added 150 per cent to the theatre of it as each aggressive down-shift was accompanied by crackling, spitting and barking.

It’s an absolute joy, a proper nod to how cars used to be in the good old days of a ‘Sunday drive’, and thus a proper nod to the 124’s history.

And, of course, it has flaws. Many of them fall into the subjective category on a car like this, however.

Take the engine, for example. I’ve heard endless criticisms of it as laggy and annoying. And it is. Catch the wrong gear and get the revs too low and no matter how hard you stomp that go pedal, you will be stuck fighting a mountain of lag. Seriously. Several seconds of it.

Even trying to ascend my steep driveway had me concerned it was simply going to stall out in first gear.

It’s a bit strange, but then when you’re on the open road it’s worth relishing the challenge that it offers. Grab the wrong gear and this car will let you know how foolish you are. And yet, when you get it right it offers a surge of excitement in the straights that’s arguably far more dramatic than either the MX-5 or 86 can muster.

Another annoyance is the speedometer. It’s tiny and counts 30km/h increments all the way up to 270km/h. How fast was I going, officer? No idea. I have about two inches to tell whether I’m going between 30 and 90, so it’s anyone’s guess.

An obvious benefit of the MX-5 chassis is its go-kart handling, and it seems as though the excellent, fast and direct steering hasn’t been messed with, either. Sure, the suspension is a little crashy, and the convertible chassis a tad rattly, but it’s all part of being that much closer to the road. It would be tough to ask to find a better transmission with its fast, short action and sensible ratios.

Ultimately, the 124 is just plain (literally) old-fashioned weekend fun, offering a challenging but rewarding drive.

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.

The gearbox is a sweet reminder of what a pleasure it is swap ratios in a top-notch close-ratio manual.

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?

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).

It’s a shame that the 124 is only offered from Abarth with a three-year 150,000km warranty. Its counterpart MX-5 is now offered with a five-year unlimited promise, and Fiat could really do with a bit of positive warranty coverage right now.

You’ll need to service the 124 once a year or every 15,000km. Capped price servicing? Ha. No such thing over at Abarth, apparently. You’re on your own.

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.