Nissan 370Z vs Chevrolet Corvette

What's the difference?

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.

The Chevrolet Corvette E-Ray offers hypercar-level performance, aggressive design and brilliant dynamics at a bargain-price relative to similarly-configured Euro exotics. Blending raw V8 grunt with front-axle electric power it delivers an exhilarating drive experience.

While things like ingress and egress are a challenge and warranty coverage is modest, the car’s immense capability makes it an attractive option for anyone wanting a high-performance mid-engine machine without the astronomical price tag of a ‘traditional’ supercar.

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?

If you asked primary school me to draw a ‘supercar’ I’d likely hand you a roughly hewn, multi-coloured wedge in Egyptian frieze-style 2D that could be interpreted as a prescient rendering of the current Corvette E-Ray.

GM has confessed that a big part of its motivation for going mid-engine with the current-gen Corvette is to help it appeal to a younger target market (maybe not under-10s) and Chevrolet has enthusiastically embraced the low nose, wide high-tail stance. You’re not going to miss it.

The E-Ray, like its track-focused Z06 sibling, is longer (+58mm) and wider (+92mm) than the standard Corvette Stingray, with huge air intakes in the nose and deep gills behind the doors.

Its distinctly angular design retains enough Corvette DNA to keep the C8 in the family. The headlights are reminiscent of the C7 that preceded it and the dual tail-light design is a neat reinterpretation of that signature element. A clear engine lid showcases the longitudinally mounted V8’s bright red engine cover.

Far from a clean or curvaceous shape, the E-Ray is all business with function driving its fighter jet form. And that carries over to the interior with the driver-focused cockpit making no apologies for concentrating almost exclusively on the person behind the wheel.

Multiple screens wrap around the instrument binnacle with the flat top and bottom steering wheel affording a clear view of them all.

The jagged lift-up gear selector controls would be right at home in an F-22 Raptor and despite the layout’s relatively fussy look it works super-well ergonomically, with clearly marked buttons (haptic and physical) easy to sight and operate.

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.

Practicality is a relative concept when you’re looking at a two-seat, mid-engine sports car, which means the Corvette E-Ray is not functional in the Kia Carnival sense. But there are some concessions to the need to store things inside it.

In terms of storing people, getting in and out of a C8 Corvette isn’t exactly straightforward. The car sits close to the ground, which despite decent door apertures, means to gain access you’re lowering yourself across and into the heavily bolstered seats using an ungainly, vaguely yoga-style technique. Same goes on exit with more than a little grunting required to hoick yourself out of the car. Not an easy proposition for a daily driver.

Once inside, headroom for me at 183cm is good and for storage there are slim pockets in the doors (with no scope for bottles), two cupholders in the centre console and an oddments tray ahead of them. The glove box is a good size, a lidded box between the seats houses USB-A and USB-C outlets and there’s an awkward-to-use upright wireless phone charging slot between the seat backrests.

Boot volume is 204 litres, unless you’ve removed the roof panel and clipped it into its storage position there. A surprisingly easy process, by the way. If that’s the case you’ll be leaning more heavily on the 142-litre frunk. Overall storage capacity of around 350L is pretty handy for a car of this type.

Not surprisingly, given the scale of this car’s wheel and tyre package, there’s no spare. The Michelin Pilot Sport 4S tyres are run-flats.

And substantial practicality points go to the front lift system which, via the press of a console button, rapidly raises the car’s nose by 50mm to help avoid driveway and speed bump scrapes.

In the US the Corvette E-Ray is offered in three imaginatively titled trim levels - 1LZ, 2LZ and 3LZ in coupe and power-folding hardtop convertible form.

Australia takes the top-spec 3LZ coupe only, priced at $292,990, including GST and LCT but before on-road costs. 

If your heart’s set on a full-convertible Corvette you’ll need to opt for the non-hybrid Stingray ($232,990, BOC), but the coupe’s targa-style, lift-out roof panel gets you most of the way there, anyway.

Aside from the safety tech we’ll get to shortly, that figure gets you a heap of standard fruit, the highlights including:

• An extended leather interior (upper and lower sections of the instrument panel, trim panels, console cover and centre floor console) 
• Microfibre on the pillars and headlining 
• Heated, ventilated and power-adjustable ‘GT2’ seats (with nappa leather and carbon-fibre trim)
• A heated leather and carbon-fibre trimmed steering wheel 
• Carbon shift paddles
• A 14-speaker Bose audio system
• Wireless Android Auto and Apple CarPlay
• A multi-readout head-up display
• A performance data recorder
• Removable roof panel 
• Body colour mirrors and spoiler
• Carbon splitters 
• Carbon rocker panels 
• Black exhaust tips
• Gloss black five-spoke forged alloy rims (20-inch fr / 21-inch rr), 
• Carbon ceramic rotors 
• Red brake calipers 
• Magnetic Selective Ride Control suspension 
• Front-lift system 
• Engine Appearance Package (including a flashy red engine cover)

Other, similarly-configured ways to accelerate from 0-100km/h in less than three seconds cost twice as much as the E-Ray. Ferrari 296 GTB? Prepare to part with $604K. Lamborghini Temerario? You’ll need to cough up $534,169. Porsche 911 Turbo S Coupe? It’s $577,300. 

On that basis, this Corvette is a supercar bargain.

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 Corvette E-Ray is powered by a mid-mounted 6.2-litre, naturally aspirated ‘LT2’ V8 featuring dry sump lubrication, a billet steel crank, forged conrods and variable valve timing for 369kW (at 6450rpm) and 637Nm (at 5150rpm).

It sends drive to the rear wheels via an eight-speed dual-clutch auto transmission with (carbon) paddles on the steering wheel for manual shifting.  

A single 119kW/170Nm electric motor on the front axle contributes to total outputs of  488kW/806Nm and delivers ‘eAWD’. 

Claimed 0-100km/h acceleration time is a sizzling 2.9 seconds.

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.

The Corvette E-Ray’s official fuel consumption figure for the combined (urban/extra-urban) cycle is 11.5L/100km.

The car’s Active Fuel Management system is able to subtly drop four cylinders under light loads, a small V4 (rather than V8) light on the dashboard the only clue this sleight-of-hand trick has been performed.

Auto stop-start is also standard, although we admit to switching it off (via a haptic button on the dash) most of the time. And purely in the name of science and fully exploring the car’s performance potential we may have leaned into the E-Ray’s dynamic abilities more than once.

Overall, across a week of mainly city and suburban running with some freeway sections thrown in, we recorded an on-test average of 13.5L/100km, which is still more than acceptable for this type of performance car. 

Brim the 70-litre tank with minimum 95 RON premium fuel and using our real-world figure you can expect a driving range of around 520km.

The E-Ray features a 1.9kWh lithium-ion battery, self-replenished from coasting and braking, allowing an EV-only (and neighbour-friendly) ‘Stealth Mode’ for four to six kilometres at a maximum of 72km/h. 

And there’s a ‘Shuttle Mode’ (not suitable for public roads) which also engages just the front axle on electric power for moving silently around a driveway or into a garage to a speed of 24km/h.  

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?

Let’s get the acceleration thing out of the way. The Corvette E-Ray is obscenely fast. If you’re determined to bend the space-time continuum, it’s keen to assist.

Claimed 0-100km/h time is just under three seconds but on a closed track using launch control we’ve previously recorded a time of 2.4sec, which is hypercar territory.

The big V8’s furious roar is amplified by the standard performance exhaust and the dual-clutch auto is a slick, positive, high-quality unit. Manual shifts via the wheel paddles are rapid-fire.

Suspension is by forged alloy double wishbones front and rear with magnetic adaptive damping standard, the latter allowing you to dial in Sport, Touring, Track and Weather modes as well as two customisable settings - MyMode for everyday driving and the performance-focused Z Mode. 

Weather optimises the car’s systems for slippery conditions, as its name implies, and Track is best left for the circuit as it’s unbearably harsh on anything less than a billiard table smooth surface. Sport is more liveable but the pick is Touring which retains the car’s fundamental agility while providing excellent compliance.

Shudder over patched suburban roads in Sport then switch to Touring to illustrate an amazingly forgiving ride.

Despite its aluminium-rich space frame, the E-Ray still weighs in at 1800kg but it responds like a lightweight. The steering is brilliantly precise without being overly sharp and road feel is superb. In terms of cornering, the C8 Corvette is the quintessential apex predator. 

Thanks in no small part to an electronic limited slip differential the E-Ray puts its power down on corner exit with impressive force and grip from the monster Michelin Pilot Sport 4S rubber is prodigious. 

The tyres measure 275/30x20 at the front and no less than 345/25x21 at the rear, bearing in mind a current F1 car’s rear tyres are 375mm across the tread.

Brakes are also professional grade with carbon ceramic rotors (398mm fr / 391mm rr) clamped by Brembo six-piston alloy calipers at the front and four-piston units at the rear. While some carbon set-ups need to be at a high temperature for optimal performance there are no such worries here. The E-Ray washes off speed with prodigious yet satisfyingly progressive power. 

Worth noting if you’re a track day demon, there’s an ‘Enhanced Performance Data Recorder’ and ‘Performance App’ that jointly provide everything from side-by-side video analysis and graphical data displays to tyre temp and pressures and even coaching tips.

‘Performance Traction Management’ also allows you to fine-tune traction and stability controls to suit specific track conditions.

Under the heading of miscellaneous observations; the GT2 seats are grippy yet supremely comfortable, an 11.1m turning circle is sizable and over-the-shoulder rear three-quarter vision is limited, although there’s enough camera coverage to minimise the problem for parking. 

No surprise, given the Corvette’s relatively low volume, it hasn’t been assessed by ANCAP but active (crash-avoidance) safety tech includes:

• Forward collision alert
• Low-speed auto emergency braking
• Follow distance indicator
• Lane-keeping assist
• Lane departure warning
• Rear cross-traffic alert and
• Blind-spot monitoring
• HD reversing camera
• Front kerb-view camera
• Dual-mode camera rearview mirror system
• Intelligent auto high beam
• Tyre pressure monitoring.

The airbag count is four, front and side for driver and passenger, which is fair enough for a two-door sports car.

For the record, no child seat top tether or ISOFIX anchor for the passenger seat. 

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.

GMSV’s warranty cover for the Corvette sits at three years/100,000km which is woefully under-done, even in the context of high-dollar sports cars.

For example, Aston, Ferrari, Lambo, McLaren and Porsche, while still at three years, offer unlimited-kilometre cover.

Service is recommended every 12 months/12,000km, the average annual price for the Corvette coming in at around $1100 over the first few years, largely because the first and every second service thereafter is a major one, including things like a transmission fluid change.

That’s way lower than most mid-engine Euros and it’s important to note service price will vary according to the car's use, different state and territory labour rates and other factors.

There are around 55 GMSV dealers in Australia focused on capital cities as well as major regional and rural centres.