The current generation of the Z is almost three inches shorter and 1.3 inches wider than the pre-2009 models. The coupe was updated to the new platform for the 2009 model year and the convertible gets the same changes for 2010.

Both body styles exhibit crisper contours and tighter surface tension on the panels. Front overhang is perhaps still a little long, but it is in the best interests of efficient aerodynamics. Vertical bars in the front grille opening make the car look a little like a feeding manta ray. We think the front end has a definite aftermarket look, kinda like it was designed by Need for Speed video game players.

Although it's not immediately obvious, one of the most telling aspects of the new design is that the doors, rear hatch and hood are all made from aluminum, obviously in the quest for lower weight. Although the hood of the previous Z was aluminum, it used steel supports. Not in this one. Despite the added strength in the body, Nissan claims a 90-pound weight reduction.

Nissan chose to retain the vertical metallic exterior door handle, which is not our favorite feature because it's difficult to grasp. As a gesture of respect to the designers of the first Z-car, the base line of the coupe's rear quarter window sweeps up just as it did on the original 1970 Datsun 240Z. We think that little nod to history has been skillfully adapted. In more modern vein, the front and rear lights are hooked or boomerang-shaped for improved visual effect, and they're quite unlike the symmetrical shapes found on the preceding model. Attractive Z-badged turn signal markers fill the void between the front wheels and the front-door shut line.

The convertible is a two-seat roadster with a power cloth top. Nissan knew early in the design process that a convertible would join the lineup, so the convertible top looks to be better integrated this time around. With the top up, the body silhouette looks more natural and less awkward than it did on the 350Z. The roadster comes standard with a black top, and a Bordeaux (maroon) top is optional. The top is cloth, not vinyl, and inside it adds a headliner for better interior isolation. There is no latch for drivers to flip or turn. This allows for remote operation via a button on each door handle.

The surface of the bodywork is comparatively devoid of bling on both body styles. Nissan's hamburger logo graces the front end, and a shiny 370Z badge decorates the rump, but it's otherwise tastefully simple.

At the rear, the new lights combine with more-rounded contours to produce an elegant effect not unlike that of a Porsche. The dual exhaust outlets are tidily integrated with the rear fascia, and so is the rear spoiler when fitted as part of the Sport package. But we think more could have been made of the tail with a diffuser-like lower edge. Altogether, we think the appearance is more subtle and mature than the somewhat squat aspects of the outgoing model.

Models with the Sport package get 19-inch Rays wheels with five artfully faceted split spokes. They look terrific peeking from the 370Z's muscular wheelwells. The base 18-inch wheels are very attractive, too.

The Nismo is only offered as a coupe, and it has several exterior modifications to give it improved aerodynamics and more performance capability. The most noticeable difference is the extended, aerodynamic nose. The base car's fang-like underbite is gone, replaced by a cleaner look with a very prominent chin spoiler. The Nismo also has wider side sills, a unique rear bumper with a substantial lower diffuser, and a taller, functional rear spoiler. All told, the Nismo is 7.1 inches longer than the other models, with most of that extra length in the nose.

Interior

The interior is hugely improved in this sixth generation Z-car, with much richer-looking materials and a design that escapes the low-rent effect of the pre-2009 350Z. A high-tech looking steering wheel (shared with the Maxima) is a bold centerpiece in the dash, a large Z gleaming in its center boss. The wheel was skimmed to produce differing thicknesses around its circumference, and tightly clad in solid and perforated leather at the appropriate segments. Buttons stud the beefy spokes for close-at-hand control of the stereo and cruise control.

The instrument panel still moves with the adjustable steering column, and still has a passing resemblance to a motorcycle gauge cluster. The gauges are large and clear, with a 9000-rpm tachometer sitting dead center. A 180-mph speedometer is set off to the right, and a rather unusual aluminum-look circle at the left contains two rows of LEDs for temperature and fuel level indication. We're not particularly fond of these.

Naturally, the three auxiliary gauges that have previously graced the Z-car's dash top are there, providing the time, oil temperature and battery state of charge. The seats in this generation are larger and more supportive than before, and are of slightly different design right to left. Fittingly, the driver gets more aggressive bolsters than does the passenger.

In the coupe, the inconvenient shock-tower support bar that seriously compromised luggage space in the old car went the way of the shortened midsection, and there is now a less-intrusive cross-car bar directly behind the seats. Rear luggage space is quite usable now. While the rear hatch provides unimpeded access, there is only 6.9 cubic feet of cargo space, far less than the 22 cubic feet in the Chevrolet Corvette. The convertible's trunk has only 4.2 cubic feet of space, about enough for a couple of duffle bags. Thankfully, the convertible top operation doesn't impede on the trunk space, and Nissan provides a parcel shelf big enough for a laptop bag behind each seat.

Small-items storage is just adequate. Unlike the last generation, this one has a glove box. There are two cupholders in the center console, with one located in a shallow center bin, and two more in the doors. Models without the navigation system also have a dashboard bin that'll fit items as large as CD cases.

The coupe's big rear B-pillars produce distinct blind spots. Drivers can work around this by positioning the large outside mirrors to compensate. The convertible has predictably poor rear visibility with the top up.

On automatic-transmission equipped cars, alloy shift paddles sprout from the steering column, their rear faces coated with a matt texture for positive finger actuation. In cars with the navigation system, the screen is tidily integrated into the center console, the usual Nissan ATM-like keyboard neatly incorporated at its base.

Along with the improved aesthetics comes rational layout and control function. Operating the stereo system is straightforward, and learning the navigation functions shouldn't require any reference to the manual. The standard four-speaker stereo produces pretty good quality sound, so we expect exceptional performance from the 240-watt Bose unit found in the Touring model, with its six speakers and dual subwoofers, though we haven't listened to it.

Access to the car, as with many sport coupes, can be difficult, requiring a step down. However, the doors open fully and the sills are not unduly wide. For those inclined toward sportier cars, the new interior now compares favorably with cars costing a lot more. Interior noise, however, may prove burdensome. The car transmits a lot of road and engine noise. The convertible also has a problem with top-down wind noise. This is caused by a pair of seals for the convertible top that located behind the occupants' outside shoulders. Wind seems to be drawn to these areas with no easy escape. Rolling the windows up about a quarter of the way eliminates the problem.