OVERVIEW Cost-cutting makes the Z relevant again PROS 300+ hp and double-wishbone suspension for BRZ money CONS Dated interior VALUE FOR MONEY Good WHAT TO CHANGE? More responsive throttle, limited-slip diff HOW TO SPEC IT? Just like this, but in a less Hello Officer colour

Cherry blossoms fall

Come out and play

Devil in me!

-Kobyasha Issa (1763-1828)

When the wind chases its tail through the streets of spring time Vancouver, a pink snow falls; the short-lived blooms of the cherry blossom swirl in drifts, blanket the streets like a bridal footpath, run in the gutters with the spring rains.

It is festival time, time to celebrate all that is delicate and temporary in life – the laughter of a child, green shoots, and new life. This being the modern age, the local cherry blossom society has gone digital, with online neighbourhood maps marking which trees are blossoming and which corridors are fan favourites.

The cherry blossom is a symbol of brevity and depth of meaning, and it goes hand in glove with the art of haiku and the life of the samurai. Calligraphy, poetry, and the martial arts; with these things in mind, I climb into the cabin of a somewhat aged warrior and fire up its still-vital heart.

You’ll like this: A look back at Japan’s warrior supercars

This is the new Nissan 370Z, and there’s only really one major difference to point out between it and the previous generation: it’s cheaper. Once this car fetched at least $40,000 in outlay, pushing it into competition with V8 Mustangs, and Subaru STIs. Not that its short wheelbase and V6 power didn’t have the punch to qualify as a sportscar, but the Z certainly looked like a pretty expensive toy, especially the convertible versions (2016 Zs are still a little too pricey, apart from this new base version).

It’s a sharper car than the reborn 350Z was, but comes in for criticism from all corners, not least the late father of the original 240Z himself. Yutaka Katayama (known to Nissan/Datsun fans as Mr. K) said of the modern Z, “So-so. First it’s very heavy, and its also very expensive.”

A classic 1977 Datsun 280Z next to the 2016 Nissan 370Z. Brendan McAleer , Driving

A classic 1977 Datsun 280Z next to the 2016 Nissan 370Z. Brendan McAleer , Driving

Expect the next-gen Nissan 370Z to be more like its predecessors. Brendan McAleer , Driving

However, to trim the price down to its current sub-$30,000 entry point, Nissan cut many features from its sportster. This has the effect of trimming the fat off the car, and has left something leaner and more compelling behind. It’s still a little heavier than it could be, but this more-basic Z is suddenly a bit more elemental than it once was.

Parking it next to an original Z, even one of the big-bumpered versions of the mid-1970s, doesn’t do the modern shape any favours. The 370Z looks less-than-delicate next to that classic shape, a clenched fist rather than the flow of an open hand.

This classic ’77 280Z belongs to Larry Lazzari, who has owned it since new – 40 years with the same car. He currently daily-drives it, and while he doesn’t identify as a gearhead, there’s something about his machine that’s really special. Will the 370Z inspire this same kind of long-term devotion? Probably not.

However, I think the new Z has its own thing going on. This version sits on 18-inch blacked-out alloys that fill the wheelwells chunkily without being overlarge. The addition of LED lighting hasn’t really changed what worked about the original Z’s design, and it manages to look compact and aggressive without appearing overdone.

Park it next to the future rather than the past, stick it next to one of the all-grille-all-the-time berserk modern crossovers we’re plagued with, and the Z even looks a bit delicate. It also draws the compliments from every corner, surprising in a design that’s seven years old.

Also read: Our review of the 2015 Scion FR-S

From the exterior, it looks expensive; on the inside, however, things are a lot more basic. Because this is an older Nissan design, there’s that obsession with orange lighting everywhere, and the Z lacks many tech features you’d get on a similarly priced Juke. Still, the cloth bucket seats look and feel good, and despite there not being much in the cabin to fiddle with, it is at least a functional space. Touchscreens, no, but you do have essentials like Bluetooth and USB connectivity. Oh, and a pointless gauge showing your battery voltage, for some reason.

In addition, the Z is fairly festooned with cubby holes to tuck away all your gear. There’s one in the dash, a reasonably sized glovebox, and both a shelf and a second glovebox behind the driver. The liftback trunk has a relatively usable amount of space, and if you don’t need more than two seats, the Z could easily function as a daily driver until cherry blossoms turn to snowfall (on the West Coast, that makes it a year-rounder).

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

But come, let me pen my own awkward haiku about the merits of this greying machine, invigorated by its dollar-shedding diet.

To understand Z

Grip the steering wheel tightly

Traction control off.

-Brendan McAleer

Here are all the wonderful things that crop up when you drive a car that’s getting on in years: the badge on the back directly corresponds to the displacement under the hood; turning off the traction control is a one-touch affair; grip is set up to be managed by suspension and tires and the driver, not by clever electronics; the steering hasn’t been blunted by electric assist; infotainment isn’t a focus here, entertainment is.

What a hoot! Despite its lengthy time on the road, the 370Z is still a battler. Power comes from a torquey 3.7L V6 that makes 332 horsepower at 7,000 rpm, and a hefty 276 pound-feet of torque at 5,200 rpm.

It sounds great, not a high-revving whirr but a guttural mastiff’s growl that really comes on above 4,000 rpm. There’s enough grunt to lug around town without keeping the revs up, and the shifter’s quite a notchy affair, but you’ll find yourself reaching for the stick to stir things up as often as possible.

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

2016 Nissan 370Z Brendan McAleer , Driving

Really though, the Z’s most interesting element is its suspension. Engineered with dual-wishbones up front and a multi-link set up out the back, it was re-tuned a while back at the last facelift, and remains one of the best things about the car. This is a short-wheelbase machine, just 2,550 mm, but it isn’t exactly tail-happy. Weight distribution is very good, and the car is nearly as balanced-feeling to drive as something like a Cayman. Drive it like a heffalump and it’ll plow, but apply a little skill and delicacy and it’s a fine road-blade.

There’s more than enough grip for backroads fun, and the Z is an inviting companion. It doesn’t bite or snap at you, it’s friendly and you really have to provoke the throttle to get any hip-swing. Here, the now-absent limited-slip rear differential is missed; perhaps the aftermarket can step in here.

And I’d like to see a little more response from the throttle. The travel on the Z’s accelerator is far too long, and nailing a heel-toe downshift requires a stomp like you were planting a tent-peg. You can see why they’ve done it – a too-active throttle-response might make the car too twitchy for some. Still, it’s a sportscar, and I reckon Nissan could have risked it.

Besides which, you know the next version will have modes to manage that. It’ll have torque-vectoring, and a more comprehensive safety next, and possibly a turbocharged engine to hit emissions targets. Might it be lighter and maybe a little less expensive? Perhaps. Better? That’ll be tricky.

Here we are in a cut price Z that’s retained everything that was good about the original and now wades into the price-point region of the Subaru BR-Z, Ecoboost Mustang, and Mazda MX-5 – it’s actually just $500 more than the base MX-5. The regular versions are still pretty pricey, but this base model is a compelling offering.

Like the cherry trees, their last petals being stripped by the spring rains, this generation of Z is nearing the end of its run. Like a haiku, the simplest version is often the best.