Pros & Cons
- Pure, Unfiltered Analog Thrills.
- Exclusive, Purpose-Built Poster Car.
- Track-Ready Hardware, Zero Pretense.
- Harsh Ride Punishes Daily Spines.
- Hopelessly Outdated Daily Companion.
- Expensive Nostalgia With Thirsty Habits.
2014 Nissan 370Z Nismo Review with Vyocar
The 2014 370Z Nismo is basically a factory-built track toy that somehow slipped onto public roads, glorious when you’re wringing its neck, borderline miserable when you’re just trying to live with it.
Overview
Let’s peel back the marketing gloss on the 2014 Nissan 370Z Nismo. This is a sports car in its purest, most stubborn form: a two-seater coupe with rear-wheel drive and an old-school vibe. It represents the sixth generation of Z-car heritage, filtered through the NISMO division into what they bill as the ultimate iteration. With limited production, it’s a special edition that shouts track-focused. But let’s be honest, it’s less a refined tool and more a rough-and-tumble, fun-to-drive relic. For the enthusiast-focused buyer seeking a performance-oriented driver’s car, it’s a tempting throwback. Shoppers cross-shopping American muscle and Japanese coupes will often weigh it against a Corvette Stingray when chasing weekend thrills. For anyone else? It’s a loud, firm reminder of where racing heritage and daily comfort part ways.
Stare at its aggressive styling, the aerodynamic body kit with an extended nose, that large rear wing, and those grey accents with red stripes. It’s all very racing-inspired. Slide inside, and you’re greeted by a no-frills analogue experience. The high-performance hardware delivers genuine bang-for-buck excitement when you’re carving corners. For some shoppers, that kind of drama even puts it in the same mental garage as a Dodge Challenger when they’re dreaming up a dedicated fun car. But here’s my gripe: that very focus makes it a tiresome partner for errands. The ride jitters over cracks, the cabin roars, and that wing turns rear visibility into a guessing game. It’s a blast on a backroad, but as an everyday proposition? It’s about as practical as a chocolate teapot.
What’s New for 2014
For 2014, Nissan gave the 370Z Nismo a visual tune-up, not a heart transplant. The styling updates are all cosmetic, like a fighter jet getting a fresh paint job. You get a revised front fascia and revised rear fascia that look angrier, plus dark gray lower body accents with a red pinstripe trim whispering “race car” while it shops for groceries. The side sills and side mirrors join the party, and a rear spoiler adds a touch of theater. They slapped on new wheels because, obviously. Nissan’s Nismo treatment had already been applied to other models in their lineup, including the compact crossover 2013 Nissan Juke Nismo, before refining the 370Z’s aerodynamic package. Underneath, revised underbody spoilers and an updated aero kit hint at grip, but let’s be real – these are minor tweaks.
Inside, you’re handed an Alcantara steering wheel that feels fantastic until a hot day turns it into a slip-n-slide. The red NISMO tachometer glares from the dash, a flashy reminder you’re in the “special” one. So, what are these enhancements? A nip and tuck. Does any of this rewrite the rulebook? Hardly. It’s the same lovable brute, just in a sharper suit.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
The 3.7-liter V6 engine. It’s naturally aspirated, a choice I respect. With 350 horsepower and 276 lb-ft torque from variable valve timing and optimized ECU tuning, it’s a high-revving unit paired with a high-flow exhaust. But let’s not sugarcoat it: the engine coarse at high RPM is frankly grating, like a blender full of bolts. The exhaust note, however, saves the day, contributing to a genuinely thrilling driving experience.
Your only dance partner is the 6-speed manual transmission. It boasts SynchroRev Match for auto revmatching, a clever trick for smoother downshifts. The short-throw shifter feels direct, but the heavy clutch is a leg press simulator in stop-and-go traffic. Even GT500 owners would recognize that kind of workout. It’s rear-wheel drive with a limited-slip differential, so power has a clear mission. The claimed 0-60 ~5 seconds feels about right, but this isn’t a drag strip queen.
Feel everything? You will. The hydraulic power steering delivers communicative steering with a heavy steering feel, which is great for precision handling but tiresome on a grocery run. Drivers coming from a Mazda Miata will recognize the same talkative chassis, just turned up to a harsher, more intense setting. The stiff suspension owes to higher spring rates, stiffer stabilizer bars, increased chassis rigidity, and performance dampers. It’s utterly track-ready, enabling flat cornering and high grip from the 19-inch forged wheels and summer performance tires. The trade-off? A rough ride that broadcasts every pebble through road feedback. There are no adaptive modes; this is a pure analog driving feel.
Stopping is handled by upgraded brakes with 14-inch front rotors and 4-piston calipers, plus brake assist. The braking is strong and trustworthy. But this car is tail-happy with an oversteer bias, so it’ll rotate eagerly if you provoke it. It’s a blast on a canyon road, but that precision handling comes at the cost of daily comfort. You buy it for the drama, not the delicacy.
Nissan 370z nismo Fuel Economy Test
It’s a gas-guzzling romance. The EPA rated this car at 18 mpg city, 26 mpg highway, and 21 mpg combined, but my realworld 20 mpg average tells the true story. That premium gasoline requirement makes every mile a pricey fuel consumption chat. Honestly, the gas mileage is not fuel efficient by normal standards, though it’s reasonable for class—this isn’t an econobox. You’ll feel the fuel tank range limitations, eyeing that mpg gauge like a suspense thriller. And with no hybrid tech in play, it’s all thirsty, old-school fun.
Interior, Comfort and Space
Slip into the sport seats and prepare for a committed relationship. These bolstered seats grip you with the sincerity of a movie villain’s handshake, thanks to the black and red upholstery and aggressive red stitching. Let’s be real, they’re cloth seats, with manual seat adjustment and no power seats in sight. You get an eight-way driver seat and a four-way passenger seat, both lightweight seats for the purist. The leather-wrapped steering wheel features Alcantara inserts and a red center mark on wheel, while aluminum pedals complete the look. NISMO badging and a unique serial plaque shout exclusivity. But the tilt-only steering column paired with no telescoping wheel? That’s a classic party foul. Finding your spot is a puzzle, especially if your proportions aren’t average.
Your eyes face a gauge cluster trio: an oil temp gauge, a volt meter, and a digital fuel gauge. The simple dashboard is all function. Then there’s the outdated head unit, a charming relic with no touchscreen. It offers Bluetooth connectivity and an aux input, defining basic infotainment. An optional Bose system existed, but in this loud cabin, it’s fighting a losing battle against road noise and engine noise. Minimal sound insulation ensures you hear everything. Pair that with stiff ride comfort from the firm suspension, and you’ll feel every tar strip. This is decidedly not a luxury car; it’s a tactile conversation with the road.
Now, the reality check. This snug cabin quickly feels like a cramped interior. There’s limited legroom and tight space overall, especially if you’re coming from a bigger performance car such as a Dodge Charger. And seeing out? Poor rear visibility reigns, courtesy of thick rear pillars and small windows. Reversing requires guesswork and optimism. Yet, it’s a driver-focused cockpit through and through. The quality materials hold up, and the sporty interior design has focus. It’s built for the drive, not for distraction.
So, can you live with it? For daily duties, it’s a test of tolerance. But for that focused, connected drive, it makes sense. You trade plushness for presence, comfort for character. Just know what you’re signing up for.
Cargo Space & Family Practicality
This is a two-seater only with no rear seats, making it not family-friendly in any universe. It’s a weekend car, not a grocery getter. The small trunk boasts a laughable 6.9 cubic feet cargo volume, my cousin’s hatchback has more room for his ego. The shallow cargo area in that hatchback trunk is invaded by a rear strut brace intrusion, so packing feels like solving a Rubik’s Cube blindfolded. Limited storage throughout means you’ll get creative.
And the details sting. No spare tire, no cargo cover, just open storage bins that flaunt your visible cargo to thieves and judgmental passersby. This is minimal practicality defined. Daily use compromises include grocery trips difficult because luggage space limited to about two bags. It’s not for hauling anything bulkier than a gym bag, and not suitable for large items unless you’re transporting a baguette. So, if you need space, look elsewhere. This car is for driving, not carrying.
Infotainment, Connectivity & Tech
Let’s rip the band-aid off. The Infotainment, Connectivity & Tech suite in this 2014 Nismo is like finding a flip phone in a Tesla showroom. You get keyless entry and push-button start, which feel normal now but were decent party tricks back then. Cruise control and automatic climate control are present, doing their simple jobs without complaint. But the head unit? It’s a nostalgia act with a CD player and basic AM/FM radio. There’s an auxiliary audio jack and a USB port for last decade’s playlist, and Bluetooth phone pairing that requires patience. A navigation system and backup camera were optional, and honestly, your smartphone does it all better.
The eightspeaker audio system is the star here, with subwoofers providing a satisfying thump. Satellite radio readiness and a universal garage opener are nice conveniences, and the auto-dimming mirror is a small win. But that’s the list. There’s no advanced tech whatsoever. The analog gauges are beautiful in their simplicity, and the minimal driver aids mean every mistake is yours alone. It’s a blunt, honest approach that makes you feel connected, even if you occasionally miss a blind-spot monitor.
Safety Features & Driver Assistance
Let’s be blunt: the 2014 370Z Nismo’s safety suite is a nostalgia act. You get basic safety equipment like ABS, traction control, and stability control, part of Nissan’s Vehicle Dynamic Control system. It also includes electronic brake-force distribution, brake assist, tire pressure monitoring, active head restraints, front airbags, side airbags, and side curtain airbags. That’s your entire roster. Feel wrapped in safety? Think again. This is a bare-knuckle setup for 2014.
So, what’s missing? Everything modern. There’s no blind spot monitor, no lane departure warning, no adaptive cruise, and no collision warning. The rearview camera was optional, and buddy, you’ll need it. Why? Limited visibility thanks to thick pillars and large blind spots turns lane changes into a leap of faith. Here’s the real scare: there’s no crash test data. It’s NHTSA untested and IIHS untested. You’re piloting a mystery box with airbags.
Warranty and Ownership Costs
Nissan slaps on a 3-year/36,000-mile warranty and a 5-year/60,000-mile powertrain guarantee. It’s adequate, but let’s be honest: enthusiast ownership means you’ll keep it long after that expires. The good news? General reliability scores above-average reliability for a sports car, anchored by a durable drivetrain that just won’t quit. Common issues are few, though the clutch slave cylinder is a known weak spot—it fails with the dramatic timing of a season finale cliffhanger. When it comes to maintenance costs, I found affordable maintenance if you avoid the dealer. Think annual $500 repairs for basics, which genuinely helps that lower ownership cost argument.
Now, the punchline. Premium fuel costs are a steady drip from your bank account, and insurance costs are notoriously high insurance for young drivers; my own quote was a horror story. Depreciation isn’t brutal, so resale value holds up okay. But parts expensive for those Nismo goodies, and no free maintenance means you’re buying every tire rotation. Add the predictable tire wear from spirited drives, and the Nismo expensive to run truth becomes crystal clear. This isn’t a cheap date, but you knew that when you walked in.
Final Verdict: Should You Buy the 2014 nissan 370z nismo?
This car screams enthusiast appeal. The thrilling performance and sharp handling are utterly convincing on a twisty road. Its distinctive styling and exclusivity give you bragging rights, while the track capability is no joke. The fun factor and driver engagement here are the whole point. But hold on—we must list the cons. That stiff ride transforms city streets into a juddering nightmare, and the noise levels will have you shouting over simple conversation. It’s a trade-off you feel in your spine.
So, who is it for? The limited practicality is a brick wall for daily use. An outdated cabin and lack of modern features remind you this is a relic. Pair that with the price premium, and you’re buying into daily discomfort. These compromises make it not for everyone. Honestly, it’s a weekend toy for dedicated track enthusiasts. As a not ideal daily driver, it poses a real value question. Is it worth the money? That’s a tough decision if you ever need to carry groceries.
My recommendation? If you want raw experience, this Z is a riot. But if you prioritize comfort, look elsewhere without a second thought. It serves a narrow slice of the driving world perfectly. For the rest, the glow fades fast when you’re just trying to get home.
FAQs about the 2014 Nissan 370Z Nismo
Daily UseIs the 2014 Nissan 370Z Nismo a realistic daily driver or just a weekend track toy?
ReliabilityHow reliable is the 2014 Nissan 370Z Nismo, and what ownership costs should I expect?
Trim ValueIs the Nismo trim worth the price premium over a regular 2014 Nissan 370Z?
| SPEC | DETAIL |
|---|---|
| Engine | 3.7-liter naturally aspirated VQ37VHR V6 (350 hp / 276 lb-ft) • Nismo-specific ECU tuning • High-flow exhaust |
| Drivetrain | Rear-wheel drive (RWD) with standard viscous limited-slip differential |
| Power / Torque | 350 hp @ 7,400 rpm • 276 lb-ft @ 5,200 rpm |
| 0–60 mph | ~5.0 seconds (tested range 4.9–5.1 sec) |
| Top Speed | Electronically limited to ~155 mph |
| EPA Fuel Economy | 18 city / 26 highway / 21 combined |
| Real-World MPG | ~19–21 mpg combined (average from owners/tests) |
| Fuel Tank Capacity | 19.0 gallons |
| Transmission | 6-speed manual transmission only • SynchroRev Match rev-matching system (standard) |
| Suspension | Nismo-tuned performance suspension • Stiffer springs • Larger stabilizer bars • Performance dampers • Reinforced chassis bracing |
| Brakes | 14-inch front rotors with 4-piston calipers • 13.8-inch rear rotors with 2-piston calipers • ABS • Brake Assist • Electronic Brakeforce Distribution |
| Wheels / Tires | 19-inch forged RAYS alloy wheels • 245/40R19 front & 285/35R19 rear Yokohama ADVAN Sport summer tires |
| Curb Weight | ~3,370 lbs |
| Steering | Hydraulic power steering • Heavier steering feel • High road feedback |
| Dimensions (L x W x H) | 170.5 in x 72.6 in x 51.8 in |
| Cargo Capacity | 6.9 cubic feet (with rear strut brace intrusion) |
| Exhaust | Nismo high-flow dual exhaust system with tuned note |
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