| Week at the Wheel | Nissan 370Z Roadster GT |

Inside & Out:

When the 370Z Coupé was first launched, you could pretty much tell what the Roadster was going to look like. The aggressive front end remains intact, while the Coupé's roof is removed and replaced with a thick fabric hood. It sits snugly when raised, looks good and - when lowered in just 20 seconds - disappears under a stylish 'double-humped' deck. Not everyone is a fan of the hunched rear arches that are more obvious on the Roadster than the Coupé, but we reckon the drop-top has the style to give its German rivals a tough time.

Inside, the 370Z Roadster isn't quite as convincing as there's a bit too much plain-looking plastic and not enough pizzazz. Compare the Nissan's cabin to a BMW Z4's and you'll see what we mean. However, the Nissan offers up supportive seats and a sound driving position. If only rear visibility was better over the driver's left shoulder, the Z would have a perfect driving position. Helping here are the main instruments, housed in a binnacle, that move when the steering wheel is adjusted. Disappointingly, the wheel only moves for height and not reach. The satellite navigation and controls of the GT spec 370Z are easy to fathom and use.

Engine & Transmission:

With 323bhp to call on, the 370Z is no slouch and touches 62mph from rest in just 5.5 seconds. That's swift stuff, but this is when you're using the engine at full stretch and whisking through the six-speed manual gearbox like Gordon Ramsay making meringues. In more normal use, the 370's 3.7-litre V6 doesn't quite have the low-end urge that we'd like, or that you find in a BMW Z4 sDrive35i. This is down to peak torque of 268lb.ft not making an appearance until a giddy 5,200rpm. If you're happy to work the engine hard, this isn't a drawback, but we found the 370Z Roadster simply didn't feel special or quick enough unless revved hard.

Using the V6 engine in this manner isn't a hardship, as it sounds good and the six-speed manual gearbox has a solid, honed shift action. Again, it's not quite as sweet and syrupy as a BMW Z4's, but there's something pleasingly mechanical about the Nissan's gear shift that suits the car's raw edge. On down shifts, the Nissan's electronic brain blips the throttle to heel 'n' toe for the driver for the smoothest gear shifts. Not sure if we like this or not, as we're old-school enough to do this for ourselves and found that we sometimes fluffed changes by competing with the car's electronics. If it could be switched on and off, we'd like it better.

Ride & Handling:

There's no shortage of feel through the 370Z Roadster's steering and it turns into corners every bit as enthusiastically as the Coupé does. The Roadster also demonstrates the same dogged determination to hold its line when pushed hard, though the front will eventually nudge wide in most corners to let the driver know that the limit of grip is being approached. This is just what you'd hope for in a potent rear-drive sports car, while the rear tyres only begin to loosen their traction if the driver uses a hefty boot-full of throttle. On closed roads, the Z will happily drift with the best of them, or you can leave the standard ESP engaged to enjoy a safety net against wayward behaviour. Be in no doubt, the 370Z Roadster will live with most of its competitors on any cross-country dash, with the exception of the Porsche Boxster.

Where the Nissan loses out a little is ride comfort. The suspension is firmly wound down and can let the Z skitter on grainy surfaces when pressed harder. It's by no means disconcerting, just not as supple as a Z4 or Boxster. The firm suspension also shows up in the daily grind of driving, where it isn't as compliant as some rivals. However, there's no shimmy in the Roadster's convertible body shell, which is impressively resistant to flex on any type of road. The Nissan is also snug with the roof folded away or surprisingly hushed when it's raised.

Equipment, Economy & Value for Money:

At £33,200 for the 370Z Roadster in GT trim, the Nissan comes with plenty of standard equipment. Included in the price are twin front and side airbags, ESP and anti-whiplash head rests for safety. On the luxury side of the equation, climate control, keyless entry and ignition, satellite navigation, Bluetooth connectivity, a superb CD stereo and leather upholstery are all present and correct. To match the Nissan's spec in its German rivals will add quite a few pounds to the final invoice. However, the 370Z Roadster's 262g/km carbon dioxide emissions makes it pricey for road and company car taxes, while 25.2mpg average economy is, well, decidedly average even for a meaty sports car. At least strong resale values and Nissan's superb reliability should counter some of the running costs.

Overall:

It is to Nissan's immense credit that the 370Z Roadster competes head-on with some of the very best convertible sports cars and acquits itself so well. It might not reward on the driving front to the same depth of satisfaction as a BMW Z4, but then the 370Z is considerably cheaper and better equipped. There's also an agreeably raw feel to the Z that means it will never be mistaken for a boulevard cruiser.