When Nissan replaced the aging 350Z with the Z34 generation in 2009, enthusiasts waited to see how the heavier automatic variant would perform against the stopwatch. The 2009 Nissan 370Z automatic acceleration time clocks in from zero to 60 mph in roughly 5.1 to 5.4 seconds, depending on track conditions, tire compound, and whether the car is equipped with the Sport package. Standing-quarter-mile runs typically finish in the high 13-second range at around 102 to 104 mph.
Behind these numbers sits the VQ37VHR 3.7-liter V6 engine, pushing 332 horsepower at 7,000 rpm and 270 lb-ft of torque at 5,200 rpm through a seven-speed automatic transmission. While initial marketing and early reviews often referenced older five-speed gearboxes in error or generalized figures, the 2009 automatic model actually debuted a brand-new seven-speed unit featuring Downshift Rev Matching (DRM) and paddle shifters. This setup changed how torque reached the rear wheels compared to the six-speed manual.
Powertrain Dynamics and Transmission Specs
The heart of the 2009 370Z is its naturally aspirated VQ37VHR engine, featuring Nissan's Variable Valve Event and Lift (VVEL) technology. This system continually adjusts valve timing and lift to optimize airflow, throttle response, and fuel efficiency across the rev range.
The seven-speed automatic transmission (RE7R01A) paired with this engine brought a wider gear spread than the previous five-speed units found in older Z cars. Tighter ratios in the lower gears allow the car to launch aggressively from a standstill, while taller overdrive gears on the highway keep engine noise and fuel consumption down during cruising.
Paddle shifters mounted directly to the steering column let drivers take manual control. However, the transmission computer retains ultimate override protection to prevent mechanical over-revs. The Downshift Rev Matching feature automatically blips the throttle during downshifts, smoothing out engine braking and keeping the chassis balanced entering corners.
Track Testing and Real-World Numbers
Testing the 2009 model year on a prepared drag strip or a flat asphalt surface reveals distinct behavioral traits between the manual and automatic versions.
From a dead stop, the automatic 370Z benefits from a torque converter that flashes slightly above idle, allowing the rear 245/45R18 or optional 245/40R19 Bridgestone tires to bite cleanly without excessive wheelspin. Reviewers from Car and Driver recorded 0-60 mph sprints in 5.2 seconds during period instrumented tests, placing it right alongside contemporary rivals like the Infiniti G37 Coupe and the Ford Mustang GT.
In rolling acceleration tests, such as 5-60 mph or 30-50 mph passing maneuvers, the automatic transmission kicks down quickly when drivers mash the throttle. The wider gear ratios ensure the V6 stays in its meaty power band above 5,000 rpm where peak horsepower lives.
Weight Penalties and Chassis Differences
Every performance metric is tied directly to mass. The automatic 370Z coupe carries roughly 70 to 100 pounds more curb weight than its manual counterpart, tipping the scales around 3,344 to 3,430 pounds depending on trim level and added options like navigation or the Sport Package (which adds larger 19-inch RAYS forged wheels and Akebono brakes).
This weight penalty blunts initial turn-in agility by a microscopic fraction on a tight autocross course, but on the street, the trade-off is negligible. The front mid-ship layout pushes the engine entirely behind the front axle centerline, maintaining a favorable front-to-rear weight distribution of roughly 54/46 percent.
Common Modification Bottlenecks for Acceleration
Owners looking to improve stock acceleration times often run into specific mechanical bottlenecks inherent to the early Z34 platform.
First, the factory exhaust system is notoriously restrictive. Cat-back exhausts and high-flow catalytic converters free up exhaust gas velocity, yielding modest gains of 10 to 15 horsepower at the wheels when paired with an aftermarket ECU tune.
Second, the automatic transmission fluid (ATF) temperature can spike during sustained track use or repeated hard launches, triggering limp mode. Installing an auxiliary external transmission oil cooler is standard practice for owners who track their automatic Zs.
Third, factory open differentials or early viscous units wear out, leading to one-wheel peel during hard launches. Upgrading to a mechanical clutch-type or Torsen limited-slip differential (LSD) drastically improves traction off the line.
Frequently Asked Questions
Is the 2009 370Z automatic faster than the manual?
In everyday driving and rolling acceleration, the automatic can often match or edge out an average human driver shifting the manual six-speed due to lightning-quick gear changes. However, on a prepped drag strip with an experienced driver, the manual version typically records a slightly faster quarter-mile trap speed and time because of less parasitic drivetrain loss through the torque converter.
Does the 2009 automatic 370Z have launch control?
No factory launch control system exists on the 2009 model. Drivers looking to launch hard must rely on brake-torquing—holding the brake pedal down while gently pressing the accelerator to build minor RPMs before releasing the brake—though doing this excessively generates high heat in the torque converter.
What fuel octane is required for optimal performance?
Nissan specifies premium unleaded gasoline (91 octane or higher) for the VQ37VHR engine. Running lower-octane fuel causes the engine control unit (ECU) to pull ignition timing to prevent knock, which directly degrades acceleration times and overall power output.
How does the 2009 automatic transmission reliability hold up?
The RE7R01A seven-speed automatic is generally robust if maintained properly. The most critical maintenance item is changing the transmission fluid every 30,000 to 50,000 miles, especially if the vehicle sees aggressive driving or hot climates. Neglecting fluid changes can lead to valve body wear and harsh shifting.
