Used Nissan 370Z Z34 (2009-2020): Buyer's Guide

The 2009 Nissan 370Z has 153 NHTSA complaints on record. The 2019 has one. Same platform, same basic engine, same rear-wheel-drive layout. What changed between those years is the difference between a used sports car that's a known quantity and one that's a liability.

Two defects define the early cars. The first is an electronic steering column lock that strands drivers in parking lots. It affected 2009 and 2010 models specifically. The second is a concentric slave cylinder that fails on manual-transmission cars, dropping the clutch pedal to the floor with no warning. That issue ran from 2009 through roughly 2014, prompted a class-action lawsuit, and was finally engineered out of the car in 2018.

There's a third issue that cuts across nearly all years: oil gallery gaskets in the VQ37VHR engine that disintegrate and cause internal oil pressure loss. The repair runs $2,000 to $3,500 and the failure is silent until codes appear.

Buy the wrong year and you inherit all three. This guide tells you how to avoid that.

This Generation at a Glance

The Z34-platform 370Z launched for 2009 as a direct successor to the 350Z. It ran eleven model years through 2020 with no generation change and minimal structural changes. That longevity is a double-edged advantage for used buyers: eleven years of community data and forum documentation, but also eleven years of the same fundamental hardware risks.

The Roadster convertible joined the lineup in 2010. The NISMO performance variant also arrived in 2010. In 2013, Nissan added LED daytime running lights. In 2015, the trim structure was reorganized, adding Sport and Sport Tech packages as standalone configurations and refreshing the NISMO exterior. In 2018, the manual-transmission car received a new high-performance Exedy clutch, which addressed the concentric slave cylinder problem that had generated class-action litigation for years.

All variants require premium gasoline. Annual fuel costs run $3,700 to $4,100 depending on transmission.

See the full Nissan 370Z market data for pricing and inventory by year.

Powertrain and Transmission Breakdown

VQ37VHR 3.7L V6 (Base: 332 HP)

The VQ37VHR is a high-revving naturally aspirated six that redlines at 7,500 RPM and produces peak power at 7,000 RPM. It's the only engine in the lineup, shared across every trim level except NISMO. In isolation, it's a capable, proven design. The problems are systematic rather than fundamental.

Oil gallery gasket failure. Inside the rear timing cover, two small paper gaskets seal the oil gallery plates. On VQ37VHR engines from 2009 through approximately 2012, those paper gaskets deteriorate and blow out. The result is an internal oil leak, a measurable drop in oil pressure, and eventually OBD codes P0011 and P0021 (camshaft timing over-advanced or retarded). Some owners also see an oil pressure warning light that flickers after warm-up. At warm idle with the engine at operating temperature, oil pressure should exceed 14 psi. Significantly lower readings point to failing gallery gaskets or a worn oil pump.

The repair requires pulling the timing cover, sourcing a replacement gasket kit, and reassembly. Labor is intensive. Shop quotes range from $2,000 to $3,500. Left unaddressed, the continued oil pressure loss can starve cam lobes and accelerate valve train wear. Z1 Motorsports and other Nissan specialists sell upgraded gasket kits that replace the original paper material with more durable alternatives.

Owners on the370z.com and the G37/370Z community on my350z.com flag this issue repeatedly for 2009-2012 cars. If you're looking at a car from these years, check for P0011 or P0021 in stored codes before buying.

Oil consumption. The VQ37VHR tends to consume oil with age, particularly over 100,000 miles. Forum surveys suggest as many as 30% of owners notice elevated consumption before 50,000 miles. As a practical matter, 370Z owners track their oil level between changes. Budget for checking it at every fuel stop on high-mileage examples. Cars burning more than a quart every 1,000 miles warrant a closer look at piston ring condition.

Catalytic converter. The stock catalytic converters do eventually fail. Replacement runs $1,750 to $1,830 per unit. Federal emissions warranty law requires manufacturers to cover a defective converter for 15 years or 150,000 miles, so early cars may still qualify. Confirm with your VIN and a dealer before paying out of pocket.

VQ37VHR 3.7L V6 (NISMO: 350 HP)

The NISMO variant of the same engine gains 18 horsepower through a higher-flow intake manifold, revised throttle bodies, and exhaust tuning. It also gets a sportier clutch setup specific to the NISMO and a suspension tune that's measurably stiffer than the base Sport configuration.

The NISMO carries the same oil gallery gasket risk as the base engine on 2010-2012 cars, and the same oil consumption tendency. The additional concern with used NISMOs is provenance. NISMO owners drive hard by definition. Many have seen track use. Before buying any NISMO, look inside the cabin for signs of a removed roll cage, aftermarket harness bars, or stripped upholstery. Check the tires for even wear that would indicate aggressive corner entry habits. A NISMO that has been on a track circuit shows wear patterns that a street car does not.

The NISMO's extra power does not come with extra maintenance complexity. The service schedule is the same as the base car. The premium is for the hardware, the seats, and the aerodynamics. Whether that justifies a $3,000 to $5,000 premium over a comparable Sport coupe depends entirely on condition and documented history.

6-Speed Manual Transmission

The manual transmission in the Z34 has two documented weak points, and they affect different eras of the car.

Concentric slave cylinder failure. The original concentric slave cylinder (CSC) runs inside the bellhousing and transfers heat ineffectively. On manual-transmission 370Zs from 2009 through roughly 2014, the clutch fluid can boil under sustained use, generating air in the hydraulic circuit and dropping the pedal to the floor. When the pedal fails, the car cannot be put into gear. Nissan issued a technical service bulletin in April 2013 recommending a fluid change, which owners and plaintiffs in a subsequent class-action lawsuit argued was inadequate. The lawsuit, Nguyen v. Nissan North America Inc. (Case No. 5:16-cv-05591, N.D. Cal.), sought class certification on behalf of 370Z owners who experienced repeated CSC failures.

In 2018, Nissan installed an upgraded high-performance Exedy clutch assembly on manual-transmission 370Zs. Reports of CSC failure in 2018 and later cars are rare. Owners on 370z forums consistently describe the 2018 model year as the cutoff: pre-2018 manual cars need CSC inspection or preemptive replacement; post-2018 manuals have the resolved hardware.

Preemptive CSC replacement on a 2009-2014 car costs $300 to $600 in parts, plus labor. Many owners do it as a first-order upgrade rather than waiting for the pedal to fail.

Synchronizer wear. Second and third gear synchros wear on manual-transmission 370Zs, particularly after 60,000 miles with aggressive shifts. The symptom is grinding on the 1-2 or 2-3 shift, typically when the transmission is cold. Approximately 20% of manual-transmission owners report this, based on forum discussions. Synchro wear typically requires a full transmission rebuild or replacement, which is expensive labor regardless of parts cost.

SynchroRev Match is a standard feature on Sport-equipped manual cars. It blips the throttle automatically on downshifts to match revs. It can be switched off. It does not affect synchro durability or the CSC issue.

7-Speed Automatic Transmission

The 7AT automatic has a different failure profile than the manual. For typical street use, forum consensus is that it's reliable. The concerns surface with track use or repeated performance driving. Some owners have reported torque converter failure under sustained hard use. For a daily-driver or occasional-canyon-run Z, the 7AT is not a significant worry. For a car that has spent time on circuit, the automatic needs the same provenance scrutiny as the NISMO manual.

The automatic gains one MPG in combined fuel economy over the manual (22 vs. 21 for the coupe). Some early 7AT cars exhibit a characteristic low-speed jerkiness at deceleration due to the torque converter design. This is documented behavior, not a defect.

Trim-Specific Notes

Base coupe (no Sport Package): The base 370Z is a capable car, but it ships without the viscous limited-slip differential (VLSD), without sport-tuned Brembo-style brakes, and without SynchroRev Match. Used base cars are priced lower, but you give up meaningful performance hardware that's difficult and expensive to add later. Forum advice for used buyers is consistent: wait for a Sport-equipped car. Dealers frequently don't price them differently, so the upgrade is often free at resale.

Sport coupe: The Sport Package adds 19-inch forged aluminum wheels, upgraded Brembo brakes, the VLSD, SynchroRev Match (on manuals), and a chin spoiler. The VLSD alone makes a substantial difference in cornering behavior. On wet roads it also improves stability in a way that the open differential base car cannot match. This is the minimum equipment level most 370Z enthusiasts recommend.

Touring coupe: The Touring swaps the Sport's performance hardware for interior luxury: leather, Bose audio, navigation, and heated power seats. It retains neither the VLSD nor the upgraded brakes. This configuration makes sense if you prioritize comfort over performance on a daily driver, but it leaves meaningful capability on the table for a car in this class.

Touring Sport: The Touring Sport combines Sport performance hardware with Touring interior equipment. It costs more, but it delivers the most complete package. If you find a Touring Sport in clean condition, you're getting the best of both configurations.

NISMO: Higher power, sport suspension, Recaro seats, specific NISMO aero. Worth it if condition and history are clean. Not worth it if the car has been tracked hard and the records don't show a clutch replacement or transmission service.

Roadster: The convertible top mechanism is complex. Bungee cord failure prevents the top from operating correctly. A dealer repair can exceed $2,200. Before buying a Roadster, operate the top through a full open-close cycle on a warm day. Any hesitation or incomplete movement is a repair bill waiting to happen. Body control module failures also affect top operation; if the car has recently had electrical gremlins, budget accordingly.

Which Model Years to Target

The complaint data from NHTSA makes the year-by-year story clear.

The 2009 and 2010 steering complaint clusters are explained by the Electronic Steering Column Lock (ESCL). The ESCL is an electronic lock on the steering column that prevents wheel movement when the car is off. In a significant number of 2009 and early 2010 cars, the ESCL fails in the engaged position, locking the steering wheel and preventing the car from starting. Nissan ran a voluntary service campaign covering some affected VINs, but coverage was inconsistent. Late-2010 cars often fell outside the service window. Out-of-pocket repair runs $1,100 to $1,200.

For practical used buying: 2016 and 2017 offer the best combination of price, inventory, and complaint history. 2018 is the right choice for manual-transmission buyers who want the resolved clutch hardware.

Pre-Purchase Inspection Checklist

These items are specific to the Z34. Do not treat them as optional.

Engine (all years):

• Connect an OBD scanner before you drive the car. P0011 (intake cam over-advanced, bank 1) and P0021 (intake cam over-advanced, bank 2) indicate oil gallery gasket failure. If either code is present or stored, the repair bill starts at $2,000. Walk away or negotiate accordingly.
• At warm idle, listen for a low-pressure oil light flicker. Ask the owner to start the car cold while you watch the oil pressure gauge. It should climb and hold. Fluctuation at idle is a warning.
• Check the oil level and look at its color on the dipstick. Dark oil that smells burned suggests infrequent changes. Low oil suggests consumption issues.

Manual transmission (2009-2017):

• Test the clutch pedal feel before getting in. Push the pedal with your hand. A spongy or inconsistent pedal feel suggests CSC deterioration.
• Drive the car through several 1-2 and 2-3 shifts from a cold start. Any grinding is synchro wear.
• Ask specifically whether the clutch hydraulic system has been serviced or replaced. On 2009-2014 cars, a freshly replaced CSC is a positive sign. An original CSC on a 2012 with 85,000 miles is a pending failure.

2009-2010 steering lock:

• Try starting the car cold after it has sat for several hours. ESCL failures often surface on cold starts or after an extended park. If the steering wheel is locked and the car won't respond to the key, that is the ESCL failing. Have the VIN checked against Nissan's voluntary service campaign records.

All years:

• Listen for rear clicking during low-speed tight turns. This is VLSD differential wear. A technical service bulletin exists, and dealer lubrication service can address early-stage clicking. Persistent clicking after service indicates differential wear.
• For NISMO cars: look for roll cage hardware holes in the floor, harness bar mounting points, and unusual wear on the Recaro seat cushions. Track cars aren't necessarily bad buys, but price them accordingly and budget for brake, clutch, and differential service.
• For Roadsters: operate the convertible top through a full cycle before agreeing to buy. Time it. Hesitation or stopping mid-cycle requires diagnosis before purchase.

Run the VIN through our recall lookup tool to confirm any open campaigns.

Running Costs

The 370Z is a sports car with sports car maintenance economics. Premium gasoline, V6-specific service intervals, and a rear-wheel-drive drivetrain require attention.

Oil change intervals of 5,000 miles are the factory recommendation. Given the engine's oil consumption tendency, checking the level between changes is prudent. The stock exhaust corrodes, particularly on cars in northern states. Budget $500 to $1,200 for a replacement section if corrosion has progressed.

RepairPal estimates the 370Z's average annual repair cost at approximately $450. That figure assumes a well-maintained car without the oil gallery or CSC issues outstanding.

FAQ

Is the Nissan 370Z Z34 reliable? Maintained properly and bought from the right model years, yes. The 2016-2020 cars have complaint rates under 3 per year on NHTSA's database. The reliability concern is concentrated in 2009-2012, where three separate hardware defects overlapped. Buy those years without doing the CSC and oil gallery checks, and the car is a risk.

Which year 370Z should I buy? For a manual-transmission car, 2018 or later. The 2018 introduced the Exedy high-performance clutch that resolved the concentric slave cylinder problem that prompted a class-action lawsuit against Nissan. For an automatic, 2016 or later offers the best balance of price and complaint history. Avoid 2009 and 2010.

Manual or automatic 370Z? The 6-speed manual is the more engaging experience and is the only option on the NISMO. On 2018-2020 cars, it's also the better reliability bet. On 2009-2014 cars, the CSC failure risk makes the automatic less stressful. The 7AT is largely trouble-free on street-driven cars and gains one MPG in combined economy.

Is the NISMO 370Z worth it? If the specific car has clean ownership history and no track use, the NISMO adds meaningful performance for its premium. If the car has been on circuit, you're buying someone else's maintenance debt. A well-maintained Sport Touring from 2018 or later is often a better used buy than a track-worn NISMO at a similar price.

How many miles will a 370Z last? VQ37VHR engines routinely reach 150,000 to 200,000 miles with regular oil changes. The limiting factor on high-mileage cars is usually the transmission (synchro wear on manuals) or deferred maintenance on auxiliary systems, not the core engine. A 130,000-mile car with documented service history is not automatically a risk.

Bottom Line

The 2016-2020 Touring Sport coupe is the sweet spot of this generation: Sport performance hardware, Touring interior refinement, and complaint rates that are effectively noise. For manual buyers specifically, 2018 or later solves the CSC problem that defined the first nine years of this car's production. Run every VIN through a recall check and scan OBD codes before you sign anything. P0011 or P0021 in memory ends the conversation.

CarScout members can set price alerts on specific trim and year combinations at usecarscout.com. The 370Z market is thinning as the RZ34 successor takes hold; inventory on 2018-2020 examples is available now and will shrink.

Data sourced from NHTSA recalls and complaints database, EPA fuel economy data, and real owner experiences from 370z.com forums, my350z.com community, MyG37, Z1 Motorsports owner documentation, and CarComplaints.com. See the full Nissan 370Z market data for pricing and inventory.