Nissan 370Z 3.7 V6

The VQ37VHR engine uses paper oil gallery gaskets between the rear timing cover and the engine block. On pre-2012 cars, these gaskets degrade over time and can fail at any mileage, allowing oil to leak internally back into the sump. The failure drops oil pressure without any visible external oil leak. Symptoms include P0011 and P0021 fault codes (variable valve timing solenoid codes caused by low oil pressure), slight idle fluctuations, and eventually limp mode with a 3,000 rpm limit. Nissan specialists report seeing around 50 of these failures per year. From 2012 onward, Nissan used an improved gasket material, significantly reducing the failure rate. Repair requires approximately 8-12 hours of labor as the rear timing cover must be removed. At a UK specialist, the job costs around £1,000-1,200 (approximately €1,200-1,400). At a Nissan dealer, expect €1,500-3,000 depending on additional components replaced during the job. It is strongly recommended to replace both gaskets simultaneously to avoid repeating the work.

The manual transmission 370Z uses a concentric slave cylinder (CSC) mounted inside the bellhousing. The OEM CSC develops hairline fractures over time, leading to hydraulic fluid leaks. When it fails, the clutch pedal drops to the floor and gear changes become impossible. This was significant enough to prompt a class-action lawsuit against Nissan. A Nissan TSB was issued recommending inspection of the CSC tube. The problem affects all manual 370Z model years but is most commonly reported between 60,000 and 120,000 km. Because the CSC is inside the bellhousing, the transmission must be removed to replace it, driving labor costs up. The part itself costs approximately €200, but labor adds €600-800 at an independent shop. Many owners proactively replace the CSC and clutch master cylinder together. Automatic transmission 370Z models are not affected by this issue.

The OEM exhaust system on the 370Z is made from mild steel and is prone to corrosion, particularly on cars driven in northern Europe during winter. The catalytic converter heat shields are often the first to develop rattles, followed by the mid-pipe and rear sections rusting through. A replacement OEM exhaust section can cost €800-1,500 depending on which sections need replacing. Many owners install aftermarket stainless steel exhausts (304 grade) for €600-1,200 as a permanent solution. Cars in dry, salt-free climates may never experience this issue, while those in Scandinavia or northern Germany can see significant rust within 5-7 years.

The 370Z uses two catalytic converters which can degrade with age, particularly on high-mileage cars or those that have been tracked. Symptoms include a P0420/P0430 code (catalyst efficiency below threshold), reduced power, a sulfur smell, and potentially a rattling sound from loose substrate. Replacement with OEM catalytic converters costs approximately €1,200-2,000 including labor. Aftermarket high-flow cats are available for €400-700. This is primarily an age-related issue on cars with 150,000+ km and is not as common as the gallery gasket or CSC problems.

The electronic steering column lock (ESCL) on 2009-2012 370Z models can malfunction due to excessive lubricant applied during manufacturing, which causes an electrical failure inside the unit. When it fails, the steering wheel locks and the engine will not start. Nissan issued a voluntary service campaign for some affected VINs, but not all cars were covered. For cars not included in the campaign, replacement of the steering lock unit costs approximately €300-600 at an independent shop. Many owners simply delete the steering lock module entirely as a permanent fix, which is a common and accepted modification. From 2013 onward, Nissan removed the ESCL entirely from the 370Z, eliminating this issue.

The VQ37VHR is known to increase oil consumption as it ages. Nissan considers up to 1 quart per 1,600 km as acceptable. In practice, most 370Z engines with over 100,000 km consume between 0.5 and 1 liter every 3,000-5,000 km. This is not a defect but a characteristic of the engine design. The concern is that if oil levels are not monitored, the timing chain can stretch due to oil starvation, leading to a much more expensive repair. Using the correct grade of oil (0W-20 for later models, 5W-30 for earlier) and checking the dipstick regularly is sufficient. The cost is limited to additional oil top-ups between services.

The 370Z uses a saddle-bag style fuel tank with a single fuel pickup. During sustained hard cornering, particularly right-hand turns on track, fuel can slosh away from the pickup and cause momentary starvation. This can cause the engine to stumble, misfire, or stall. On the road with normal driving, this is rarely an issue unless the tank is very low. For track use, aftermarket anti-starvation kits are available for €200-500. For street driving, keeping the tank above a quarter full prevents the issue entirely.