When Nissan revived the Z in 2002, the car was a revelation. Unmistakably a serious sports car, the 350Z had power to spare and it handled like a dream. As good as the 350Z was, the new generation of the Z – now called 370Z – is that much better.

Nissan kicked off the new generation of its affordable sports car in 2009 with a redesigned coupe. With a wheelbase almost 4 inches shorter than that of the 350Z, the new car actually handled better. And with a far superior interior, buyers of the last-generation model had to be kicking themselves for not waiting a little longer to buy a Z.

For 2010, Nissan completes the redesigned Z lineup with a new 370Z convertible and the return of a high-performance NISMO coupe. The convertible is a two-seat roadster, now with a cloth top instead of vinyl and an added headliner for better interior insulation. Without a latch to fasten, the top is easy to use, opens quickly and Nissan allows for remote operation via a button on each door handle.

The NISMO is only offered as a coupe. It is most recognizable for its extended, aerodynamic nose and tall rear spoiler. Underneath, the NISMO has a viscous limited-slip differential, 19-inch forged aluminum wheels, Nissan Sport Brakes, a front strut brace and firmer dampers, springs and stabilizer bars. Inside, it adds NISMO logos, black and red seat fabric, red accent stitching, aluminum pedals and a serialized plaque of authenticity.

Both cars get revised engines. The convertible uses a 332-horsepower 3.7-liter version of the 306-horse 3.5-liter V-6 that powered the 350Z. Thanks to less-restrictive exhaust and a more aggressive computer chip, the NISMO’s 3.7-liter makes 350 horsepower. The standard transmission in the convertible and the only transmission in the NISMO is a six-speed manual.

NISMOs and base cars with the optional sport package add Nissan’s new SynchroRev Match feature, which adjusts the throttle on downshifts to match the engine revs to the new gear. Roadster buyers can also opt for a seven-speed automatic with its own downshift rev-matching feature.

The 3.7-liter V-6 is impressive. It can vault the car from 0 to 60 mph in the low five-second range, making it as fast as some V-8-powered sports cars. Power is available at all speeds and rpms, and passing is a breeze. The six-speed manual shifts easily and SynchroRev is a real help during performance driving, especially for those who haven’t mastered the heel-and-toe technique.

The automatic transmission is also responsive and those who want to exercise more control can do their own shifting through a pair of steering-wheel paddles.

All Zs now have this generation’s upgraded interior. Instead of hard, hollow plastics, the cabin features soft-touch materials assembled with care. The look is far closer to Infiniti, Nissan’s luxury brand, than the cut-rate feel of the 350Z. Though more refined, road and engine noise still intrude, especially in the NISMO. With the convertible top down, a pair of seals for the top (positioned behind the occupants’ outside shoulders) seems to capture the wind and the noise that goes with it. Rolling the windows up about a quarter of the way eliminates this problem.

In true sports-car fashion, the driver sits low in the cockpit. Available in cloth or leather, the sport bucket seats are supportive and they have enough bolstering to keep occupants in place during hard cornering.

Space in the trunk is tight. With only 4.2 cubic feet of room, you won’t get much more than two duffle bags or a set of golf clubs back there. The NISMO has the same 6.9 cubic feet of cargo space as other coupes.

Like the 2009 coupe, the 2010 models now have a stiffer structure, a shorter wheelbase and a wider track front and rear.

These changes make the 370Z roadster more stable and easier to maneuver than the car it replaces. On the road, the roadster handles like a dream. The steering is exceptionally quick and informative. Turn the wheel and the car goes right where you put it, remaining flat in turns. Change direction again and the car reacts quickly.

On a track you can kick out the rear end and have some fun before the electronic stability control system intervenes.

Adding the optional sport package makes the Z even sportier. It comes with 19-inch wheels instead of 18s, front and rear spoilers, larger Nissan Sport Brakes and a limited-slip differential. The Sport Brakes are better able to withstand the rigors of track driving and the limited-slip differential and larger tires help put the power down more efficiently, especially when coming out of a turn.

Put simply, the Z roadster is a joy to drive.

While it isn’t quite as stiff as the coupe, it’s solid for a convertible. I detected only minor body flex over bumps and very little cowl shake. Like the coupe, the ride is firm but not harsh and the convertible’s extra flex makes it more forgiving over sharp ruts.

For those who might use their Z as a track car, Nissan offers the NISMO. The NISMO performs much like a coupe with the sport package, only with a considerably harder ride. The suspension settings are too harsh for street use. Unless you have track plans for your Z, I would recommend against the NISMO ($39,190 base).

I would, however, happily recommend the convertible ($38,970 base) or the coupe ($29,990 base), especially with the sport package. No competitor matches the Z’s power and performance for the price. And with a more refined interior, the 370Z is now easier to live with every day. If you’re going to drive it in Chicago all year round, though, be sure to buy snow tires.