The Nissan 370Z and the Infiniti G37 sit on the same underlying package, and both draw their character from the VQ37VHR. For anyone planning intake and exhaust work, that shared engine is the single most useful fact. Body styles differ, trim and interior differ, but the pipework and the routing follow the same logic, so one mental model carries across both cars.
What follows is about decisions rather than a shopping list. If you have already decided you want titanium somewhere in the system, the interesting questions become which sections to change, in what order, and what has to be confirmed before a workshop starts cutting and welding.
The VQ is a high-revving naturally aspirated V6, and its character lives in the upper half of the rev range. That single trait shapes exhaust design more than any other. A system that is very open down low tends to hollow out the midrange, and on a street car the midrange is felt every single day.
A well-matched cat-back keeps gas velocity high and lets the engine breathe progressively rather than all at once. The goal is not the loudest possible result. The goal is a system that stays responsive when you are rolling on and off the throttle in traffic, and then rewards you when you finally have room to use the top end.
On a naturally aspirated car the downpipe is still worth attention because it is the first restriction after the manifold. Replacing a crushed or narrow factory section with a smooth, mandrel-formed pipe reduces pumping losses and stabilises the scavenging effect. On the 370Z and G37 that shows up as sharper throttle response rather than a dramatic peak.
Material matters here because the downpipe sees the harshest heat in the whole system. Titanium tolerates that environment while staying light, and the reduced wall mass helps the pipe reach operating temperature quickly. If you are building the exhaust in stages, the exhaust pipe sections we produce are a sensible place to understand what is available before you commit to a full system.
Stainless is the pragmatic default, and there is nothing wrong with it. It is tough, repairable and forgiving of the kind of heat cycling a daily driven car produces. Titanium is chosen for different reasons: weight, a distinct ring to the note, and the way it sheds heat rather than soaking the surrounding bay.
On a naturally aspirated V6, titanium is a refinement rather than a transformation. It will not rewrite the car's power delivery, but it will change how the car feels and sounds, and it changes the mass hanging off the rear of the chassis. That is often exactly what an owner is chasing after a few years of ownership.
Intake work on this engine is about the quality of air rather than sheer quantity. A rigid intake tube holds its shape under load and does not collapse or balloon the way a soft factory hose can. Smooth internal walls reduce turbulence, and keeping the filter away from hot bay air is worth more than most people expect.
Titanium intakes bring the same advantages as titanium exhaust parts. The tube stays stable when hot, resists heat soak better than some alternatives, and gives the bay a look that matches the rest of the build. You can see the range under our air intake collection if you want to compare shapes before deciding.
It is worth being clear about what does and does not belong on a naturally aspirated build. Some buyers arrive at a listing that mentions an intercooler and assume the car is turbocharged. The 370Z and G37 as sold are not, so an intercooler is only relevant if the car has been force-fed by its owner.
What matters on a stock car is airflow across the radiator and through the bay, plus the integrity of the hoses that carry coolant. Silicone replacements hold up better than aged rubber under repeated heat cycles, and on a car of this age that is maintenance as much as performance.
The VQ has a distinctive voice and owners are rarely neutral about it. A cat-back changes tone, and a well-designed one removes the flat, buzzy resonance that appears at a steady cruising speed. Drone is the enemy of a daily driven car, and it is a design problem rather than a volume problem.
Valves give you a way to have both behaviours in one system. Closed, the car stays civil for early starts and long motorway runs. Open, it opens up the sound when you want it. Titanium cutout valves in the common diameters with remote control make that a bolt-on decision rather than a custom one.
Custom titanium work is only as good as the information that feeds it, so a few details decide whether the first sample fits or comes back for revision.
Bringing that detail to the first conversation is what turns a general enquiry into a buildable project. If you have drawings, a sample, or simply good photographs with measurements, the team can work from whatever you can supply.
Building an intake and exhaust package for a shared platform is simpler when you treat it as one project instead of several parts. Work out what you want from the car first, then decide which sections earn their place.
You can see a full titanium intake and exhaust set for the 370Z on our Nissan 370Z titanium package page, browse other Japanese-platform work under Nissan, Subaru, Honda and Mazda parts, and compare materials in the titanium exhaust system collection. If you are still mapping fits to vehicles, the shop by vehicle index is the fastest route.
