TEST DRIVE: Nissan Z

Many of my automotive-related memories from college revolve around a Z car. One of my friends owned a 1972 Datsun 240Z and we often took it out on weekends for hours at a time to explore the twisty roads in Rockland County, N.Y..

I remember that car being a lot of fun and I loved the way it looked, so I was particularly anxious to drive the all-new Nissan Z.

In case you hadn’t noticed, it’s been quite a long time since we’ve seen a new Z car. The previous generation of the Z had been around since 2009 and went through 350Z and 370Z iterations before production ended in 2020.

Given its age, you would think that the new 2023 Z would be new from the ground up, but it uses the same platform as the last 370Z and even carries over some of the same switchgear.

The new Z may not be completely new, but much of it is, starting with the design, which is unique from the previous car but also has design elements from the original 240Z as well as models like the ‘90’s era 300ZX.

It certainly reminded me a lot of the 240Z I had fond memories of from college, and Nissan did a great job of incorporating retro design cues while still making the car look fresh. There’s no mistaking it for anything other than a Nissan Z model with a history that goes back fifty years.

There are three trim levels with the new Z. The Z Sport starts at $40,990 USD and has good standard equipment, but you can’t add any standalone performance options to the Sport model, such as the limited slip differential or Akebono brakes.

To get those, you have to move up to the $50,990 Z Performance model, which also includes 19” Rays wheels, front and rear spoilers and Bose premium audio. Crucially, the models are priced below comparable Toyota GR Supra 3.0 models.

There’s also a lot that’s new in the cockpit of the new Z, including the obligatory infotainment display, a customizable electronic gauge cluster and a new steering wheel that’s similar to the one on the hardcore GT-R.

Amidst all the electronic displays, Nissan kept the triple-pod analog gauge cluster on top of the dash that includes turbo boost, turbine speed and voltage gauges. There’s also a surprising amount of storage, with a shelf behind the front seats and access to the ample rear trunk area.

One area Nissan should have done a better job with is the manual seat controls, which are on the side facing the door and are difficult to use.

Under the hood, the engine is also new, at least to the Z. It’s a 3-liter twin-turbocharged V6 that comes from the Infiniti Q60 Red Sport 400 and puts out 400hp and 350 lb.-ft. of torque, which is up from 332 and 270 in the previous 370Z.

In Motor Trend testing, the new Z sprinted from 0-60 in 4.3-seconds and knocked off the quarter-mile in 12.9 seconds at 107.6 mph.

All models have an aluminum double-wishbone suspension in front and a multi-link setup at the rear with monotube shocks. Buyers have a choice of a 6-speed manual or 9-speed automatic transmission, and a Sport mode allows for increased throttle response, tighter steering and less restrictive stability control.

Torsional rigidity has been increased by 10 percent over the previous model, which is part of the reason the car weighs in at a hefty 3,597 lbs., around 200 lbs. more than the Supra. Nissan tried to keep weight down by using aluminum for the body panels on the hood, doors and hatch.

On the road, the new Z is fun to drive. The engine doesn’t feel all that strong at lower engine speeds, but it changes character as the revs climb above 5,000 rpm and pulls hard in those upper ranges.

The exhaust sound also comes to life above 5,000 rpm as you put the spurs to it. The brakes feel strong, the steering feel is decent for electronic steering and the automatic transmission shifts are intuitive and smooth, especially when driven in Sport mode.

The Z’s handling is strong in most driving situations, but it does have some shortcomings as you start to drive it harder on a twisty roads and push its limits.

Those limits prove to be lower than you may expect from a sports car, as some understeer creeps in and the suspension feels on the soft side with body roll and movement on tighter corners.

Dial it back a notch or two and the balance returns, but this is not the type of car that you attack back roads with or would take to a track day.

All in all, I really enjoyed my time in the new Z. I like the way it looks inside and out and found it fun to drive if it wasn’t pushed too hard.

One benefit of that softer suspension is that the car is very comfortable as a daily driver and on the interstate, and it’s also fun on back roads if you keep it within its limits. It’s a great all-around sporty car, though I wouldn’t call it a purebred sports car.

There may be some reasoning behind Nissan keeping the performance level of the new Z restrained somewhat, as the potential exists for a NISMO model to come in the future that would ratchet up the performance levels.

Rumor (and spy photos) show that Nissan is already working on that version, which may come as soon as next year.