In a world where EVs and crossovers rule the road, Nissan doesn’t have to build a two-seat, internal-combustion sports car. In 2020 – admittedly a bad year for car sales – the automaker only sold about 2,000 370Zs, roughly one-hundredth of Rogue sales. Even the legendary Toyota Supra only finds about 6,000 homes a year, so there’s clearly not a whole lot of money to be made on sporty coupes nowadays.
And yet, here we are, driving the 2023 Nissan Z. I could bore you with personal anecdotes or historical table-setting, but let’s just cut to the chase. This two-seater is a winner. Carrying the weight of a 53-year-old nameplate on its shoulders, Nissan’s sporty new coupe has a just-right balance of vintage charm and modern performance, and although it’s still based on the discontinued 370Z’s platform, the 2023 Z is much improved over its predecessor. Simply put, it’s a delight. That Nissan even built a new Z-car at all is something to be grateful for. That it’s actually pretty damn good is something to celebrate.
The 2023 Nissan Z only exists because of enthusiasts within the company. Back-channel dealings by sports car product chief Hiroshi Tamura and design boss Alfonso Albaisa resulted in a design beautiful enough to convince Nissan brass it was worth continuing the Z’s 53-year history. The one caveat was the new car would have to be based on the previous platform to save development costs.
That left the Z team with the challenge of making the Z35 different enough from its Z34-generation predecessor while using many of the same parts. In all, 20 percent of the new Z’s parts are 370Z carryovers. The windshield, door windows, and hatch glass are identical. Nissan had a 370Z on display at the event; I checked the part numbers. The roof panel comes directly from the 370Z. Same for the engine start button, seat heater switches, trunk popper button, power window switches, and traction control button. The interior door panels are different, but the door handles, and the air vents ahead of them, are unchanged. The rear suspension geometry is pure 370Z, but with new dampers and bushings.
Many of the rest are Nissan parts-bin items modified for sporting duty. The new 9-speed automatic comes from the Frontier pickup but gets a lightweight magnesium case. The 6-speed manual is a tweaked version of the 370Zs. The 3.0-liter twin-turbo V6 is the same VR30DDTT found in the Infiniti Q50 and Q60, with aluminum block and heads, variable valve timing, direct injection, and twin water-to-air charge coolers, but the Z gets a new diverter valve to keep boost up when the throttle’s closed.
How much does the Z cost?
On that front, the new Z is on point. It adheres to the classic formula that all predecessors have shared: two doors, rear-wheel drive, and a primo six-cylinder engine. It also maintains the nod toward affordable performance that the 350Z and 370Z reestablished. This Z comes in just two grades: a Sport priced at $41,015 and the Performance going for $51,015.
How does the Z drive?
Compared to the 370Z, the new two-seater packs a stronger punch for 2023. Gone is the old Z’s 3.7-liter V6, a relic of the muscular-but-thrashy VQ engine family. In its place is a slick, twin-turbocharged 3.0-liter V6 that makes a healthy 400 horsepower and 350 pound-feet, increases of 68 and 80 compared to the 370Z. Thanks to a torque plateau that persists between 1,600 and 5,200 rpm and peak power that arrives at 6,400, the new Z feels as fast as its output suggests, although a 6,800-rpm fuel cutoff is a bit of a killjoy. At least the throttle response is noticeably sharper than before, giving the newest Nissan plenty of attitude.
The Z also has strategically reinforced front and rear subframes and a stiffer body structure. Unfortunately, those revisions demanded some weight gain, and the 2023 Nissan Z now weighs 3,486 pounds in its lightest Sport 6MT form – up nearly 50 pounds over even the heaviest 2020 370Z. In Performance trim with the nine-speed automatic, the Z-car stresses the scales to the tune of 3,602 pounds, so Nissan’s sports car isn’t really boxing in the lightweight division. Luckily, it packs that aforementioned stronger punch as well.
After driving the new Z on controlled lead-follow laps on the infield course at Las Vegas Motor Speedway and on the road to Lake Mead National Park, I can say Nissan got that balance right.
Compared to the 370Z, the new two-seater packs a stronger punch for 2023. Gone is the old Z’s 3.7-liter V6, a relic of the muscular-but-thrashy VQ engine family. In its place is a slick, twin-turbocharged 3.0-liter V6 that makes a healthy 400 horsepower and 350 pound-feet, increases of 68 and 80 compared to the 370Z. Thanks to a torque plateau that persists between 1,600 and 5,200 rpm and peak power that arrives at 6,400, the new Z feels as fast as its output suggests, although a 6,800-rpm fuel cutoff is a bit of a killjoy. At least the throttle response is noticeably sharper than before, giving the newest Nissan plenty of attitude.
The Z also has strategically reinforced front and rear subframes and a stiffer body structure. Unfortunately, those revisions demanded some weight gain, and the 2023 Nissan Z now weighs 3,486 pounds in its lightest Sport 6MT form – up nearly 50 pounds over even the heaviest 2020 370Z. In Performance trim with the nine-speed automatic, the Z-car stresses the scales to the tune of 3,602 pounds, so Nissan’s sports car isn’t really boxing in the lightweight division. Luckily, it packs that aforementioned stronger punch as well.
How comfortable is the Z?
Our initial Z drive included some public roads to assess how it drives under normal conditions. The ride quality is pleasant for a sports car, with moderate and large bumps smoothed over by its suspension that seems more compliant than its predecessor. The small coupe feels well anchored to the pavement without any unnecessary harshness.
Our drive routes didn’t allow for long-distance stints, so we can’t judge how the seats will feel on a road trip, but they are supportive when you’re having fun on a curvy road. The seat controls take some searching for, however, and the seats themselves appear to be slightly reworked from the last generation.
The new Z’s cabin is also quieter than before in many ways. The old mechanical gear whine from behind the seats has been silenced, but road noise remains prominent enough for us to think it may be a problem for drivers who are less willing to sacrifice performance for comfort.
More impressively, the Z is much easier to drive smoothly. With the manual transmission, it takes little effort to acclimate to the clutch in order to execute smooth getaways, and some of the heaviness in the steering has been lightened. Altogether, it’s a better day-to-day commuter than before.
How’s the Z’s interior?
The new Z gets a thorough refreshing on the inside, though some old elements remain. The new dash features a large infotainment touchscreen that runs more modern software. There’s also a slick new digital instrument panel that does a good job of relaying critical information at a quick glance. Below the central display are three climate control dials similar to those in the 370Z. It’s an old-school design, but its ease of use is refreshing compared to some newer and more complicated on-screen climate controls. Other carryovers include most other switches and buttons as well as the interior door handles.
The cabin is on the snug side for average-size adults, which means taller and larger drivers might be at the limit of space. Materials quality is improved in some spots, particularly on the dashboard, but the hard plastics used on the center console are rather disappointing since it’s a surface that gets regular contact. Considering the $40,000 starting price, it’s perhaps a little less disappointing, but we expected better from the more expensive Performance trim.
How’s the Z’s tech?
This isn’t the car to buy if you’re looking for a full slate of advanced driver-assist features or cutting-edge tech. But you do get the typical items found in most vehicles today, such as adaptive cruise control, forward collision mitigation, lane departure warning, and blind-spot monitoring.
Upgrade to the Z Performance and you’ll get a larger 9-inch touchscreen (an inch larger than the Sport model’s screen) plus wireless connectivity for Apple CarPlay. The Performance model also includes a Wi-Fi hotspot, onboard navigation, and an eight-speaker Bose audio system.
How’s the Z’s storage?
Cargo capacity has some hits and misses, which is understandable since it looks identical to the last-generation Z. Published capacity is a paltry 6.9 cubic feet. Still, the space isn’t as restrictive as that number suggests. The rear hatch opens wide, but the space is shallow if you opt for the available cargo cover. Without the cover, larger objects should fit under the glass of the closed hatch, but they will obstruct your rearward view. The cargo floor is also interrupted by two large plastic suspension component covers, further limiting what you might want to haul.
You have some small cupholders, door pockets, and a center armrest bin in the cabin. There’s also a rubberized tray to keep your phone secured and a pair of shallow bins behind the seats. For a two-seat sports car, this is appropriate, but many other cars provide better storage and cargo space.
Our Takeaway
When Datsun released the 240Z in 1969, it redefined what a sports car could be in the United States. That car had plenty of power, could properly navigate corners without folding over itself and was reasonably affordable. Now referred to as just the “Z,” the 2023 iteration is a clear homage to the definitive 240Z. It’s clear that the design department reached deep into its historical cookie jar to create a beautifully eclectic aesthetic. From the driver’s seat, it’s a much better package than the previous 370Z, which was in dire need of improvement.
- The new VR30DDTT engine sounds really nice inside the cabin, an upgrade over the typically lackluster soundtrack.
- The new rack-assist electronic power steering system is much smoother and more communicative than the previous hydraulic assist.
- The new twin-turbocharged 3.0-liter V6 engine is potent, delivering 400 horsepower to the rear wheels.
Base Price: $39,990 ($49,990 as tested)
Engine: Twin-turbo 3.0-liter V6
Horsepower: 400 hp (68 hp more than 370Z)
Torque: 350 lb-ft (80 lb-ft more than 370Z)
0-60 Time: 4.1 seconds
Transmission: 9-speed automatic (a 6-speed manual is also available)
