One could credibly argue that I’d already made up my mind about the 2023 Nissan Z before the first example rolled off the production line. In short, Nissan set my expectations pretty high by pushing fast-forward on the 370Z’s impressively obstinate price creep — potentially too high to be met by a car that could be charitably described as “lovingly overhauled” rather than fundamentally redesigned. In a world of Supras and world-class pony cars, can a little more power once again make the Z relevant in the performance car discussion?

We’ll get to that, but let me talk about this particular Z, which is about as loaded as they come. It’s a Performance model, which means it was equipped with big brakes (+1.4 inches up front; +1.7 inches out back), a firmer suspension and a limited-slip differential not found on the standard Z. Since it was an automatic, we skip the 6MT’s rev-matching feature (downshift blips are standard on the AT, at least) and the stick’s carbon-fiber driveshaft.

If you’re familiar with the past two generations of Z cars and their Infiniti equivalents, plopping down in the driver’s seat of the new model will feel very familiar. Sure, the cabin’s been worked over from the ground up, but the conspicuously elevated seating position and high cowl are immediately familiar. It’s simultaneously (and somewhat incongruently) not as upright nor as cockpit-like as the Supra’s cabin, though the latter does feel more upscale.



In the process of packing for a day on the road with Fairlady, I confirmed yet another carry-over element: The Z’s cargo area still sucks. Its meaty rear suspension towers still intrude significantly, and even though the bracing between them was moved forward from its original location in the 350Z, there’s still virtually no room to work with back there. A well-stocked backpack will take up most of the available space. This is definitely a day-trip vehicle, not a long-haul tourer. If you plan to go solo, at least you can use the passenger seat and footwell as extra luggage room. None of the similarities are at all surprising, of course. Sure, the Z may be new, but it’s still based on the outgoing car, and Nissan did not go out of its way to pretend otherwise.

Prior to its redesign, I would have told you the Z needed nothing but better interior materials and an overhauled infotainment system — two things for which the 370Z was woefully desperate. But that’s not all we got. Nissan also kicked the old 3.7-liter naturally aspirated V6 to the curb in favor of a modern, 400-horsepower 3.0-liter mill with a pair of turbochargers slapped onto it. New to the Z but a known quantity in its own right, it should be the star of the show. Going in, I was a bit apprehensive.

I hate to be that guy, but what I most appreciated about the 370Z was the rev-happy V6 and relatively lightweight chassis. Tech and turbochargers — two things the 370Z lacked — come with mass. While Nissan managed to avoid price creep with the outgoing Z, curb weight creep was definitely a thing. Over the course of more than a decade in service, the 370Z added nearly 200 pounds of bloat. That's particularly annoying in this case because the 370Z was a product of the early Great Recession era, when reducing curb weights still topped many manufacturers’ priority lists.



You may not remember, but the 2009 370Z was actually lighter than the 2008 350Z, but Nissan managed to give back those weight management improvements over the course of its lifecycle, turning that advantage into a deficit. Now it's a point of continuity; this automatic checks in at 3,606 pounds — 200 pounds more than the 3.0-liter Supra and just 150 pounds shy of the Chevy Camaro SS and Mustang GT. I hate to be the “you could have had a V8” guy, so how about this: You could have had a V8, two more seats and a proper trunk. Yeah, I’m using “proper trunk” to describe the virtues of a Camaro. Ponder that.

But then you look at them, and there’s really no contest. The Z has a throwback elegance that the Mustang reaches for and the Camaro can’t even comprehend. That dash of old-school glamour really works for Nissan’s little two-door. It both asserts itself as one of the most affordable nostalgic motoring shapes and calls into question just exactly what Toyota’s designers were going for with the Supra. And let’s not be quick to write the Supra off to the constraints imposed by its BMW chassis.

Toyota may have been hamstrung by BMW’s hardpoints, but at least its engineers had, you know, a budget. The new Z’s spec sheet reads like the checklist of a skunkworks team with nothing but pocket lint and an enthusiastic engineer’s can-do attitude. Now, I can’t say for certain that the specter of a new stick-shift Z was enough to scare Toyota into throwing the a manual transmission into the Supra, but I’m saying it anyway. If a Toyota product planner would like to make a compelling case otherwise, my inbox is always open.



But for all the manual bruhaha, this particular Z doesn’t have one, and frankly this automatic’s only so-so. Rev-match shifts from a torque converter automatic were pretty cool when the 370Z was introduced for 2009. Today, that’s pretty much expected from anything with a “Sport” option on its drive mode dial. To make matters worse, this Z was an early prototype build. Tugs on the left paddle only commanded downshifts maybe 60-70% of the time, and more than once I found myself reaching for third or second gear from fifth or sixth only to land in fourth with my foot already down, confusing both the transmission computer and myself in equal measure.

But when it worked, it worked, and despite everything you know about turbocharged engines, the Z’s six is absolutely intoxicating near the top end of the rev range. It sounds great, hits like a hammer and manages to retain some of the high-strung character that made the 370Z so charming but without making a chore of day-to-day driving. The Supra by contrast is a bit more earnest — like a puppy, it’s cute when called for but can be tiring after a long slog through rush hour traffic.

Fortunately, neither the Supra nor the new Z will take an unwanted dump on your expensive new rug. The list of satisfying Japanese sports cars is one longer this year than it was in 2021. Even if the Z’s greatest contribution to the sports car scene is arguably pressuring Toyota into doing right by its enthusiasts, we’re better off for it.

Continuing the story and legend of the fabled sports car, Nissan Motor Co., Ltd. and Nissan Motorsports & Customizing Co., Ltd. (NMC) revealed the Nissan Z GT4, based on the all-new Nissan Z.

GT4-spec racing machines are based on production vehicles, modified for severe competition use. To that end, NMC's NISMO Racing Division took the street version of the new Z - which is receiving acclaim around the world - and tuned the VR30DDTT engine, optimized its chassis and suspension, enhanced its aerodynamics to the limit of regulations and created a cockpit that works for drivers of all types. This created a race car that is a Nissan Z in all aspects - accessible to enthusiast drivers and hard-core professionals.

"Motorsports for Nissan is an expression of our passion and unrivaled expertise. The Nissan Z continues to maintain its position as an exciting sports car that fascinates drivers with its driving dynamics and flexible powertrain," said Nissan COO Ashwani Gupta. "We are confident that this track-ready GT4-category Nissan Z will be ready to write another chapter in the Nissan Z's 50-plus-year legacy of speed."

The Nissan Z GT4 was developed at NISMO's engineering facilities, at multiple track-test sessions and also as a test-entry vehicle which participated in the Fuji 24 Hour Race in June 2022, as well as additional Super Taikyu Series events at Motegi and more.

The 2024 Nissan Z doubles down on thrilling performance with the return of Z NISMO, delivering an exhilarating track-ready experience for enthusiast drivers. The NISMO grade builds on the capabilities of the Z Sport and Performance grades for those who seek more excitement and dynamic performance. Targeted enhancements amplify the precisely tuned Z to excite drivers of all abilities.

Z NISMO elevates the iconic sports car's performance with additional horsepower and torque, NISMO-tuned suspension and brakes, revised aerodynamic bodywork, stiffened suspension, and wider wheels with a more aggressive tire compound.

Building on the equipment offered on the Performance grade, interior enhancements include red-anodized engine-start and drive mode buttons, manual-adjust Recaro seats and a leather and Alcantara-wrapped steering wheel with a red marker at the 12 o'clock position.

The 2024 Nissan Z NISMO goes on sale in fall 2023.

Z NISMO design

Exterior revisions to Z NISMO were specifically engineered to improve aerodynamic performance on the race track. As a result of the changes, Z NISMO produces positive downforce.

The front of Z NISMO prominently features a styling element called the "Grand-Nose" or "G-Nose," which extends farther forward than on other grades and recalls a similar design treatment on the heritage Nissan Fairlady 240ZG.

The new front fascia also features a restyled grille opening with the thinnest honeycomb mesh of any Nissan production car. That mesh grille balances the need to reduce drag with permitting cooling air to the engine bay. Canards at the car's front corners create vortexes over the front wheels, further benefiting aerodynamic performance. A subtle red accent runs along the lower edge of the front fascia.

Complementing the G-Nose is a taller, wider rear spoiler (compared to Z Performance) with a three-piece design that extends onto the rear fenders. The rear bumper corners are reshaped to aid with air separation and reduced drag; their shape is inspired by that on GT-R NISMO. A red accent runs from the lower edges of the rear fascia and above the exhaust outlets. Z NISMO's redesigned side sills also help reduce aerodynamic drag and lift.

Above the window line, Z NISMO further stands apart from other grades with a dark metallic gray version of the car's signature katana-blade styling element. Additionally, it has a black-painted roof and gloss black 19-inch RAYS® wheels.

Z NISMO's bodywork is available in a choice of five colors: Black Diamond Pearl, Brilliant Silver, Passion Red TriCoat, Everest White Pearl TriCoat and NISMO-exclusive Stealth Grey.

Elevated interior

Nissan designers carefully enhanced the cabin of Z NISMO to amplify visual appeal without creating unnecessary visual "noise." The engine start/stop and drive mode selection buttons are anodized red. The graphics in the fully digital TFT meter display feature a red outline around the tachometer, a NISMO logo and a special red "flash" during the start-up animation.

Helping to secure the driver and passenger in place are Recaro seats finished in a combination of leather and Alcantara, with a red center section and NISMO logos in the headrests. A new steering wheel features leather and Alcantara trim, with a sporty, racing-inspired red accent mark at the 12 o'clock position.

Targeted enhancements to twin-turbo engine

Nissan Z NISMO takes the twin-turbo engine's power outputs up to 420 horsepower and 384 lb-ft of torque, increases of 20 hp and 34 lb-ft compared to other Z grades. Peak torque is delivered from 2,000 through 5,200 rpm, ensuring drivers have strong performance across the rev range.

The engine's horsepower enhancements were achieved through a combination of improved cooling, revised electronic wastegate control providing increased turbocharger boost and turbine speed, and an independent ignition spark timing strategy inspired by GT-R NISMO.

Z NISMO also features an enhanced engine oil cooler for extended track performance.

More dynamic shifting with Sport+ mode

Nissan Z NISMO exclusively uses a nine-speed automatic transmission that has been enhanced for faster and more dynamic shifting performance, with a particular focus on suitability for track use. Compared to the transmission in other Z grades, it has revised clutch packs allowing for faster shifting. Along with revised engine management software, Z NISMO's transmission has reduced downshift time by almost half, compared to Z Performance. Launch control also delivers more aggressive standing-start acceleration.

In addition to Normal and Sport, Z NISMO adds a new Sport+ drive mode. This delivers a more dynamic, racetrack-tuned shift program for circuit driving, taking advantage of the powertrain's faster downshift capability. The shift programming is designed to be so responsive for performance driving that a driver does not need to use the shift paddles on track - though fast-responding manual shifting is always available.

Enhanced suspension and tires

NISMO engineers revised every element of the car's suspension to optimize precision, predictability and cornering grip. Z NISMO has unique stabilizer bars, a stiffer spring rate and larger, retuned dampers. The overarching tuning ethos was to deliver accurate, "one-shot" steering that helps drivers to pick their line through a turn with a minimum of steering adjustment needed, contributing to confident track-ready performance.

To deliver maximum road feel and traction, Z NISMO wears Dunlop® SP SPORT MAXX GT600 tires, a version of which are also used on GT-R. The rear tires measure 10 millimeters wider than those equipped on Z Performance (285/35R19 versus 275/35R19).

The tires are fitted to lightweight, NISMO-specific, gloss black RAYS 19-inch wheels. Although the wheels are 0.5 inch wider than the 19-inch wheels on Z Performance (10 inches wide front, 10.5 inches wide rear), their advanced construction means the NISMO-specific wheels are slightly lighter.

Stiffened chassis

Comprehensive chassis revisions to Z NISMO begin with bracing and stiffening measures that help the car faithfully track and respond to the increased cornering forces enabled by Z NISMO's tires. Enhancements include additional front, rear and rear underfloor bracing, helping increase torsional rigidity by 2.5% compared to the standard grades. Stiffer front and rear suspension bushings, and a stiffer mounting bushing for the steering rack, further increase lateral rigidity.

Track-enhanced brake system

Engineers enhanced the Z NISMO braking system, upgrading the front brakes to larger, 15.0-inch rotors matched to 13.8-inch rear brake rotors, and equipping a more performance-focused brake pad compound. The changes are intended to improve Z's impressive brake pedal feel and enhance braking performance in extended track use scenarios.

2024 Nissan Z keeps sports car excitement alive

For 2024, the Nissan Z Sport and Performance grades continue to offer buyers options to configure a Z that suits their driving style. Both grades feature a standard 3.0-liter V6 twin turbo engine rated at 400 horsepower at 6,400 rpm and 350 lb-ft of torque starting from 1,600 to 5,600 rpm. A six-speed, close-ratio manual transmission with Exedy® high-performance clutch is standard, while a responsive nine-speed automatic transmission with paddle shifters is available as an option.

The Sport grade has a wide range of standard comfort, convenience and connectivity features including a fully digital TFT instrument cluster meter display, 8-inch touchscreen, Apple CarPlay®, Android Auto™, two USB ports (one Type A, one Type C), front and rear parking sensors, dual exhaust, Intelligent Cruise Control, Nissan Intelligent Key™ with push-button start, a leather-wrapped steering wheel and 18-inch wheels with Yokohama ADVAN Sport high performance tires.

The Performance grade adds an 8-speaker Bose® Audio System, 9-inch touchscreen with navigation, NissanConnect® Services with Wi-Fi hotspot, mechanical Limited Slip Differential, 19-inch RAYS super lightweight forged aluminum-alloy mounted with Bridgestone Potenza® S007 high performance tires, Nissan Sport Brakes, heated side mirrors, aluminum sport pedals and heated, leather-appointed power seats.

For the 2024 model year, the Z Performance and NISMO grades add Amazon Alexa Built-in connectivity, helping customers simplify and organize their lives. Alexa can play music, place calls, control compatible smart home devices and more, with just voice commands.

All 2024 Nissan Z models include a range of standard driver assistance and safety technologies, including Automatic Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, High Beam Assist and Intelligent Forward Collision Warning.

Nissan Z NISMO exclusively uses a nine-speed automatic transmission that has been enhanced for faster and more dynamic shifting performance, with a particular focus on suitability for track use. ​​​​​​​

With the seventh-generation Nissan Z winning fans on both road and race track, the Safari Rally Z Tribute imagines how the sports car could translate that exhilaration to adventures beyond the pavement. The styling of the car also pays homage to the Datsun 240Z rally car that won the 1971 East African Safari Rally.

Leaning into the trend for rugged, go-anywhere "safari" builds, Tommy Pike and his South Carolina-based team raised and toughened the car's suspension, adding commensurate lighting, durability and performance enhancements to ready the asphalt-oriented Z for the dusty world of rallying.

Custom KW Safari suspension and NISMO suspension parts raise the coupe's ride height by 2 inches, helping accommodate 17 x 7.5-inch prototype NISMO Safari wheels shod in dirt-ready Yokohama GEOLANDAR M/T G003 tires.

Protecting vital powertrain and chassis components are a new front bumper guard and skid plate, while an assortment of NISMO Off Road LED lights deliver additional illumination for dusty conditions or night racing. Key interior enhancements include a custom roll bar with 4-point harnesses and custom-trimmed Recaro Pole Position seats.

For further powertrain enhancements, the Safari Rally Z Tribute features an AMS-tuned, 400+ horsepower, VR30DDTT engine combined with a NISMO Track cat-back exhaust system, cold air intake, carbon fiber engine cover, coolant expansion tank, heat exchanger, and street twin-disc clutch and flywheel.