2023 Nissan Z: Old-school styling, modern tech, power

When everyone, it seems, is going electric in some form, Nissan has decided to zag with one of the most revered sports cars.

The redesigned, seventh-generation Nissan Z still features a classic long, sloped hood, wide rear flanks and a squared-off Kamm tail that recall early, 1970s versions of the storied nameplate, known then as the Datsun 240Z.

But the rear-drive Z now packs a record 400 hp with a 3.0-liter turbocharged twin-turbo V-6 engine, an increase of 50 hp over the previous 370Z's output. The power plant can be bolted to a six-speed manual or nine-speed automatic transmission with paddle shifters.

The latest Z is 4.9 inches longer than the outgoing model, with the extra sheet metal packed in the nose. The twin-turbo engine mandates heat exchangers, with an air-to-liquid intercooler and transmission and oil coolers packaged alongside the radiator and AC condenser.

Nissan is keeping it simple by making active safety features standard on the two trims available: Sport and Performance. Even the name is simpler for 2023: Just "Z."

The goal is simple: deliver plenty of old-school street cred for fans and enthusiasts of old-fashioned petroleum power. Nissan even splurged on some Super Bowl advertising to herald the latest Z car.

We've rounded up some early reviews from the automotive press.

"The 370Z built upon the earlier 350Z's architecture, and the new Z repeats the pattern, but it doesn't feel the same. The shell has been strengthened, and Nissan claims a 10.8 percent increase in torsional stiffness with only a 40-pound weight gain. Overall, the Z is about 150 pounds heavier and 5 inches longer than its predecessor model for model.

Fatter front tires boast a 20 percent larger contact patch, the suspension geometry is changed considerably, and the monotube shock absorbers are new. So is the power steering system, which banishes the 370Z's over-assisted feel in favor of much more direct feedback and better weighting. The Z's brakes, retuned to feel more like the GT-R's, feel strong and direct, without much fade even on the track.

The steering is precise, but even the lightest Z weighs a half-ton more than a Miata, 600 pounds more than a BRZ and 400 more than a base Cayman. It's also a little more front-heavy, too. The Nissan is lots of fun to thrash but definitely not as lithe as these others.

On the other hand, there's a lot more power, though competition gets stiffer at the Performance's price point. For maximum value, a 450-horsepower V-8 Mustang costs less than the Z Sport and is faster and as capable on the track. That said, the Z's playful personality offers plenty of fun per dollar and a taste of the "analog experience" many enthusiasts clamor for.

The Z has loads of grip. Its handling limits are high, but it trends a little toward understeer and will let you know when you're pushing too hard. As [Z chief product planner Hiroshi] Tamura suggested, it has good rhythm, nice moves and doesn't leave you hanging. Unless you want it to break away. In that case, turn off traction control and you can pretend to be Keiichi Tsuchiya. (Don't do this at your local Cars and Coffee meetup)."

— Alex Kwanten, Forbes

"A reworked six-speed manual now features available no-lift-shift launch control on the Performance version, and in all cases its shift action is notably less notchy, a result of re-profiled detents, with considerably smoother clutch engagement thanks to a new externally mounted clutch-activation cylinder. As for the nine-speed automatic, its chunky shift paddles are part of an incredibly simple arming procedure for its new launch control: Hold the brake pedal, pull back on both paddles, floor the accelerator, release the brakes, and hang on. In either case, Performance models more effectively direct the resulting ruckus to the pavement through a new clutch-type limited-slip differential that replaces the outgoing viscous unit.

The body structure has more torsional rigidity, but the suspension pickup points are unchanged. That said, Nissan selectively and surgically retuned the Z's chassis from a 370Z baseline. The front caster angle increases via a new upper control arm, and an electrically assisted steering rack replaces the former hydraulic unit. The 370Z's twin-tube dampers swap for more precise monotube units that develop damping force far more quickly. The Sport gets a square 245/45R-18 tire setup, while the Performance has a 255/40R-19 front and 275/35R-19 rear stagger.

This all adds up to a Z-car that grips tenaciously on the track, with approachable limits that are easy to kiss and correct. There's a bit of understeer if you charge a corner too hard, but the nose tucks in obediently if you breathe off the throttle. It's also far more livable day in and day out. The ride has shaken off its previous flintiness, and coarse road noise is no longer an ever-present nuisance. The steering builds up well and communicates on the track but hardly does the same when aimed straight. Our Sonata N Line long-termer has better on-center definition when highway cruising."

— Dan Edmunds, Car and Driver

"Introduce some elevation changes to the mix and the 2023 Z obliges. Out on the undulating, sweeping desert road toward Lake Mead, the twin-turbo sports car is just as enjoyable to drive. Although it appreciates smooth, predictable inputs, it'll handle the occasional surprise braking or steering input without drama. A communicative chassis and steering help here, providing the driver with plenty of information to keep G-forces within the Z's limits. And that aforementioned weight gain? It certainly doesn't detract from the car's sporty demeanor once away from the track.

Surprisingly, nor does the nine-speed auto. It has only two drive modes, Normal and Sport, but that's all it needs. The former balances smoothness and thrift nicely, making it a good choice for the churchgoing, pious crowd. Toggle the switch, though, and the don't-call-it-a-slushbox Nissan Z delivers rev-matched downshifts and firm gear changes that are a totally different kind of righteous. I didn't even bother with the paddle shifters because the transmission did an excellent job of predicting what gear I would need based on speed, braking application, and lateral G-forces."

— Brett T. Evans, motor1.com

"We were impressed with the body's rigidity, the low level of wind noise even at high speeds, and the general powertrain refinement. The twin-turbo engine more than compensates for the 150 pounds or so it adds to the Z's curb weight, all of which the supple suspension copes with admirably, absorbing bumps with no gut jiggle. An HGTV-worthy interior renovation impresses with modern conveniences such as big high-res programmable screens (with a GT race-car-inspired Sport mode design), wireless charging, some voice controls, a telescoping steering wheel, two cupholders (one hides under the sliding armrest), and color options like black-and-blue ($1,295) that really dress up things. The automatic's electronic shifter is one of those push forward for R, pull back for N or D setups that can cause mild panic in car washes, though its detents are more noticeable than some. Nissan significantly upped the Z's advanced driver assistance game, adding automatic emergency braking, blind-spot warning, rear cross-traffic alert, forward collision warning, and adaptive cruise, but it's an old-school system without stop-and-go functionality, and there's no lane keep assist."

— Frank Markus, Motor Trend

"The new two-seater drives just like you'd expect of a Z. No, it's not the fastest car out there. If you're looking for pure performance you might want to start saving up for the GT-R. But raw numbers don't always make for the best sports car. It's all about how everything comes together. And here, the new Z just feels right.

The short-throw transmission made it great fun to row my own, especially when I got off the freeway. And the rev-matching on downshifts triggered the V-6 to let loose a delicious roar.

Steering is precise and predictable, you get plenty of road feel. More accurately, you feel directly connected with the road. And the suspension keeps you glued to the pavement, as I discovered on my excursion through Hell. The roads are a jumble of sweeping off-camber turns and torn-up asphalt, with the occasional straight allowing you to downshift and slam the throttle to the floor. Of course, you then have to put the brakes to the test as another corner appears.

I took it as a complement when a Nissan representative pointed out just how hot I got the brakes after handing back the keys to my metallic blue Z-car.

It has been a much-too-long wait for the sixth- (or seventh?) generation Nissan Z. But, after spending a few hours flogging it hard, I came away with a smile on my face. I'll be looking to get into another one soon — perhaps this time with an automatic gearbox to see how that shakes out."

— Paul Eisenstein, The Detroit Bureau

"What Nissan didn't keep retro, thank goodness, is the Z's tech menu. Infotainment is now handled by either an 8- or 9-inch touch screen with Apple CarPlay, Android Auto and Bluetooth. The bigger screen also includes embedded navigation, an eight-speaker Bose audio system and a Wi-Fi hotspot. Dying phones shouldn't be an issue, either, with two USB (one Type-A, one Type-C) and two 12-volt ports in the cabin. There's a customizable 12.3-inch digital instrument cluster, too.

On the safety front, every Z comes standard with forward collision warning, automatic emergency braking, adaptive cruise control, blind-spot monitoring, lane-departure warning and rear cross-traffic alert. This alone is a major upgrade, as the outgoing 370Z offered no modern safety tech whatsoever.

Routing power to the Z's rear wheels is an updated six-speed manual transmission with available no-lift shifting, but buyers can also opt for a new nine-speed automatic with rev-matching downshifts and launch control. Nissan isn't throwing around 0-to-60 times, but the automaker says the Z does the sprint 15 percent quicker than before, which would put it in the low- to mid-4-second range with the manual. The extra thrust is clear when putting both the Z and its predecessor through pit-lane acceleration runs at Las Vegas Motor Speedway. With peak torque available from just 1,600 rpm, the Z's midrange kick is almost immediately noticeable. A couple of runs in an automatic Z show me that launch control gets the coupe out of the hole at an efficient clip, too."

— Jon Wong, Road Show by CNET

"Under the hood is a more responsive, far more sporty version of the 3.0-liter twin-turbo V-6 we first loved in the Infiniti Q50 Red Sport. This version of the VR30DDTT twin-turbo 3.0-liter V-6 makes 400 hp, while the VQ37VHR V-6 in the previous Z, the 370Z, was naturally aspirated and made "only" 332 hp.

By adding two turbos and tuning them for quick response with lightweight vanes and speed sensors to maximize boost at all engine speeds, Nissan engineers were able to not only maintain that 400-hp peak, but broaden and flatten the power curve significantly to give an even distribution of ponies across the tach. A recirculating valve keeps boosted air inside the system instead of blowing it off, thus helping create that more immediate, sharper response. Other features like variable valve timing on the intake side, a water-cooled charge cooler and an integrated exhaust manifold are all aimed at creating what Nissan, again, calls a sharper response from the engine compared not only to the old 3.7-liter but also to the powerplant in the Infiniti Q50 Red Sport.

... If you're serious about sporty driving and maybe even track days, you should at least test drive the Gazoo Racing Supra, which hovers not far from the Z in price and above it in track performance. These cars are a step above the BRZ/86 twins and way above the Miata. Muscle cars like the Camaro, Challenger, and Mustang, which can be outfitted almost any way you can imagine, are probably not going to be cross-shopped too much, but they're out there if you have room on your shopping list.

Yet for many who remember the revolutionary 240Z of 52 years ago and all six generations of Zs since, there is no substitute for the last letter of the alphabet."

— Mark Vaughn, Autoweek