We can’t begin to imagine the pressure Nissan must have been under when it decided to launch a new Z sports car. Not only would the new model have to be good enough to live up to its predecessors and carry on the famed Z badge but it would also have to be more compelling than its rivals and feel modern enough to compete with cars that are becoming increasingly digitized and electrified.
So, has the Japanese automaker ticked all the boxes with the 2023 Z and created a must-have sports car? Let’s find out.
A few weeks back, we had the opportunity to drive the 2023 Nissan Z in Australia. We lived with it for 7 days and had big expectations. And we’re happy to report that it lived up to them.
The Z line-up in Australia is very simple. Sitting at the base of the range is the Z Coupe, priced from AU$80,116 ($53,191) including all applicable on-road costs while sitting above it is the Z Proto with an AU$87,886 ($58,349) sticker price. However, all examples of the Z Proto bound for the Australian market were sold before the car’s local launch so it’s now only the Coupe that is available.
Local shoppers can order the Z with either a six-speed manual transmission or a nine-speed automatic, both at the same price. Regardless of which transmission a customer chooses, power comes from the same 3.0-liter twin-turbocharged V6 with 298 kW (400 hp) and 475 Nm (350 lb-ft) of torque, all of which is sent through the rear wheels courtesy of a limited-slip differential.
Prices and technical specifications of the 2023 Nissan Z are very competitive when compared to the 2023 Toyota GR Supra. In fact, the entry-level Supra GT with its 3.0-liter turbo six-cylinder pushing out 285 kW (382 hp) and 500 Nm (369 lb-ft) starts at AU$95,078 ($63,124) driveaway with either the six-speed manual or eight-speed automatic. The flagship Supra GTS is then priced from AU$105,598 ($70,109). A good start for the Nissan, then.
Retro is cool
We think Nissan’s designers have absolutely nailed the look of the new Z. Unlike the A90 Supra which shares virtually nothing in common with its predecessors, the Z takes obvious design inspiration from classics like the 240Z, 260Z, 280Z, and 300ZX while ignoring some of the questionable design decisions made with the 350Z and 370Z.
The side and rear profiles of the car are perhaps our favorite. We’re really fond of the stretched hood, the sharp character line stretching from the front quarter panel to the flush door handles, and the angular shape of the greenhouse. Some pundits remain unconvinced by the shape of the front grille but we found it to look less offensive in person than it does in photos.
What about the interior?
The cabin is a bit of a mixed bag. Nissan has done its best to try and differentiate the cockpit from that of the 370Z on which the new car is based but there are a host of parts that have been carried over with little or no changes, like the door handles and side air vents.
We loved some aspects of the interior. The 12.3-inch digital instrument cluster looks absolutely gorgeous and provides clear and detailed information but we did find the lack of customization a bit of a shame. A perfectly-sized steering wheel has also been fitted to the new Z, as have metal pedals, and three gauges on the center of the dashboard displaying battery voltage, turbo speed, and boost pressure.
The driving position is good but not great. Much like the Supra, the interior of the Z feels small and cramped and even with the driver’s seat positioned as low as it can go and as far back as possible, I would still brush my hair on the headliner, forcing me to slump into the seat just a tad. Anyone 6’2” and above will likely experience the same issues. Nissan’s decision to equip the seats with electronic slide and tilt functions but manual controls for other adjustments is also a little weird.
Then there’s the 8.0-inch infotainment screen. While the screen offers great clarity, it is rocking Nissan’s old software while feels extremely outdated compared to the system of the Supra and other new Nissan models like the X-Trail and Pathfinder. Australian-delivered examples also lack satellite navigation, meaning owners will be forced to rely on the wired Apple CarPlay and Android Auto. The rear-view camera is also very poor and is comparable to watching a 144p video on YouTube.
Our tester was equipped with the six-speed manual and it includes a lovely spherical shift knob wrapped in leather that feels excellent in the hand. However, shoppers should know that the two cupholders in the center console are completely useless in cars with the stick shift as your arm will hit them. There’s also very little luggage space in the rear, just 241 liters (8.5 cubic-feet) to be exact, and sitting in the place of a spare wheel is a subwoofer for the Bose audio system.
Of course, very few of those individuals in the market for the Z will buy it because of its cabin. Instead, they will buy it for the thrills that it provides while behind the wheel. And boy does it deliver on this front.
Sporty yet comfortable
Headline figures of 298 kW (400 hp) at 6,400 rpm and 475 Nm (350 lb-ft) of torque are very impressive but making the Z feel particularly ferocious in a straight line is the fact that peak torque is found between 1,600 rpm and 5,600 rpm. This means that at almost any speed and in any gear, the car pulls strongly and throws your head back against the seat.
It’s hard to complain about the engine, originally used in Infiniti’s Red Sport models. Not only is it powerful, it can also be quite efficient, as long as you don’t drive like an absolute idiot. While cruising along motorways, our test car was sipping as little as 8.1 l/km (29 U.S. mpg), although over our week with the car this rose to an average of 12.9 l/km (18.2 U.S. mpg).
One critique we do have about the engine is the sound. There just isn’t much of it. It doesn’t matter how high your rev out the engine, it remains relatively muted and there’s almost no audible sound coming from the exhaust that can be heard from in the cabin. The sound is particularly mediocre when compared to the cracks and pops from the exhaust of the Supra.
Nissan’s decision to sell the Z with both a six-speed manual and a nine-speed automatic was a great idea and the stick shift pairs brilliantly with the engine. It is a short and heavy throw and also includes an excellent rev-matching system. No, it isn’t one of the best manual transmissions on the market but that’s okay.
We also found the new Nissan Z to be much more tail happy than the Supra we drove a couple of years ago. If it’s damp, it’ll spin up the rear wheels at 40% throttle in third gear even with the traction control enabled but this does add a level of excitement to the car that we found was missing on the Toyota. It is also much more lively on the exit of corners and can be quite a handful if you’re not paying attention.
Read: Which Nissan Z Generation Is Your Favorite?
Models sold in Australia come standard with 19-inch wheels wrapped in Bridgestone Potenza S001 tires. These tires offer unnerving levels of grip in dry conditions, encouraging you to push the Z harder and harder into corners without any signs of losing traction. There is a little bit more body roll than we expected but that’s not a bad thing as the trade-off is a sports car that is extremely comfortable over testing surfaces.
In fact, the ride quality of the Z perhaps impressed us the most. Even though it doesn’t have adjustable dampers, it simply doesn’t need them. We found it to have a more plush and refined ride over speed bumps than many sedans and SUVs we’ve tested over the past 12 months. It is also more compliant than the Supra.
A well-rounded package
Is the Nissan Z a car without fault? No, it’s not. However, small issues such as those related to the old infotainment system, the carry-over parts from the 370Z, and the muted engine fade into insignificance when you start to drive it. The Supra may be more polished, but the Z is more fun. Plus, it’s also AU$15,000 (~$10,000) cheaper.
