Nissan Z 2023 manual review
Z is not dead.
Nissan has removed the second famous badge in its latter category for 2022. This is not one Model Nissan Z, now it is simply called the NISANZ.
With a retro futuristic look and a mix of 370Z and Infiniti Q60 subcutaneous parts, this is not a completely new car.
It’s representative of where the industry is headed; a basic sports car is not an option for Nissan given the money it is forced to pour into developing electric vehicles.
New or not, it is an absolute showstopper. Forget Ferrari or Lamborghini, if you want the world to notice you, that’s the Z you should drive.
That’s a winner, then? Well, for that to be true, you need to be able to confidently say ‘it’s amazing’ when someone inevitably asks how it runs.
And while it’s certainly appealing, I’m not sure if it’s excellent.
How much does Nissan Z cost?
The base Nissan Z (our tester) kicks off at $73,300 in advance on road expensesand jump to $80,700 before hitting the market for limited Proto specs.
The price of the new Z compared to stickers $61,990 (manual) and $64,490 (automatic) for Nissan 370Z Nismo 2021.
One BMW 230i Coupé sold for $70,900 before going on the road and Toyota Supra now starts at $87,000 before hitting the road. Bestseller Ford Mustang is now sold out in Australia until the next generation launches in 2023.
What is the interior of the Nissan Z like?
Nissan dug deep into the parts bin to create the Z’s cabin, but that doesn’t mean it’s not a good place to spend time.
You enter using the raised door handle from the 370Z and place in a pair of identically sourced seats. However, the dashboard is completely new, down to the trio of gauges above the touchscreen. In a world increasingly dominated by screens, they are a lovely nod to the past.
The fundamentals are good, but don’t really stand out. The driving position isn’t particularly tall person-friendly, and headroom is tighter than in a Mustang or Supra, although it can be comfortable with a bit of mischief.
The fact that Subaru offers more trunk space, space for the front seats, and a set of rear seats in the cheaper, smaller BRZ points to the compromises inherent in the platform that underpins the Z.
Over-the-shoulder visibility is what you’d expect from a two-seater coupe, so the addition of blind-spot monitoring is a win and the striking V-shaped bonnet makes the car easy enough. Easy to move on the road.
All major touchpoints are of relatively high quality. The wheels are covered in smooth leather, the gear lever is a solid part, and the handbrake falls easily into the hand.
Nissan clearly put some thought into getting the fundamentals right, because the alloy-finished pedals also have just the right amount of spacing.
Technology is one of the biggest problems with the 370Z. The new model has the same infotainment system that will be available in X-Trail and Qashqai.
It’s usable, but not outstanding. Apple CarPlay and Android Auto are both wired, and the system is easy to navigate but lacks any real excitement.
The highlight is the digital dashboard. Some real effort has been made to make it look flashy, with a prominent center tachometer and gear indicator light in Sport Mode.
Of course, you can also get bored and just stick with the basic X-Trail (or should foreigner?) available views in other actuation modes.
The storage space isn’t huge, although it’s better than the 370Z. There’s a pair of cup holders, a door pocket suitable for holding a water bottle, and an underarm pocket.
There are no rear seats to worry about and the trunk is smaller than you’d expect.
It’s pretty long, but the angle of the glass rear door means anything large or boxy will need to be carried in the narrowest part of the trunk since it’s at the highest point of the roof.
You don’t buy the Z because it’s practical, and the cargo space offered is largely in line with what you would buy a Toyota Supra.
What’s under the bonnet?
Z is provided by a version of VR30DDTT 3.0 liter twin turbo engine from Infiniti Q60 Red Sport, making 298kW and 475Nm.
The six-speed manual transmission is adapted from the one used in the 370Z, with a heavy-duty Exedy clutch and rev-matching system that eliminates the need for heel and toe pedaling.
Combined with a 1600kg limited weight in the manual when testing here, the (much) stronger heart allowed the new Z to hit 100 km/h in 4.7 seconds based on our testing at launch.
Z drinks lead-free premium 98 RON at the claimed rate of 10.8L/100km on the combined cycle, and there is a 62L gas tank. We saw 9.0L/100km on the highway running up hills, with some ardent driving brought in for good measure.
How does the Nissan Z drive?
The Z may look like a sports car and a grand tourer, but it’s not really in 2022 either.
It’s fast, no doubt, but it’s not anywhere, anytime as fast as we’ve come to expect from four-wheel drive bunkers.
When the road is dry and it’s connected to a 3.0-liter twin-turbo engine that will pin you to the seat and keep you there through the torque-rich midrange. There were a few turbo lag beats below 2000rpm, but once the boost needle started flashing, the Z really got up and boomed.
It’s a shame it sounds so flat and industrial. Nissan has never quite managed to make its modern Z cars sound good and the new Z is no exception.
It’s a bit of a loose unit in the wet. Put your foot down and even with all the driver assistance working, it will light up the tires once the thrust starts to work and then keep them spinning if you don’t do the right thing and back out outside.
Even if it feels like light throttle, you can still talk in the back. It’s old-school, a feeling exacerbated by the heavy and somewhat cumbersome manual shift lever.
With a low reception point and heavy, spring-loaded action, the clutch takes some getting used to, and the gear lever itself has a noticeable action that requires solid, deliberate inputs.
First to second in particular requires a steady hand or a bit of patience, and switching between ports isn’t so intuitive.
With practice, you can train it pretty quickly, and the rev-matching software means you can focus on the brakes, clutch, and gearshift without having to add right ankle exercises to it. mixture.
It’s more engaging than an automatic car has ever been, and it’s refreshing to drive a car that doesn’t reveal all its secrets to you right away. But a more intuitive set of controls wouldn’t go astray and would make the Z an easier car to use.
With a powerful turbocharged engine and an intriguing, if slightly unintuitive, Z twist has all the hallmarks of a large touring car. But the driving position isn’t particularly road trip friendly, and the ride is fine but not what you’d call enjoyable.
Making too much road noise at about 80km/h, not to mention limited starting ability and the Z is not really like that.
For a sports car? It’s no doubt fun to drive, but the Z lacks the Toyota Supra’s focus on corners.
The off-center steering is pretty slow, and there’s quite a bit of body movement when you push hard – both rolling and steeping when you brake or accelerate hard.
It’s not a corner cutter and it gets you moving quickly, but there’s a lovely, old-fashioned rear-wheel drive balance to it.
Braking and gearing early, letting the car stabilize through the mid-corner, deliver supercharged torque through the corner exit, and the Z slams into the next stretch with just a little bit of steering – or more than one. hint if you are very inclined.
The Z is not a sports car and it is not a large touring car. It’s more like a modern muscle car; Japan’s answer to the Ford Mustang.
What do you get?
Highlights of Nissan Z:
- 12.3-inch TFT display configurable digital instrument cluster
- 8-inch central infotainment screen
- Apple CarPlay, Android Auto
- Bose 8-speaker sound system
- Three-gauge analog display (acceleration, turbo fan speed, voltage)
- Electric seats, leather upholstery
- Suede decorative door finisher
- Active noise cancellation
- Active sound reinforcement
- Smart key with push-button start and panic alarm
- Auto-levelling LED headlights
- LED daytime running lights
- 4-way electric driver’s seat with manual lifting, thigh and lumbar support
Is the Nissan Z safe?
The Nissan Z has not been officially tested by Euro NCAP or ANCAP, nor has the previous 370Z been tested.
With six top-of-the-line airbags, the Nissan Z gets a host of active driver aids that the 370Z doesn’t have when it’s nearing the end of its life.
Standard safety features include:
- AEB includes pedestrian detection
- Adaptive cruise control
- Forward collision warning
- Blind spot monitoring
- Rear traffic warning
- Lane departure warning
- High beam support
- Traffic sign recognition
- Front and rear parking sensors
- Reverse camera
- Assist to begin across hill
- Tire pressure monitoring
How much does a Nissan Z cost to run?
Nissan Z is covered by a 5 year unlimited km warranty.
Requires maintenance every 12 months or 10,000 km and the first five services in the manual cost combined $2340 use a limited-price Nissan service plan.
CarExpert takes on Nissan Z
Forget everything it’s not, because the automotive world would be better with a Nissan Z.
It’s a true performer, with concept car styling that will have strangers catching you on the street for more and the driving experience is sure to be engaging.
It feels a bit like one of those most of cars, though. Almost a sports car, almost a grand tourer, it’s a little bit different between the worlds. It will be fascinating to see where Nissan takes it next.
There’s nothing wrong with Z as it stands, but the prospect of a more focused Nismo is tantalizing. While you’re at Nissan, provide us with a more comfortable version to go with it.
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THAN: Everything Nissan Z