In the meantime, the two regular versions of the Z each have a few particularities worthy of note. The Z Sport (available for $46,498 manual or $47,998 auto) rides on 18-inch wheels (the Performance getting 19-inch wheels). This version gets a digital driver’s data screen, smart key with a start button, automatic climate control, 8-inch touchscreen with Apple CarPlay and Android Auto, intelligent cruise control and the full suite of Nissan's safety systems.
For the Z Performance (available for $58,498 or $59,998 with the automatic transmission), the equipment is frankly more comprehensive with larger-diameter brakes and the calipers from the previous Nismo version of the car with four pistons up front and two in the rear, a front spoiler and a spoiler at the end of the rear trunk, limited slip differential at the rear axle, leather upholstery, aluminum pedals, power-adjust and heated seats, Bose audio system with 8 speakers and the NissanConnect system with wireless Internet connection. Also note the presence of the SynchroRev Match system, a system that performs heel-toeing without the driver having to do it with their own heel.
As for the paddles behind the steering wheel of the automatic transmission version, they are said to come from the group's other sports car, the GT-R.
At the wheel
Our day in the desert began on a closed circuit, at the Las Vegas Motor Speedway to be precise, not far from the City of Vice. To shine the spotlight on the new 400 hp under the hood - the Nissan Z has traded in its venerable naturally-aspirated VQ37 for the VR30 already in use in the Infiniti Q50 Red Sport - the good folks at Nissan had set up a section of the track for some sustained acceleration in both a Sport manual and a Performance automatic setup. And to spice things up a bit, a previous-generation Nissan 370Z was also part of the demonstration.
Unsurprisingly, it was the 9-speed automatic transmission that showed the best potential for acceleration. In addition to being quicker in its shifts, the unit makes life easier for the driver who doesn't need to change gears themselves. There's also a system optimized for standing starts, a type of “launch control”. Unfortunately for me and for of the other journalists on hand, the system proved to be too capricious to really put to the test. That will be for another time in this case.
Repeated accelerations also showed that the "old" 370Z isn't in the same class as its descendent, although it still feels closer to a traditional sports car. That’s due in part to the fact the new Z no longer uses hydraulic steering, relying instead on electric steering. In addition, the shifter feels lighter, a detail that affects the precision of the transmission.
Fortunately, our time at the Las Vegas track was not limited to a few straight-line accelerations. We were also able to test the new Z on the resort's road course, a fairly twisty, flat track with a straightaway that allows speeds approaching 90 mph (144 km/h) before the right turn. For this portion, Nissan had provided Performance versions with either of the available transmissions. However, it wasn't these that stood out, it was the Z's softish suspension. Indeed, the changes made to the chassis have greatly improved the car's comfort, but it’s to the detriment of its performance on the track. Not to say that the Z doesn’t belong on the Las Vegas Motor Speedway track, but a handful of adjustments would be necessary to make it sharper.
Still, this slightly less convincing tour of the track did highlight the 2023 Z’s improved performance in terms of comfort. What’s more, a drive around Las Vegas illustrated that the car is not only more agile than in the past, thanks in part to the use of wider tires, but also that the suspension was much better at absorbing the irregularities of the road. The Z is still firm, which gives it good handling in corners, but there's less back abuse, and this despite seats that could use some better padding.
As for the new powertrain components, they don't disappoint. The twin-turbocharged V6 is very powerful and musical, although those used to the old V6 will find fault with the sound of the new engine. As for the handling of the manual transmission, it's light and easy, but lacks a bit of precision for the ultimate driving experience. The automatic transmission, on the other hand, does an excellent job, although the performance enthusiast in me would have preferred the GT-R's dual-clutch units. That’s wishful thinking on my part though, because including it would have inflated the price of the Z, let's face it.
Specifications sheet of 2023 Nissan Z Sport Manual
Specifications sheet of 2023 Nissan Z Sport Automatique
Specifications sheet of 2023 Nissan Z Performance Manual
Specifications sheet of 2023 Nissan Z Performance Automatique
The last word
This first contact with the new 2023 Nissan Z shows that the gas-fed sports car still has relevance, and an audience. The new powertrain is just right for the car, and the mere fact that there is a choice of transmissions is a nice nod to enthusiasts. Besides, this Z is more GT (grand touring) than sports car, and either of those transmissions goes rather well with the two-seater.
On the other hand, the track portion of our test drive illustrated how a car designed for road use can be out of place on a very demanding track. But no matter - on the road, where it counts, things are fine and dandy!
We like
Retro design
Quality of the interior assembly
Ride comfort on the road
We like less
Comfort of the seats
The precision of the gearshift (manual transmission)
No 9-inch touchscreen in the offering in Canada (but available in the U.S.)
The competition
Chevrolet Camaro
Ford Mustang
Mazda MX-5 RF
Porsche 718 Cayman
Subaru BRZ
Toyota GR 86
Toyota GR Supra
