The reincarnated Nissan Z has the potent engine, crisp handling, and strong braking you’d expect from a proper two-seat, rear-wheel-drive sports car. It draws elements and lines from the prior six generations, such as the long, sloped hood and wide rear flanks, which began with the Datsun 240Z in 1970. And although the new Z drops the numerical prefix, it remains close to the mechanical formula honed over the 350Z and 370Z generations.
Although Nissan considers the Z a brand-new model, there is some carryover from the 370Z. Nissan told us the manual gearbox is essentially the same, and the automatic transmission is sourced from the Frontier and Titan pickup trucks. The mighty 400-horsepower, twin-turbocharged 3.0-liter V6 engine is new to the Z, but it’s actually adapted from the Infiniti Q50 Red Sport model. But this is all hidden from the driver, with the benefit being huge cost savings for both Nissan, and buyers; for example, the base Z Sport trim (which has the same 400-hp engine as higher trims) not only undercuts the Toyota Supra with its turbocharged six-cylinder engine by thousands of dollars, but the Nissan is even less expensive than the turbo four-cylinder model. Now that’s some bang for the buck.
But, although we found the new Z a blast to drive on curvy two-lane roads, it’s easy to get tired of its stiff ride and noisy interior, not to mention how difficult it is to contort yourself in or out of the snug, low-slung cabin. While it’s marginally improved in most ways over the last 370Z we tested in 2009, in terms of all-around performance and livability it doesn’t match its direct rival, the Supra, not to mention the more expensive Chevrolet Corvette and Porsche 718 Boxster or Cayman.
There’s no question that the twin-turbo V6 is the star of this show. It puts oodles of power at your disposal, to the point it almost doesn’t matter what gear you’re in—floor the gas pedal and it rips down the road instantly, with a healthy barrage of intake noises and engine snarl. Buyers can choose either a six-speed manual transmission or a nine-speed automatic, with no upcharge for either. We went with the manual gearbox for our test car, and we’re glad we did, as we think it magnifies the sports-car experience. Although Nissan’s stick-shift requires a firm hand to move through its notchy gates, we appreciate that the clutch takeup is gradual and intuitive to use. Nissan also includes a rev-matching setting so that drivers don’t have to master the technique of heel-and-toe downshifting, often used by enthusiasts to smooth out downshifts while also braking at the same time.
Zero to 60 mph came and went in a brief 5.1 seconds, which is quick. That’s a half-second slower than the Supra, although it’s not a true apples-to-apples comparison, as at the time of our test the Supra was only available with an eight-speed automatic. The 24 mpg overall the Z managed on the required premium fuel certainly isn’t stellar, even among sports cars, but hey, we never said driving the Z is a guilt-free pleasure. The automatic transmission should yield better fuel economy, according to EPA estimates, but the slightly lazy way it shifts is less suitable to the Z’s all-out sports-car character.
Handling is nimble, with well-weighted steering, hardly any body roll, and loads of cornering grip. But it lacks the finesse of some competitors, and it isn’t as forgiving or easy to keep the rear of the car in check when driven to its limits, for example around a race track. Still, its capabilities are strong, evidenced by its competitive speed of 56.5 mph through our avoidance-maneuver exercise. Braking performance is excellent, both in terms of stopping distances and pedal feel, although it needed a few feet longer to come to a halt from 60 mph than most of its direct sports-car rivals. Like some of those rivals, the Z’s ride can be harsh, with quick up-and-down bouncing sensations, particularly from the rear of the car, when the road gets rough. Together with the boisterous, boomy cabin—which delivers elevated levels of road, tire, and engine noise—this makes the Z taxing to drive long distances.
Most of our drivers didn’t like the Z’s overly firm seats. Their large bolsters hit people in the wrong places, yet somehow they also don’t manage to do a great job holding you in place through corners. The seemingly randomly-placed seat controls, with power switches located next to the inner bottom cushion bolster and manual knobs on the other side, are awkward to use. Most other controls, including the touchscreen infotainment system, are more simple and straightforward, and we appreciate the three analog gauges (including one for turbo boost) up on the dash, an ode to the original 240Z.
As is typical of the sports-car breed, the Z’s low-slung stance makes it difficult to get in and out, with the long doors further compounding things in tight parking spots. The car’s swept-back, curvy styling makes for severely restricted outward visibility, particularly toward the rear. At least the Z’s hatchback design adds some cargo-carrying flexibility.
Automatic emergency braking with pedestrian detection and automatic emergency braking that operates at highway speeds come standard, even on models equipped with the manual transmission—which isn’t always the case with some automakers. Blind spot warning, rear cross traffic warning, lane departure warning, adaptive cruise control, and automatic high beams also come standard. Reverse automatic emergency braking, lane keeping assistance, and lane centering assistance aren’t available on the Z.