There’s a stick in the middle of this blue Nissan Z’s cockpit – a stick shift, that is, meaning a 6-speed manual transmission with auto-revs on downshifts if you want. And that makes this seventh-generation Z – done in a new-for-2025 Bayside Blue seen on GT-Rs – a rare beast for that and other reasons.
First, only about 1% of vehicles sold new in the U.S. have stick shifts, vs. 35% back in 1980. And even though this Z generation’s been out for a few years, it’s rare – about 3,100 sold nationwide in 2024, up from just under 1,800 in 2023, and just 262 in 2022, when it was introduced to replace the 370Z.
But like they say, it may be an oldie, but it’s still pretty much a goodie in a world lacking in relatively affordable sports coupes.
2025 Nissan Z Performance Grabs Attention At Cruise-Ins
Hanging out at some recent cruise-ins with the true-blue Z, we easily noticed lots of styling cues from past Z’s also on show there, as this iconic Japanese sports car hits its 55th anniversary of when Yutaka Katayama brought out that first 240Z in 1970. Let’s forget that there were no Zs between 1997 and 2002, OK?
The overall silhouette of the 2025 Z – just Z – is so similar as we parked next to a pair of pristine first-gens, with long noses and fastback rears. The long hood’s power bulge is pure homage to the first Z, as is the “Z” badge on the fastback’s sides.
Defined upper design lines run off LED headlights with almond-shaped DRLs, flowing over flared front fenders. The raked windshield flows over a sloping roofline that also echoes Zs of old, while side the window shape tapers to the rear just like a 370Z. Folks loved the roof’s subtle silver side accents that mimic traditional Japanese katana sword blades.
The streamlined scalloped door handles and rounded rear fender hips, also like the 370Z’s taper. This latest generation end its styling line in a lip spoiler over black-framed red LED taillights that echo 300Zs. There’s a black lower fascia with aero fins framing big stainless steel exhaust pipes.
The Z rides on black 10-spoke RAYS alloy wheels wearing staggered 19-inch Bridgestone Potenza rubber, red NISSAN-badged calipers clamping big discs, visible between the spokes. And the new 167.2-inch-long Z rides on basically the same 100.4-inch wheelbase as the 370Z, but is 5 inches longer die to that sharper nose that really carries 240Z in the large, rectangular grill design with 24 rounded silver slots that match taillights . And it’s fairly low 52.2-inch height is about waist-high for me.
It’s rare – I only saw one other on the road – but it drew folks to gander at cruise-ins, and older Z owners nodded in approval.
Nissan Z’s Interior Has Modern Screens But Keeps Classic Touches
Those same Z fans loved the gray-over blue interior, with synthetic suede and leather seats, which have serious side bolsters that include power slide and seatback tilt, with manual height. They’re firm and very supportive. The padded suede-accented doors were also appreciated.
The lower dash and console features blue wrapping. There’s more retro, like jet exhaust-style inside door handle/air vents that look like the last-gen 370Z, which was around for nine years.
On the top-center dash there’s a trio of slightly recessed gauges like the old 350Z had: turbo boost, turbocharger speed and electrical.
The stitched leather-clad steering wheel has thin spokes with controls for audio, smart cruise and the digital gauge under a hard plastic cowl, capable of three formats – Refined (simple digital), normal (180-mph speedo and 8,000-rpm tach with center info screen), and Sport (big center 8,000-rpm tach, engine gauges and configurable screen that offers turbo boost, G-force and other info). Sport also gives green/amber/red rev limit tally lights over the tach, which has a 7,000 rpm redline.
There’s a big center touchscreen with navigation, phone, weather, traffic and gas info, plus main menu buttons lining the base and a real volume and tuning knob. Classic, big A/C knobs are below. Dual USB ports live lower with a rubberized slot for a cellphone. There’s no inductive charging, and no wireless Apple Car Play or wireless Android Auto. You’ll need to keep your phone plugged in or spring for an aftermarket wireless adapter. The screen and voice command functions also take up to a minute to spool up.
Stitched padded blue leatherette borders a cup holder with stubby gearshift near seat heat and electronic parking brake buttons. The low center armrest hides slim storage, and slides aft to reveal a second cup holder and 12-volt outlet. There’s decent carpeted space behind both seatbacks for a briefcase or more. The high beltline makes for a cozy cockpit, with some neck craning to see what’s coming up the sides – there’s blind spot warning.
Just like the 350Z and 370Z, there’s an alloy crossbar at the front of the shallow trunk under that sleek fastback for body stiffening. There’s room for soft bags and that’s it, there’s no privacy shade. A cargo net is in a bag Velcro’ed to the carpet.
2025 Nissan Z Performance Twin Turbo V6
EV Rider’s 3,602-lb. Z test car has a twin-turbocharged 3-liter V-6 with 400 hp at 6,400 rpm, and 350 lb-ft of torque from 1,600 to 5,200 rpm, with a 6-speed manual transmission handling the gears. It’s covered by a plastic panel, a strut brace over it to stiffen up the works.
Even in Standard mode, our 3,000-mile-old Z launched quickly off the line. The V-6 sweetly snarled to 60 mph in 4.7 seconds with a hint of wheelspin at launch and the 1-2 shift. In Sport mode, its mmore aggressive engine action hit 60 mph in 4.5 seconds. There was a hint of more wheelspin in the shift before the rubber grabbed.
The clutch bit quick and smooth. The shifter throws were light and precise but a bit notchy. Auto-rev matching for downshifts is appreciated, with a nice throttle blip.
The car’s G-force meter shows the Z pulls a solid .8Gs on launch as traction control neatly reins in most wheelspin. The engine snarl is a delight without being too annoying, but could be a bit sharper. Those rev lights across the gauge display are cool, but not used much in practice. And tall cups in the cupholders get tapped by the right elbow on shifts.
The Z averaged just under 20 mpg in spirited driving, mostly in Standard mode, where the V-6 didn’t lug in sixth even when as low as 1,000 RPM. There’s power across the band, passing neatly at highway speed in top gear. A 2-second hill holder is appreciated on starts.
For comparison, we hit 60 mph in 4.9 seconds to 60 mph in a 9-speed automatic 2023 version I tested, upshifting at 6,800 rpm. Check it out in my video, showing a launch in Sport, where’s there’s more launch wheelspin as 60 comes up in 4.4 seconds, and 100 mph in 9.9 seconds.
2025 Nissan Z Performance Suspension Is Taut But Comfy
All recent Zs I’ve tested have serious playfulness in curves, but were comfy as grand tourers – the latest is the same. There’s a familiar double-wishbone front suspension with diecast aluminum subframes, and an independent multi-link rear suspension with monotube shock absorbers all-round.
The result is a taut and tightly-controlled, yet supple with potholes handled quickly, a nicely buffered rebound on compression over even some nasty speed bumps. Sharper-edged bumps got a tighter response, but it still isn’t choppy – they are mostly smothered.
Weighing in at 3,536 lbs., EV Rider’s Z didn’t feel as crisp as some lighter sports coupes I’ve tested. But it could be coaxed into a bit of tail-out in corners, easily catchable via throttle as traction control smoothly assisted. On a skidpad it pulled a steady 1.1 Gs, and even felt fairly flat and very grippy on sharp corners, where it was happy and controlled. The electric-assist power steering had a firm, linear and direct feel, loading up nicely in feel. And those vented disc brakes with 14-inch front/12.1-inch rear rotors – some joked almost as big as the wheels – had a precise bite high up and great control, no fade and minimal nose dive. And hard stops also garnered a respectable 1.1Gs – that’s serious hang-in-your belt territory.
Call the Z a very nice long distance touring car with all the sport you might need, yet quiet enough, composed and perfectly fine with a commute, or fast corner.
2025 Nissan Z Performance Price, Competitors
The new Z – just Z – starts at $52,970 for the Z Performance, with standard 5-way mechanical limited-slip differential, RAYS forged alloy wheels, 4-piston front calipers with 14″ rotors and Bose Premium Audio. With $450 paint,$415 premium mats and a few other small options, the final price is $55,985 – which surprised some folks.
Comparisons include the Subaru BRZ/Toyota GR86 brothers as well as the Toyota Supra and Mazda MX-5 Miata RF hardtop convertible. The Supra has 382-hp and 368 lb-ft of torque from a 3-liter twin-turbo six-cylinder. The BRZ/GR86s get a 228-hp four, and is a bit less yen. The Miata gets a 181-hp four, and is also cheaper – and 1,000 pounds lighter. All of them are a bit sharper in handling. The BEZ/GR86 twins are really great to play with hard with without any vices. The Supra is sexiest in looks, the Miata just plain fun. Thankfully you still have choices when it to sporty cars on the lower end of the cost spectrum.
Bottom line — Looks that will kill, a hint of enjoyable analog with digital – speed and handling as well as real presence, power and ability.
2025 Nissan Z Performance M/T Specifications
Vehicle type – Two-seat rear-wheel-drive sports coupe
Base price – $52,970 ($55,985 as tested)
Engine type – DOHC, twin-turbo 24-valve alloy V-6
Displacement – 3 liter
Horsepower (net) – 400 @ 6,400 rpm
Torque (lb-ft) – 350 @ 1,600-5,600 rpm
Transmission – 6-speed manual with downshift rev matching
Wheelbase – 100.4 inches
Overall length – 172.4 inches
Overall width – 72.6 inches
Height – 51.8 inches
Front headroom – 38.2 inches
Front legroom – 42.9 inches
Curb weight – 3,536 lbs.
Mileage rating – 18 mpg city/24 mpg highway