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

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The emperor has a dazzling new set of clothes – and a change of heart as well.

Using the same 112.2-inch wheelbase and some underpinnings of its third-generation (2014 to 2024) predecessor, the 2025 Nissan Murano Platinum’s redesign is a welcome change. And this fourth-gen has a welcome upmarket design that looks, and mostly feels, like it’s living in the 21st century.

EV Alternative: 2026 Nissan Leaf

“Murano” refers to an island off Venice where flowing glass sculptures are made. I guess Nissan felt the name matched the rounded look of its first midsize Murano CUV when it was born in 2003. Now the latest gains a distinctive shape that’s a tad wider and taller, with what Nissan terms “a delightfully elegant design.” As Nissan begins to redesign lots of its models, this one echoes that of the shapely new Ariya EV, which EV Rider hasn’t had a chance to experience yet.

The Murano begins with a nicely updated V-Motion grill – black crossbars framed by wing-like inserts with triangular LED DRL/turn signals flowing into a rounder, taller nose. Slit LED “Crystal Cube” headlights glow above, connected by a gloss black band with “MURANO” incised into it. An angular lower intake joins slashed black lower side intakes flowing off an air dam.

The new body is 2.6 inches longer than the outgoing model, with incised fender flares framing 21-inch Bridgestone rubber on seven-spoke alloy wheels, with gloss black plastic inserts for an aero look. There’s flared black lower sill accents, and rear fender shoulders. The rounded roofline is joined by buff chrome arcs that delineate the side windows, gloss black accents below roof and above the trim lines.

2025 Nissan Murano Interior

The Murano’s interior also got a total makeover, all wide screens and uncluttered looks done in gray with blue accents that also color semi-analine leather seats in a stitched black quilt pattern. The simpler design is lush in places, with stitching on the wraparound dashboard, doors and center armrest, plus buff alloy edging on the center shelf and some plasticky “wood.”

 A thick leather-rimmed steering wheel has screen, audio and other controls in front and small paddle shifters behind. It has a sporty, flat bottom, tilts and telescopes. The new 12.3-inch digital gauge package is configurable, from simple digital speedometer, to a full set of gauges; with cruise, economy, audio and more insertable in the middle. Warning lights occupy the left side.

Center stage is another 12.3-inch screen, oddly angled more toward passenger than driver. It offers a wide map, or you can segment it into thirds for different information. It also offers an Invisible Hood View, which is a virtual view through the engine bay to help spot curbs or other obstacles.

There’s a slim strip at screen bottom with tiny backlit touch icons to handle climate control temperature, heated seat and steering wheel and vent position screens. The whole panel has haptic feedback when you tap, but it’s hard to successfully tap on the first try. At least there’s a big volume knob between the center air vents.

The infotainment system works with wireless Apple CarPlay and Android Auto, augmented by a solid Bose speaker system – until left-side speakers went mute for one day, then returned. There’s a head-up display, although it stayed dark. We enjoyed the 64-color interior ambient accent lighting inside.

Push buttons operate gear selection, with Eco, Normal and Sport drive mode selector next door, and auto-engine off and surround-view camera switches near that. Decent storage under the center armrest complete the bill.

Those leather seats are superbly plush and very supportive, the driver getting basic massage and dual memory presets. And the wide center console, with pass-through storage underneath, gets a rubberized inductive charger cubby for phones with dual USBs.

Rear seat adult headroom and leg room is just fine. Passengers get air vents, USB ports and a center armrest, plus manual side sunshades. The 60/40 split flat-folding rear seatbacks expand a decent 32.9 cubic feet of storage to 63.5 – down just a tad from the last-gen. The power liftgate rises high.

2025 Nissan Murano Performance

The last time we drove a Murano, it packed a 3.5-liter V-6 with 260 hp – and it had a CVT. But the almost total revamp nets it a turbocharged 2-liter variable-compression inline four with 241-hp and 260 lb-ft of torque –  20 more lb-ft compared to the outgoing Murano. I was happy to see a 9-speed automatic transmission with paddle shifters, as well as the Platinum level’s front-biased all-wheel drive come standard.

The inline four is a bit noisier than the V-6 under load in all drive modes, but with a slightly sportier exhaust snarl in Sport. In Eco mode the Murano was a bit moderate off the line, with the transmission seemingly doing a bit of guesswork in the1st/2nd gear shifts. But when the turbo smoothly joined in at just under 4,800 rpm, the 4,438-lb. crossover hit 60 mph in a decent 6.9 seconds, delivering a smooth upshift at 5,800 rpm. Switch to Sport mode and there’s more boost off the line en route to 60 mph in 6.2 seconds.

We averaged 27 mpg driving in Eco mode. But the auto-engine off system was a mite bit slow firing up when you went from brake to gas pedal. Murano is rated to tow up to 1,500 pounds. It’s quiet at speed with the exception of a bit of tire noise. For comparison, a 2023 front-wheel-drive Murano with a V-6 hit 60 mph in 7.1 seconds.

2025 Nissan Murano Handling

The new Murano adopts frequency sensitive dampers in a suspension with independent strut with coil springs up front, and an independent multi-link setup in the back. The ride is supple and just taut enough, swallowing speed bumps with only a bit of bounce afterward, which is good on rougher roads. The paddle shifters allow some quick downshifts to set up for corners if you want to get sporty, and all-wheel-drive delivered no understeer as it neutrally carved curves with a bit of body roll. When pushed hard in our skidpad there was almost no understeer, if some body roll.

New electric power steering gave decent feel and feedback, with a tight turning circle. The 13.78-in. front/12.99-inch rear disc brakes on our 2,500-mile-old crossover had a solid feel to the brake pedal with decent bite, with some nose dive on hard stops, but no fade after repeated use.

For safety, ProPILOT Assist, with a lane-keep system that smoothly keeps the Murano between the lines for those busy highway trips, but it doesn’t allow hands-free driving. Intelligent Cruise Control handles braking, stopping and resumes acceleration in stop-and-go traffic.

A base FWD 2025 Murano SV starts at $40,470. Our AWD Platinum started at $49,600 with the top-line model wearing most of what you see written here bar: $255 painted splash guards, $505 backlit scuff plates and a few other niceties to end up at $55,030.

Bottom line: New body, interior and tech match its new attitude – comfortable, roomy, stable, fairly efficient and quick – but it still needs a bit of drivetrain refinement.

2025 Nissan Murano Platinum AWD Specifications

Vehicle type – 5-passenger midsize all-wheel-drive crossover

• Base price $49,600- ($55,030 as tested)
• Engine type – Turbocharged DOHC 18-valve aluminum block inline 4
• Displacement – 2-liter
• Horsepower (net) – 241 @ 5,600-rpm
• Torque (lb-ft) – 260 @ 4,400 rpm
• Transmission – 9-speed automatic transmission w/paddle shifters
• Wheelbase – 111.2 inches
• Overall length – 192.9 inches
• Overall width – 78 inches
• Height – 67.9 inches
• Front headroom – 39.9 inches
• Front legroom – 44.3 inches
• Rear headroom – 37.8 inches
• Rear legroom – 35.3 inches
• Cargo capacity – 32.9 cu.-ft. behind 2nd row/63.5 w/rear seat folded
• Towing capacity – up to 1,500 lbs.
• Curb weight – 4,438 lbs.
• Fuel capacity – 18.7 gallons
• Mileage rating – 21-mpg city/27-mpg highway

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Nissan has officially unveiled the third-generation Leaf, marking a significant transformation in its electric vehicle lineup. The 2026 model embraces a sleek, aerodynamic design with a SUV-like stance, shedding its compact car roots to compete more directly with crossover EVs.

Editor’s Note: The featured video is from Electrifying‘s YouTube channel.

New Design Looks Nothing Like Old Leafs

The latest Leaf features a fastback-inspired silhouette, flush door handles for improved aerodynamics, and a black tailgate panel with distinctive 3D holographic taillights arranged in a “ni-san” pattern—paying homage to Nissan’s name. The front fascia is framed by bold daytime running lights, with select trims offering a full-width lightbar above an illuminated Nissan logo.

Inside, the cabin is spacious and minimalist, featuring a floating horizontal instrument panel and a monolith-style display available in dual 12.3-inch or 14.3-inch screens. Nissan has also introduced a dimming panoramic roof with Polymer Dispersed Liquid Crystal (PDLC) technology, allowing occupants to adjust light and heat with the press of a button.

2026 Leaf Powertrain and Performance

The new Leaf is powered by a compact 3-in-1 EV powertrain, integrating the motor, inverter, and reducer into a unit that is 10% smaller than before. Two battery options are available: a 52-kWh pack with a 130 kW motor, and a 72-kWh pack with a 160 kW motor, offering WLTP ranges of 436 km and 604 km, respectively, which will likely translate into EPA estimated ranges of roughly 235 miles for the small battery and 330 miles for the large battery.

Charging has been significantly improved, with a 150 kW DC fast charger enabling a 10% to 80% charge in just 35 minutes. The Leaf also features bi-directional V2X technology, allowing drivers to power their homes, send energy to the grid, or provide power while camping.

It will come standard with the new North American Charging Standard (NACS), allowing it to charge at newer Tesla Superchargers without an adapter.

Industry Analysis: Nissan’s Position in the EV Market

Nissan’s unveiling of the third-generation Leaf comes at a pivotal moment for the company. The automaker has faced challenges in recent years, including a failed merger with Honda and a downsizing effort to cut billions in costs. However, the new Leaf signals a renewed commitment to the EV market, leveraging 15 years of experience and insights from nearly 700,000 global sales.

Nissan’s focus on battery thermal management—capturing wasted heat from the drive motor and onboard charger to warm the battery—should ensure better charging performance in cold weather, a feature that brings it in line with other major EV brands.

2026 Nissan Leaf’s Competition

The Leaf enters a crowded EV market, competing against models like the upcoming 2026 Chevrolet Bolt, Volkswagen ID.4, Hyundai Ioniq 5, and Tesla Model Y. Nissan’s decision to increase range, improve aerodynamics, and enhance charging capabilities puts the Leaf in a better position than the outgoing model, but given pricing hasn’t been announced yet, it’s too soon to say how competitive it will be.

While the styling is sharp, it doesn’t jump to the head of the class based on the announced specifications.

U.S. deliveries are set for Fall 2025. For more details, check out Nissan’s official announcement here.

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