2024 Nissan Z Reviews, Pricing & Specs

The 2023 model-year redesign gave the Z strong retro vibes, which carry over for 2024. The front end and overall silhouette resemble the original Datsun 240Z, starting with a rectangular grille opening and round LED headlights in streamlined housings at the front, with a long hood and a greenhouse that ends abruptly in a sawed-off rear end. At the back, the LED taillights are an homage to the Z32-generation Nissan 300ZX.

Some aspects of the design are unintentionally retro. The 2024 Nissan Z still uses a modified version of the old 370Z body shell, which is apparent in some details like the shape of the quarter windows. The carryover 370Z elements work well with the updated front and rear styling, though. Unlike the 370Z, Nissan has no plans to offer the current-generation Z as a convertible.

The Z NISMO gets some models-specific styling details, including an elongated “Grand-Nose” or “G-Nose” Nissan says recalls the Japanese-market Fairlady 240ZG. Its more rounded appearance also smooths out the somewhat awkward edges around the grille in the standard Z. Thinner grille mesh provides optimum aerodynamic properties, according to Nissan. Canards at the corners of the front fascia, a new rear spoiler, and a reshaped rear bumper also help improve airflow around the car. As with other NISMO models, red accent striping runs around the perimeter of the car.

Base Z Sport models get 18-inch alloy wheels with Yokohama Advan Sport tires. Both the Performance and NISMO grades get staggered 19-inch Rays wheels (with lighter-weight versions for the NISMO), measuring 19x19.5 inches in the front and 19x10 inches in the rear for the Nissan Z Performance and 19x10 inches front and 19x10.5 inches rear for the NISMO. Performance models have Bridgestone Potenza S007 tires, while NISMO models get Dunlop SP Sport Maxx GT600 rubber.

The interior is all business. A digital instrument cluster, infotainment touchscreen, and a trio of round gauges are packed tightly around the driver, and the three-spoke steering wheel is about as simple a design as you’ll find in a modern car. Nissan designers tried to keep cosmetic enhancements to a minimum, although NISMO models do get a few bits of red trim. Recaro seats are also standard on the NISMO. They’re trimmed in leather and Alcantara, as is the steering wheel.

All 2024 Nissan Z models use a 3.0-litre twin-turbocharged V6 similar to the engine used in the Infiniti Q50 sedan from Nissan’s luxury division, with standard rear-wheel drive (RWD) and a limited-slip differential. The V6 makes power specs of 400 horsepower and 350 pound-feet of torque—more horsepower, but less torque, than a six-cylinder Toyota Supra—in the Sport and Performance models, both of which are available with six-speed manual or nine-speed automatic transmissions. The latter includes paddle shifters and launch control.

The Z NISMO takes the twin-turbo V6 engine up to 420 horsepower and 384 lb-ft of torque thanks to improved cooling, revised electronic wastegate control, and an independent ignition spark timing strategy borrowed from the Nissan GT-R NISMO. However, the Z NISMO isn’t available with a manual transmission. Nissan did give the nine-speed automatic gearbox special tuning for this model, though. Revised clutch packs reduce downshift time by almost half compared to the Z Performance, Nissan claims.

Other NISMO upgrades include a Sport+ driving mode (in addition to the standard Normal and Sport modes) aimed at track use, and more track-worthy suspension and brakes. The NISMO model has unique stabilizer bars and dampers, plus larger 15-inch front and 13.8-inch rear brake rotors with performance brake pads. Nissan also increased structural bracing, and gave the NISMO model stiffer suspension and steering-rack bushings.

These changes make a big difference on the track. Nissan sent us out for a few laps of Sonoma Raceway, first in a Z Performance and then in a NISMO. The extra horsepower and torque were noticeable too, but it was really the suspension, chassis, brake and tire upgrades that made the biggest impression.

The NISMO was much more confidence-inspiring, feeling more stable and more eager to turn in when cornering. Its grippier tires and beefier brakes were a much-appreciated safety net, the latter in particular. Sonoma has a couple of hard braking zones that, to be fast, require the driver to charge in and scrub off speed quickly. The NISMO was more than up to the task.

The changes that make the Z NISMO more capable on the track don’t compromise on-road driving. This is still a sports car, and that means a fairly firm ride, but it’s not like the suspension is set in concrete. The NISMO’s Recaro buckets were also reasonably comfortable for sport seats, and the interior tunes out most excess noise. Even in Sport+ mode, the NISMO is tame enough for road use while maintaining the engine and transmission’s quick reflexes. You’ll still need to take this car to the track to explore its true capability, but the drive there won’t be unpleasant.

A two-seat sports car is never going to be the last word in practicality, but the Z does at least offer similar headroom and legroom to the rival Toyota Supra. That still means taller drivers will have a hard time finding a good seating position. For those of medium height, though, it’s easy to find a good seat setting even with a helmet on.

Any trips had also better be short, because there’s very little storage space onboard. Nissan doesn’t quote a cargo space figure, but the cargo area is small and shallow. A rear hatch does at least make getting things out of there easier.

Inside, Nissan provides a proper place for a phone—something designers of larger more utilitarian cars sometimes forget. That’s especially important because the only other storage options are a small glovebox, a covered spot between the seats good for holding spare USB cables and nothing else, and the cupholders.

In Canada, all Z cars sold in 2024 are shipping with a standard 8-inch touchscreen, wired Apple CarPlay and Android Auto, two USB ports (one Type-A, one Type-C), and a Nissan-branded six-speaker audio system. The 9-inch touchscreen with wireless Apple CarPlay (but not Android Auto) and built-in Wi-Fi is sold in the U.S. but not available here. The Performance and NISMO models do receive a Bose eight-speaker audio system with active noise cancellation.

The touchscreen and instrument cluster graphics have the same white-on-black theme as other recent Nissan models. The look feels appropriate to the brand, and a car designed to emphasize the driving experience, it’s functional as well. Text is easy to read at a glance so you can actually focus on driving, and nothing on the main touchscreen is elaborate or flashy because that’s not the point.

In NISMO models, the digital instrument cluster’s virtual tachometer has a red ring which, along with a NISMO logo and a subtle startup animation, are the only NISMO-specific touches. Again, Nissan deserves credit for keeping it simple and making sure the focus stays on pavement rather than pixels. Both the tach and digital speedometer were large and easy to read, as was the gear indicator, allowing you save precious mental bandwidth for finding apexes and braking points.

The Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) hadn’t released crash-test ratings for the current-generation Nissan Z at the time of publication. Low-volume models, including sports cars, aren’t a priority for these organizations when it comes to safety testing.

All new Nissan Z models include the same basic array of driver-assist features as most new cars. Adaptive cruise control, automatic emergency braking (with pedestrian detection), blind spot monitoring, rear cross traffic alert, lane departure warning, automatic high beams, and forward collision warning are all standard.

The Z NISMO will cost you more at the pumps than the other versions. According to Natural Resources Canada, owners can expect fuel economy of 14.1 litres per 100 kilometres in city driving, 9.9 on the highway, and 12.2 combined. For reference, Sport and Performance Z models with the manual transmission are rated at 13.4 L/100 km city, 10.0 highway, and 11.9 combined, while the automatic produces fuel consumption figures of 12.3/8.6/10.6.

The Z gets the same warranty as other Nissan models, including three years or 60,000 kilometres of basic coverage and five years or 100,000 kilometres of powertrain coverage.

Pricing starts at $53,843 for the base Z Sport and $64,843 for the mid-level Z Performance (both prices include a mandatory $2,095 destination charge and other fees). Price increases are $2,000 to $4,500 over the 2023 model year for both carryover trim levels, depending on trim and transmission choice. The new-for-2024 Z NISMO starts at $78,843 with destination, putting a sports car that built its reputation on affordability close to Chevrolet Corvette and Porsche 718 Cayman territory.

As good as it is, the Z NISMO is hard to justify at that price. The lower trim levels make more sense, keeping the Z in its sweet spot between smaller, less-powerful cars like the Mazda MX-5 and Subaru BRZ/Toyota GR86 and the aforementioned Corvette and Porsche.

That doesn’t mean the Z is the only option in its price range, though. The Toyota GR Supra also boasts turbocharged six-cylinder power (although a turbo-four is standard), an available manual transmission, and a nameplate with strong nostalgic appeal. The BMW 2 Series coupe shares a lot of mechanical components with the Supra, and it overlaps with the Z in price. So does the redesigned 2024 Ford Mustang, although it’s still more muscle car than sports car.

The Nissan Z can’t claim to be a better value than these rivals, but there’s still a lot to like here. And for those willing to pay, the Z NISMO transforms it into a true track car.

Note: Images show a US model.