2023 Nissan Z
Modern Performance, Retro Inspired
Most people would agree that the original Nissan 240Z was the car that legitimized Japanese sports cars here in America. But much has changed over the last 50-years, a small sporty coupe is certainly not as popular they once were, and the Z went from leading that pack to barely remembered. So it’s Time to see what kind of an impact an all-new Z car will have in the modern performance car landscape.
If you’re old enough to remember the original Datsun 240Z, congrats, you’ve lived a full and hopefully rewarding car enthusiast life; as did the last generation Nissan 370Z. It saw a full 12-years before quietly slipping away in 2020. The new 2023 Nissan Z does away with the numbers in the name; fitting, as this car is about much more than just numbers.
The family lineage of this 7th generation Z is obvious, without any further review required; as there’s less of a design theme and more of a greatest hits collection of previous Zs. There’s the long nose of the original, eye-like headlights of the 240ZG, and taillights reminiscent of the 90’s 300ZX; plus, a subtle hood bulge and black roof; though sorry, no T-tops.
Same exact wheelbase as before, but there’s a new chrome roof spear, and either 18 or 19-inch wheels.
Available in Sport and Performance specs, it’s the Performance that gets the 19-inch wheels along with a mechanical limited slip differential, more aggressive suspension tune, sport muffler, front chin spoiler and rear spoiler.
But, the Z launches with this special Proto Spec edition, limited to just 240 units. It sports unique 19-inch wheels, yellow brake calipers, upgraded leather seating, yellow trim, and even a distinctive shift knob.
The really good news is you don’t have to pay any extra to get max power. All Z’s come with a 3.0-liter twin-turbo V6. It’s not the first turbo-charged Z, but it is the first Z to come exclusively with boost; rated at 400-horsepower and 350 lb-ft. of torque. And yes, it’s the same VR30DDTT engine you can get in Red Sport Infiniti’s.
That’s a substantial jump over last gen’s standard 332–horsepower; and with those turbos, torque delivery is noticeably more intense.
The interior is far more modern than retro, with a center multimedia screen that is either an 8 or 9-incher, while the gauge display is more than 12-inches. Though we were glad to see they still incorporate a trio of analog dials on top of the dash, because who doesn’t like to monitor turbo speed?
In the console, is either a short-throw shifter for the 6-speed manual; or an electronic gear selector for the 9-speed automatic transmission.
We manually shifted our Z to the ¼-mile test grounds of Mason Dixon Dragway.
Even with the manual, there is launch assist to help you make a quick getaway; and putting it to use, got us to 60 in 4.5-seconds, 8-tenths quicker than the last NISMO tune 370Z we tested. The clutch is firm and the shifter is solid and works well, provided you don’t try and force it too aggressively.
The engine sounds precise and sewing machine-like more than raw powerful, but is feels hella torquey throughout the 12.9 second ¼-mile, which we finished at 108 miles-per-hour.
All of that torque makes for easy burnouts, but it also powered some quick trips through our handling course.
It understeers early at turn-in, but power is smooth for providing the subtle inputs you need for maintaining a good pace. Compared to the Supra it feels softer but also less twitchy. The stability systems let you have quite a bit of fun before stepping in.
Underneath is the same basic double-wishbone front and multi-link rear suspension setup from last gen, but tweaked of course, with revised geometry and upgraded monotube shocks.
Brakes were outstanding. Even with a slight bouncing motion, the 3,500-lbs. Z delivered consistent stops from 60 of just 104-feet.
All of this comes with greater comfort than before in both seating and ride quality for the drive home.
Government Fuel Economy Ratings for the manual transmission are 18-City, 24-Highway, and 20-Combined. We averaged a good 22.3 miles-per-gallon of Premium.
That’s only slightly below average for the Energy Impact Score; 14.9-barrels of annual petroleum consumption, with CO2 emissions of 7.2-tons.
Starting Price is only $41,015 for Z Sport; Performance is 10-grand more; undercutting the Toyota Supra by a significant margin. Limited Proto Specs are still available for $55,310.
While it doesn’t break any new ground, Nissan has done a fantastic job with the 2023 Z. They’ve captured the spirit of the original, while delivering a more than notable dose of modern performance, at a still realistic price. Even if the popularity of true 2-seat sports cars has given way to high-output SUVs and track-worthy compacts, it’s great to see brands like Nissan keep the faith. And, anyone with a little petrol still in their veins prays that they can do that for another fifty years.
Specifications
- Engine: 3.0L Twin-Turbo V6
- Horsepower: 400
- Torque: 350 lb-ft
- 0-60 mph: 4.5 seconds
- 1/4 Mile: 12.9 seconds at 108 mph
- 60-0 Braking: 104 feet (avg)
- EPA: 18 City / 24 Highway / 20 Combined
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds
