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 Genesis G80
New Interior And New Tech Elevates G80 Sedan
Talk about bad timing. This second-generation G80 debuted at the height of a global pandemic. But that hasn’t stopped Genesis or this Bentley-on-a-budget sedan. In fact, since then, Genesis has unveiled a spectacular all-electric version and now given all G80s a makeover. So, let’s find out what a better and better-timed new G80 is ready to deliver.
Breaking into the luxury sedan scene requires going up against traditional brands with long pedigrees and legions of loyal buyers. But Hyundai has never shied away from a challenge, and has made steady progress with their Genesis brand, and hopes that a revised 2025 G80 midsize sedan will be their next step up.
Styling matters more when you’re the upstart, and the Genesis Athletic Elegance theme changes very little for ’25; just a new grille, slightly reshaped bumpers, new wheels ranging from 18 to 20 inches, and an updated color palette. The G80’s unique two-line LED headlamps get revised Micro Lens Array technology that boosts performance while minimizing the brightness for oncoming drivers.
Changes inside are much more significant with an entirely new dash and console, eliminating both the hooded gauge panel and dashtop wide info screen. Merging them together into one 27-inch wide LG panoramic display than runs from behind the steering wheel to over the center stack. There’s a bigger and more comprehensive control panel in the center stack; while the console gets less armrest coverage, more space for storage, and reshaped cupholders. The wider display is still a touchscreen, but there is also a console mounted controller if you prefer to keep it fingerprint free. Both options work well, but the controller is still too easy to confuse with the dial-like shifter.
Materials are on par if not a notch above most European luxury rivals, and there are 18 speakers to crank out 1,400 watts of premium sound from Bang & Olufsen. Top Sport Prestige trim comes with Nappa leather seats, carbon fiber trim, micro-suede materials for the headliner and pillar covers, heated armrests, head-up display, and upgraded active safety features. Front seats are immensely comfortable without feeling overly soft, and there’s plenty of comfort and room for adults in the back seat.
More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at.
Same powertrains as last year. Base power comes from a 300-horsepower 2.5-liter turbo-four; the upgrade is this 3.5-liter twin-turbo V6 that outputs 375 horsepower and 391 lb-ft of torque. Both are hitched to standard all-wheel drive. At our Mason Dixon Dragway test track, the AWD delivered enough grip for consistent slip-free launches. We hit 60 in 5.0 seconds flat. Run after run, the 3.5T pulled as strong as it sounds. All G80s work with the same paddle-shift eight-speed automatic transmission, and while shifting was silky smooth on the street, here on the track with Sport Mode and wide-open throttle they were noticeably firmer and quicker.
It was a very surreal experience in the cabin. More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at. For us, that was 105 mph in 13.4 seconds at the quarter. In addition to the G80’s Sport Mode that tightens steering, improves throttle response, adjusts shifting points, firms up the suspension, and reconfigures stability system parameters; Sport Prestige trim adds rear-wheel steering and an electronic limited slip differential. But, even with all of that, it didn’t feel overly sporty in our handling course. Now, we were able to comfortably carry quite a bit of speed through the cones, but there was just an overall soft, somewhat disconnected and heavy presence that had us unsure of how hard we could push. Sport Prestige also adds upgraded performance brakes. They were plenty capable, bringing this 4,600-lbs. luxury liner consistently down from 60 in just 104 feet with little fade.
Government Fuel Economy Ratings for the six-cylinder are 16 City, 24 Highway, and 19 Combined. We averaged a good 21.3 mpg of Premium. Still, that’s a slightly below average Energy Impact Score, using 15.7 barrels of oil annually with 7.8 tons of CO2 emissions.
Considering the amount of luxury packed into the G80, its $58,350 starting price, even though slightly higher than last year, remains pretty remarkable. It’s a substantial step up to the 3.5T though, as it begins at $70,850.
Genesis has existed as a standalone luxury brand for just less than a decade, and it has indeed been making steady progress into what is surely the hardest segment of all to master. The 2025 Genesis G80 sedan continues to impress and is a great option for luxury-minded buyers who prioritize true value over badges.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: eight-speed automatic
- Horsepower: 375
- Torque: 391 lb-ft
- EPA: 16 City | 24 Highway | 19 Combined
- 0-60 mph: 5.0 seconds
- 1/4 Mile: 13.4 seconds at 105 mph
- Braking, 60-0 (avg.): 104 feet
- MW Fuel Economy: 21.3 mpg (Premium)