When I stepped out of the manual Nismo Z at Sonoma Raceway, all I could think of was how pleasantly surprised I was. Truth be told, up to that point, I had almost forgotten that the 400Z even existed. Even after being asked to attend the Z press launch by The Autopian, I was more excited for the experience of going to a press launch than for the car I was supposed to review. However, I came away from the event genuinely impressed with the manual Z Nismo.
The 400Z is a bit of a survivor, maybe even a bit of an anachronism. With the recent or upcoming extinction of the Toyota Supra and the Jaguar F-Type, it may be the only remaining (deep breath) front engined rear drive (FR) dedicated two-seat coupe available with a manual gearbox left in the US marketplace. That fact ruined my day when I realized it, and you have my sincere apologies if it is currently ruining your day. In fact, the Nissan Z (along with the Mazda Miata) is one of the only front engined two-seaters you can get in the US for a five figure price.
[Ed note: I am so excited to be bringing you our first-ever car review from a member. That’s right! We know Liyan because he’s an active commenter and a big part of our Discord. It’s just one of the many perks of becoming a member. Please see his full write-up on what the experience was like. – MH]
The Basics
Engine: Turbocharged 3.0-liter V6.
Transmission: Six-speed manual.
Drive: Rear-wheel-drive.
Output: 420 horsepower at 6,400 rpm, 384 lb.-ft. of torque at 5,200 rpm.
Fuel Economy: 17 MPG city, 24 MPG highway, 19 MPG combined
Body Style: 2-Seat Coupe.
Starting Price: Not Yet Announced, but 2026 Z Nismo (automatic) start at $67k including freight.
Why Does It Exist?
Similar to the Miata, the Z is a bit of a passion project for its company. Multiple times, without prompting, Nissan personnel mentioned that the car is not really a moneymaker, but it is important to Nissan to have a Z in its lineup. Sports cars might not sell in bunches, but they get people talking!
For 2027, Nissan has updated the Z with styling and mechanical changes. The big news is that the Nismo trim is, finally, available with a manual gearbox instead of being confined to a 9-speed Jatco automatic. Nissan stressed that it takes feedback seriously and the lack of a stick was the top complaint the company heard.
Nismos also now feature the brake rotors (but not the brake calipers) from the GT-R. The non-Nismo trims get an updated front fascia and additional color choices. All models have retuned suspension and an updated fuel tank that should prevent fuel starvation on track.
How Does It Look?
By my eyes, the Nismo’s styling is unchanged for 2027. It’s still the same classic long hood short deck profile with perhaps a too-smooth-for-current-times front end. Though extra scoops and spoilers generally just make a design noisier, the Nismo’s extra surface excitement does well to add some points of interest to a design that would otherwise be too soap bar-y.
Furthermore, Nissan has updated the non-Nismo Zs with a new front bumper that has less of a gaping hole and also a bit more profile on the sides.
How About The Inside?
The Z interior is generally a nice place to be, and the seating position is not ridiculously low by sports car standards; it’s a fairly approachable drop into the driver’s seat. The seats themselves are comfortable, the gauges legible even if more color contrast would be appreciated, and the HVAC controls and even the infotainment offer knobs and buttons. This is an interior that just makes sense.
Materials and surfaces were generally pleasant, with soft touch materials where you would expect them and stitching located in areas to help impart a premium feel.
However, to me, it seems the interior feels more like something suited to an MSRP that starts with a four than something that starts with a six. This feeling was exacerbated by the Nismo trim’s all black interior color scheme, instead of having the ability to enjoy more interesting interior hues. Also, stripping power seats out of the Nismo trim did not help the feeling that this interior struggles to match its price, even though I realize there are significant weight savings in a manual seat.
Headroom is fairly limited. At 5’9” and with a helmet on, I had to adjust my seating position to avoid the headliner, but I otherwise found the cabin to be comfortable. Besides headroom, there was plenty of adjustment left in the seats to accommodate frames larger than mine. The trunk space was not copious, with a quite high load floor, but the trunk opening is large so you can load items easily.
There’s an ISOFIX top tether in the trunk for the passenger’s seat. For someone like me, with young kids whom I would like to take along for a fun drive, that’s definitely a selling feature!
How Does It Drive?
The underlying architecture of the Nissan Z is old enough that it can legally drink. The current version of Nissan’s Z-car is built on an evolved version of the 370Z chassis and in fact shares the same Z34 chassis code. Compared to the 370Z, the wheelbase is the same and the differences in width and height are negligible. And the Z34 chassis is an evolution of the Z33 chassis of the 350Z, which was launched all the way back in 2002. The Toyota Prius was not yet a hatchback at that time.
Which is to say, my dynamics expectations were not high, especially given that I’m used to driving a Lotus. And yet, with constant refinement, even old bones can perform well, and the Z Nismo was definitely an example of that.
At Sonoma, Nissan had us drive a Performance trim Z first. The Performance still had a GT car bit of softness to the handling where it takes a beat to settle. By contrast, the Nismo has different tires, springs, dampers, bushings, retuned steering, etc. Basically the entire suspension has been gone over.
Those changes transform the car, as the Z Nismo feels very coherently tuned, with a front end that responded well to trailbraking and was very forgiving of overdriving. The Nismo had noticeably more grip than the Performance, allowing for the rear end to be very stable on power.
Speaking of power, the Nismo feels like it does indeed have 420 horsepower, but it’s not power than punches you in the face. Instead, the turbo comes on boil relatively progressively, though there is of course still some lag, with a large midrange swell of torque that then feels like it tapers off after 6,000 rpm.
The manual transmission shifted well, with defined gates, but I thought it was a bit lacking in mechanical feel. The rev match feature is seamless, and if you wish to heel and toe yourself, the pedal positioning, especially with the Nismo’s stiffer brake pedal, is well set up for that.
On the subject of brakes, the brakes of the Performance trim would fade, but the Nismo’s braking package (GT-R rotors but Z calipers) always felt like it offered plenty of stopping power.
Overall, the Z Nismo felt like a very coherent package. This is a car that can be used as a GT car, with a ride that isn’t punishing, but a car that can still provide fun on track. Is it a track optimized package? It is not, and it’s better for it.
Three Things to Know About the Nissan Z Nismo Manual
- Nissan did validation testing at Buttonwillow Raceway in the summer, running 30 minute continuous track sessions in 95 degree weather.
- The Nismo suspension rides at least as well as the non-Nismo suspension, despite being more buttoned down on track.
- Nismo models have independent cylinder ignition timing while non-Nismos only adjust cylinder timing based on the firing of the first cylinder in the sequence.
Does It Fulfill Its Purpose?
At this point, the answer to that would be “yes” pretty much by default. However, the manual Z Nismo is actually a very enjoyable car to drive, with good handling, good power, good brakes, and also a general sense that it isn’t taking itself so seriously that it would only work on the track. This is a vehicle that you can have fun with while still enjoying on your daily commute. It’s a trackable GT car in the old school sense and for that it should be celebrated.
In fact, I’ve been considering getting another two-seater that I can use for fun rides with my kids and, more than once, I was thinking “this would work.” The main issue is, at probably $67k or more MSRP, the asking price does feel high for something that doesn’t offer power seats.
On the other hand, this is the top-of-the-line Z (cheaper trims are definitely available) and a top-of-the-line Toyota 4Runner is also that price. And this is literally the last two seat manual FR coupe.
So, Are You Getting One?
I couldn’t get spousal approval. I don’t mean that as “I theoretically couldn’t,” I mean I asked when I got home and literally couldn’t.
It’s such a shame that the Corvette doesn’t have a manual anymore, otherwise it would have counted.
Wild how few options we have now.
Welcome and congratulations on being able to do this and have this experience. The writing was fantastic. I think the only negative thing about the car mentioned was the price which is definitely true, at least for the Nismo. Again, great work! Looking forward to more
The Z is definitely a car I want to love, but I just don’t know about the price like everyone else has mentioned. With new car ATP hovering at $50k, maybe it isn’t that bad. I haven’t bought a car in 12 years so what do I know anymore. I guess I’m still happy that Nissan built it to begin with.
Nissan really should have added LSD by default and offered 4p front brake as an option for the base. I think the Z would have been a better value and actually competitive in this segment.
Although the performance trim has all the desirable features, 4p front brake, 1 inch larger wheel, and LSD costing (along with few convenience features and cosmetics that does not provide real value to some people)10K more is not quite convincing.
Nonetheless, glad to see Z is continuing to evolve
Nice review!
Unfortunately, like others, that price is still a deal killer for me. I enjoyed my Z31 back in the day, but given where Nissan has been the last 15 years, the pricing needs to be more on the “value” end than the “halo car” end.
A Mustang with the ecoboost 4 cylinder is just as fast and about $30k less expensive.
entry z can also be had for about 40k range, and I do believe Z is a better driver’s car.
But if you are putting dark horse vs nismo Z which both are at almost 70K, then I am unsure
A CT4V Blackwing is also in the mix at that price point too.
A comparable Mustang to the Nismo would be the RTR Ecoboost, which is about $45K. Still a bargain compared to the Nissan, though you would have to forgo the manual.
Can’t get the EcoBoost Mustang with a manual transmission anymore.
Nicely done – you obviously know how to write. I’m afraid the trunk would be too small to swallow my wife’s huge suitcase, which is a dealbreaker for me. Otherwise, this looks like a really fun car.
The trunk really is fairly small. It’s usable, but that only gets you so far when the actual volume is lacking.
When I checked out a Z at the dealer, this was my main takeaway, I was puzzled over how a car with so much volume behind the rear seats had so little trunk space. It makes the car seriously compromised as to having any functional utility.
Thanks for your contribution. Weird that my better half had just been talking about seeing a current Z car on the street; we both thought maybe they’d disappeared, it’d been so long.
the headlights have a thin black perimeter. It looks like guyliner.
Nice to see a member of the community contribute!
Manual transmission was an open issue with the 400z and glad to see that sorted. Good motor too.
The enduring problem with the 350/400 serie
s is its weight. You listed the other stats, but 3,900 lbs is still a fat pig. 500 lbs more than a base 911, just for reference.
Nissan, you’ve endured with a good motor, nice price point and transmission…now lose 500 lbs!
or lose 1400 lbs. This Z looks closest to the original since at least 1984. What made the 240Z great was it was light and affordable. If Mazda can make a sub 40K 2500 lbs sports car, then it’s possible.
I wouldn’t doubt the Miata is only kept as an image/halo since they can’t be making much money at the tiny numbers they sell to otherwise be worth it and Mazda is an unusual company that seems to have no issue throwing money away (also see continued development and threats to bring back the stupid rotary). Miata is also the size of a roller skate and only a 4 cylinder, essentially a modern MGB, at least one class below where the Z always was and that lines up with today’s relative prices. You can get a Z in the $40ks, not far from where the Miata tops out.
Nissan can’t afford its own platform for such a low-profit, low-volume car, so it continues to use the old FM that it shared with cars people actually bought when it came out and mostly cost more money per unit, like multiple Infinitis (and sort of the GTR). While this made it heavier than ideal for a sports car, it was the only way they could justify bringing the dead Z back way back then, a time when sports cars did better numbers than now. A newer platform would have to do the same thing, but what? The only RWD platform they have that would work is the FM. Developing an FM replacement (pretending they had the money to do so) would end up with something even heavier and more expensive because it would have to underpin even larger, heavier vehicles and (still) accommodate AWD.
The GR86 and BRZ are closer to a modern version of the original Z—same relative price, feel (they’re actually better except for the throttle), and performance to their contemporaries, but they aren’t 6s, seem to be rich Toyota’s marketing exercise/vanity project, and they use a modern development of a platform that is arguably even older than the Z depending on when you judge a platform is changed enough to be considered new. In that case, it also works out as that platform was developed at a time when not only were pretty much all cars smaller and lighter, but the platform was designed for cars that were cheaper and smaller than the cars the more luxury, bigger-engined Nissan FM platform had been developed for.
I actually thought the car hid its weight well. The feel was different, but if I hadn’t seen the specs, I would’ve guess perhaps 3,400 or 3,500 pounds instead of twice the weight of my Lotus.
All these Z cars from 350Z and on, are all bulbous and droopy looking. They have really been kneecapped by the unfortunate styling.
Good read, I hope we get more from you in the future.
beautifully written review, but there’s no such thing as a 400Z >:(
You’re right. Also, hi Yanky!
hah, i comment once in a blue moon. consider yourself blessed 😛
oh yeah, how does this compare to your Elise in terms of driving enjoyment? better, worse, or just different?
This is a nice warm cup of tea. The Elise is heroin injected straight into my veins. They’re not remotely the same.
o.O… good to know
you are quite the wordsmith, i would love more reviews from you 🙂
It seems like a Mustang GT, while not a true 2-seater, is a better buy than this car.
The mustang also offers a cargo shelf that can be used as rear seats in times of desperation.
still think they missed the mark with the front end on these things. this version is better, but it still looks weird and trying to much with bad bones.
Can’t forget it if I never knew it existed!
I can teach you a few things about getting spousal approval. Never ask directly, it will always be no. You need to talk about the car, talk about how it fill a void, talk like you are already planning to get it, after a while your spouse will wonder why you haven’t bought it already, and will wish for you to hurry up and buy it so you can shut the hell up from talking about the car.
Looks in the garage, yup trust me it works.
This is what my dad does and it works every time. My mom just wants him to buy the damn thing and stop talking about it. He even managed to convince her that her Macan could do with a tune for the extra “get up and go” my mother insists upon with her cars.
I haven’t kept up with current $ for current cars, I bought my ’23 GR Corolla in July ’24 at one year old with plenty of extras from the seller for $36K. I think new ones are around $40-45k? What are new Twins/Miatas going for? $67k sounds like a big number.
the 86/BRZ twins start at 32k, though that isn’t nearly the same on paper performance/equipment as this NISMO.
for me the 86 is more than plenty for my casual self though.
86 is at least two full-sized Americans lighter than the Z, which makes a difference when you’re trying to push a little on public roads while still staying entirely within your marked lane.
The Z isn’t a european level heavy, but it definitely carries extra weight from being based on the G35.
for sure, the Z is hampered by still being on that platform, trying to do something that it can’t keep up with anymore when other options like the twins or Miata exist and are great values comparatively.
The Z starting price is around $40k. The Nismo trim is the highest trim level, and it is much, much more expensive. Between the base and the Nismo is the Performance trim, which is around $50k. To me, either the base or Performance seem like reasonable values, but the Nismo is just too expensive for what you get. I also felt that way about the previous generations, the Nismo trim would cost 50% more than the starting price, and was mostly cosmetic changes.
The fuel economy of a full size pick-up is kind of depressing, not unlike the gray paint. $67k? LOL WTF NIssan!
Your writing is so good, you made me want a new Nissan Z. I too am not allowed to spend $67k on a new sports car but I want one!
Great review. Loved the other article as well!
Great write up for a member-journalist. Well done Sir!
Now waiting for the slack channel screenshots 🙂
Great detail that’s important to me too.
Very nice writeup.
Great writing. Is this your first try at writing? If so, very well done.
Thanks! I do a different type of writing for my day job. But this is my first car review article.
As per one of the pictures of the dash, half a tank of fuel is good for only 50 miles. Then again, on a track day, this might be quite accurate.