Nissan Z Coupe 2022 Review

The 2022 Nissan Z Coupe is the seventh-generation Z-car to go on sale in Australia since the original Datsun 240Z turned up in 1970.

There are two models in the range: the sold-out limited-edition Z Proto priced at $80,700 plus on-road costs, and the Z Coupe we’re driving here that starts at $73,300 plus ORCs.

That pricing is more than $20,000 higher than the cheapest 370Z on offer in 2021, but less than $6000 more than it launched at in 2009. More to the point perhaps, it’s around $10,000 cheaper than a Toyota GR Supra.

You spend the same money whether you opt to pair the Z Coupe’s new 3.0-litre twin-turbo V6 with a six-speed manual or nine-speed auto.

Here we’re driving the manual. Nissan deserves plaudits for launching a new car with a DIY gearbox in 2022. Appropriately, considering how focused this two-seat sports car is, Nissan says 70 per cent of the first 1200 orders placed in Australia have gone that way.

Longer term, the 9AT is expected to account for 60 per cent of sales, so watch out for a review of the auto coming soon.

The 298kW/475Nm engine is new to Zed and the most powerful ever fitted to it. But much else is familiar.

Like the 370Z it replaces, the Z Coupe is a mid-front-engine rear-wheel drive two-seat hatchback of compact dimensions.

In fact, those dimensions are very similar and the 2550mm wheelbase is identical, reflecting the new car’s use of an evolved version of the Nissan ‘FM’ monocoque architecture used by the 370Z and the 350Z before that.

The exterior clearly evokes the 240Z with its side profile. Details pay tribute to various generations. The triangular quarter glass links to both 240Z and 370Z and the rectangular grille opening the 240Z and 350Z.

The tail-lights are evocative of the 300ZX. A silver roof accent is inspired by a samurai sword blade.

Standard comfort equipment in the Z Coupe includes leather-accented seat and steering wheel trim, four-way power adjustment (height and lumbar are manual) and heating for both seats, single-zone air-conditioning and aluminium pedals.

Three traditional gauges sit on the dashboard, but most driving info is delivered by a new 12.3-inch three-mode digital dash which in Sport mode places the tachometer front and centre with shift lights above it.

In the centre stack there is an 8.0-inch touch-screen through which access to Apple CarPlay and Android Auto is provided. An eight-speaker Bose audio system is also standard.

The touch-screen looks like it’s come out of a Navara and is one of several indicators this car has been developed on a strict budget. There’s no shortage of hard touch points in the cabin, the air-con system is basic, there is no wireless connection (one USB-A and one USB-C) or charging, no embedded satellite navigation and no proximity sensing that allows you to unlock and open the door without plipping the smart key.

The Z Coupe improves over the 370Z with reach as well as rake adjustment of the steering wheel. It rolls on staggered 19-inch rubber (with RAYS forged alloy rims) but there is no spare tyre.

The Nissan Z Coupe is covered by a five-year/unlimited-kilometre warranty. It also comes with short 10,000km (and more generous 12-month) service intervals.

There is a capped-price servicing structure. Six visits to the workshop over 60km and 72 months will set you back $2965 in the Z Coupe manual and $2984 in the auto.

Like we’ve just mentioned, there are some clear budget constraints evident when it comes to the 2022 Nissan Z Coupe. And that applies in the safety area too.

Some of the latest high-priced driver assist systems, like active lane assist, are not fitted to the Z Coupe.

That might seem a bit odd considering how hard Nissan pushes its ProPILOT semi-autonomous driving systems. But that stuff is expensive and adds weight, and as the Z Coupe is a driver-focused car, it can get away with less tech more justifiably than a family-oriented SUV.

Not that the Z Coupe is bereft of safety gear. In terms of digital aids it includes autonomous emergency braking (AEB) with pedestrian detection, adaptive cruise control, blind spot warning, rear cross traffic alert, lane departure warning (switchable thankfully, because it beeps annoyingly) and traffic sign recognition.

There are also front, side and curtain airbags, a reversing camera, front and rear parking sensors, high beam assist for the LED headlights and tyre pressure monitoring.

There is no ANCAP safety rating and unlikely to be one.

As we’ve mentioned, it’s clear the 2022 Nissan Z Coupe is a development evolved from the 370Z rather than an all-new creation.

The plain fact is a clean-sheet design would have been an unjustifiable expense – in the eyes of Nissan top management anyway.

The biggest technical change is the move from the naturally-aspirated big-bore ‘VQ’ 3.7-litre V6 to the twin-turbocharged 3.0-litre VR30DDTT V6 previously seen in models such as the Infiniti Q50 and Q60 Red Sport and the Nissan Skyline (never sold here, sadly).

An aluminium double overhead cam 24-valve engine with continuously variable valve timing, direct injection, twin direct-mount turbos and water-to-air charge coolers, it makes 298kW at 6400rpm and 475Nm between 1600rpm and 5600rpm. The 370Z offered 245kW at 7000rpm and 363Nm at 5200rpm.

The Z Coupe’s outputs are the same as other models using the VR engine, but in this application there’s been a lot of emphasis on cooling to maintain performance repeatability. There is a thicker radiator with a bigger fan motor as well as intercooler, engine oil and transmission coolers.

The addition of a recirculation valve allows quicker throttle response and off-throttle linearity.

Nissan hasn’t officially published acceleration claims for the Z Coupe, but the 0-100km/h is in the fours somewhere. The fuel consumption claim is a less impressive 10.8L/100km.

The manual combines with a clutch from Japanese motor racing specialist Exedy and continues to offer downshift rev-matching – you can switch it off easily if you prefer heeling and toeing yourself.

Launch control, which allows you to keep the throttle flat through changes, is a new feature and a first in a manual for Nissan. Guess there’s not much demand for it in a diesel van or a Navara.

Drive to the rear wheels is sent (as before) via a carbon-fibre composite propellor shaft and managed by a mechanical limited-slip diff.

Braking is via 355/350mm vented discs matched to aluminium floating four-piston callipers at the front and two-piston units at the rear. Bridgestone Potenza S007 rubber hits the road measuring up at 255/40R19 up front and 275/35R19 at the rear.

Electric-assist power steering replaces the 370Z’s hydraulic system, while the combination of alloy double wishbones up front and multi-links at the rear make for a familiar suspension set-up.

However, there are geometry changes in search of better stability and steering feel and new monotube dampers that are claimed to improve control and respond faster to inputs.

Nissan also says the Z Coupe is more torsionally rigid than the 370Z. There are strut braces in the engine bay and boot.

The Z Coupe comes with a single global suspension tune and the dampers are passive, so that means no drive modes to play with. The auto alone offers Standard and Sport mode to adjust steering, exhaust and stability control tune (the latter can also be fully switched off).

The new Z Coupe does come with both active sound enhancement and cancellation. So trying to highlight good noise while banishing the bad.

The new Zed weighs in about 100kg heavier than the 370Z at 1600kg for the manual (add 33kg for the auto). Much of this is down to the heavier engine, additional bracing and fresh safety equipment. The new car is also about 130mm longer than before.

As per the 370Z, the Z Coupe has predominantly steel construction. The bonnet, doors and hatch are in aluminium, as is the front suspension subframe (the rear is steel).

Any Z-car lovers worried the 2022 Nissan Z Coupe abandons the driving feel and style of the 370Z (and the 350Z before that) need not fear.

Machismo still rules.

Obviously, acceleration is the biggest gain made over the old car. Look, the 370Z wasn’t slow or dull by any stretch, but the VQ can’t match the sheer might and width of response delivered by the VR.

In fifth gear – repeat, fifth gear – the Z Coupe responds with alacrity when the throttle is pressed hard. Not just on the flat but up a steep hill. No hitching, or stutters, just a bit of think time and then smooth, huge urge.

In a more amenable gear, like third, the response is at another level again.

It’s not in the realm of supercars, of course, but it is darned strong and marvellously flexible.

That’s handy because the manual gear actuation is heavy, snitchy and a bit tedious, especially when making down-changes like 4-2 or 6-3. Sometimes, I found myself not bothering with the gear-change wrestle and just relying on engine torque to pull the car out of corners. It did so enthusiastically.

The weight of the gear-change is in contrast with the light and quick steering. That’s fine for round-town twirling but it never feels heavy enough at speed.

The steering partners with a suspension set-up that tends to transmit too much road shock and is also prone to tram tracking and deviation off lumps. There is plenty of tyre roar too.

Hey, it feels like a more forgiving ride than the 370Z, but the Z Coupe is undoubtedly at its best on smooth roads where it can exploit its engine torque and sharp handling.

It’s not too hard to get hints of rear-steer on sharper corners with a bit of right-foot excess. When you want to slow it all down the brakes offer good feel and power.

Back in town, the Z Coupe is a bit of a pain. It’s just so hard to see out of in almost any direction except forward.

The bucket seats are a new design that use lessons from NISMO models and the GT-R to improve comfort and support. They certainly work. The driving position is appropriately low within the cockpit. The steering column reach adjustment helps get comfortable.

The digital instrument cluster provides a variety of views, but Sport (with the central tacho) was the preferred choice. However, the quality of the graphics leaves a bit to be desired.

Storage isn’t too bad for this type of car. There is space behind the seats as well as cubbyholes up front. The sliding top of the centre lidded bin is appreciated as an elbow rest.

But the cup holders in the centre console aren’t to be used if you want unfettered access to the gear-change lever. The door bins are too tight for a bottle to fit. The boot is good for a couple of soft bags.

The old-style park brake lever sits on the far side of the transmission tunnel. It’s not a problem, but it is a further sign of economising.

You’ve probably got the message the 2022 Nissan Z Coupe is more substantial update than all-new car.

It’s definitely faster and has a fresh exterior style that pays homage to its illustrious past.

But the driving experience remains familiar. In the manual there are elements of brutality, simplicity and coarseness to it that make this an old-school driver’s car.

Forget about multiple modes, menus and screens, this car is about connectivity in the traditional sense!

Maybe the auto is a more refined and relaxed experience. Stay tuned.

For now though, we fancy the Z Coupe manual is going to please the vast bulk of those who take delivery. Flawed it may be, but that doesn’t make it a fail. Just focused.

How much does the 2022 Nissan Z Coupe cost?
Price: $73,300 (plus on-road costs)
Available: Now
Engine: 3.0-litre V6 twin-turbo petrol
Output: 298kW/475Nm
Transmission: Six-speed manual/nine-speed automatic
Fuel: 10.8L/100km manual; 9.8L/100km auto (ADR combined)
CO2: 285g/km manual; 259g/km auto (ADR Combined)
Safety rating: Not tested