2017370ZBlack
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- First Name
- Steve
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- Mar 25, 2021
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- Location
- Wesley Chapel, FL
- Car(s)
- 2017 370Z 6MT & 2015 Xterra Pro-4X
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Nissan-hating Motor Trend having a change of heart
https://www.motortrend.com/features/2023-nissan-z-closer-look-differences-changes
Nissan has done its level dangdest to manage our expectations for its "new" 2023 Nissan Z. The company kept the same Z34 codename for the new one as it used on the previous-generation 370Z, because all the structural hard points and the manual transmission largely carry over. Then we also heard the "new" stuff—engine and automatic transmission—are mostly swapped in from other cars. But at a recent deeper dive session we learned that something like 80 percent of the part numbers are new or revised, with even the carryover and parts-bin stuff getting major alterations. Might this car drive like it's newer than we've been led to believe? Here's a look at the more involved differences between the 2023 Z and the old 370Z:
Infiniti Engine Upgraded for Sports-Car Duty
Sure, the VR30DDTT twin-turbo V-6 looks like a straight-up back-yard engine-swap from an Infiniti Q50 or Q60 Red Sport 400 model—right down to the output specs: 400 hp and 350 lb-ft. But the tuning is unique—especially the exhaust plumbing.
To suit the more thrill-seeking driver of a Nissan Z, there's a new engine-boost recirculation circuit. When the throttle is lifted or closes briefly—as when entering a curve—turbine pressure is routed right back to the inlet to keep the turbine spooled so full power can be available the instant the driver's foot returns to the throttle.
A Ferrari-Style Turbine Speed Sensor—And Gauge!
Turbines have redline max speeds just like engines (except theirs are about 30 times faster). Spinning them above their rated speed risks damage, so most engines use algorithms that calculate likely speed based on boost pressure, engine revs, and other parameters. But then a safety margin must be baked in and this leaves some power potential untapped.
Ferrari tapped that potential with direct turbine speed measurement on the 488 Pista, and now Nissan's introducing a similar system on the Z—and dedicating an analog gauge to display this rare statistic in the right-most gauge dash-top binnacle (reading from 0-250,000 rpm, with 220,000 being as high as the Z turbines spin in production trim).
Manual Transmission Enhancements
Perhaps responding to our criticisms of the 370Z's heavy, balky shifter, the entire linkage is revised and the first and second gear synchronizers are upgraded to a conical design to improve feel. The dual-mass flywheel also gets upgraded with a pendulum-type torsional vibration absorber like that found on the nine-speed automatic. Devices like this keep engine vibrations from wearing transmission parts, but this design returns absorbed energy to the powertrain instead of dissipating it as heat (as mass dampers typically do). It's unusual to find these on a manual, but Nissan also employed one on the R34 Skyline GT-R (1995-1998).
A Magnesium Nine-Speed Automatic Transmission
Sure, the guts of the new nine-speed are a lot like those in the versions of this transmission used in the Frontier and Titan pickups, but to offset some of the weight those turbos and related plumbing added, Nissan bolts those internals into a new magnesium case, which reportedly saves an impressive 44 pounds. And of course, the entirely new programming is tailored to the Z's vastly different mission.
Significant Structural Strengthening
New parts added to the front-end structure include both upper crash-energy load paths, the upper radiator support, some firewall bracing, and a shock-tower brace. At the rear the hatch lid is significantly reinforced, as is the rear of the hatch opening and area above the rear suspension cradle. Together these changes boost torsional rigidity by 10.8% and overall body (bending) rigidity by 23.9 percent.
More Caster Enlarges the Front Tires' Contact Patches
Adding roughly 5 degrees of front caster angle strengthens the Z's sense of straight ahead, and increases the amount of extra caster trail—the distance between the point where a line passing through the upper and lower ball joints intersects the ground and the center of the contact patch. This has the effect of increasing the fore-aft length of the contact patch.
Oh, and Bigger Front Tires, Too
Wider front tires further expand the front contact patch for improved cornering grip. Base 18-inch tires go from 225/50 to 245/45, so they now match the rears (there was a stagger on the 370Z). The optional 19-inch front tires go from 245/45 to 255/40, slightly reducing their stagger relative to the carryover 275/35 rears.
Monotube Tokico Shocks
Perhaps the most significant revision is swapping lower-friction monotube shocks for the old twin-tube units. Nissan says the reduction in damper friction allowed the shock damping, spring, and even anti-roll-bar rates to be increased slightly without compromising ride quality.
We'll get a ride in the new Z and let you know how new or old (bad or good) it feels on May 16, so set a reminder to click back then.
https://www.motortrend.com/features/2023-nissan-z-closer-look-differences-changes
Nissan has done its level dangdest to manage our expectations for its "new" 2023 Nissan Z. The company kept the same Z34 codename for the new one as it used on the previous-generation 370Z, because all the structural hard points and the manual transmission largely carry over. Then we also heard the "new" stuff—engine and automatic transmission—are mostly swapped in from other cars. But at a recent deeper dive session we learned that something like 80 percent of the part numbers are new or revised, with even the carryover and parts-bin stuff getting major alterations. Might this car drive like it's newer than we've been led to believe? Here's a look at the more involved differences between the 2023 Z and the old 370Z:
Infiniti Engine Upgraded for Sports-Car Duty
Sure, the VR30DDTT twin-turbo V-6 looks like a straight-up back-yard engine-swap from an Infiniti Q50 or Q60 Red Sport 400 model—right down to the output specs: 400 hp and 350 lb-ft. But the tuning is unique—especially the exhaust plumbing.
To suit the more thrill-seeking driver of a Nissan Z, there's a new engine-boost recirculation circuit. When the throttle is lifted or closes briefly—as when entering a curve—turbine pressure is routed right back to the inlet to keep the turbine spooled so full power can be available the instant the driver's foot returns to the throttle.
A Ferrari-Style Turbine Speed Sensor—And Gauge!
Turbines have redline max speeds just like engines (except theirs are about 30 times faster). Spinning them above their rated speed risks damage, so most engines use algorithms that calculate likely speed based on boost pressure, engine revs, and other parameters. But then a safety margin must be baked in and this leaves some power potential untapped.
Ferrari tapped that potential with direct turbine speed measurement on the 488 Pista, and now Nissan's introducing a similar system on the Z—and dedicating an analog gauge to display this rare statistic in the right-most gauge dash-top binnacle (reading from 0-250,000 rpm, with 220,000 being as high as the Z turbines spin in production trim).
Manual Transmission Enhancements
Perhaps responding to our criticisms of the 370Z's heavy, balky shifter, the entire linkage is revised and the first and second gear synchronizers are upgraded to a conical design to improve feel. The dual-mass flywheel also gets upgraded with a pendulum-type torsional vibration absorber like that found on the nine-speed automatic. Devices like this keep engine vibrations from wearing transmission parts, but this design returns absorbed energy to the powertrain instead of dissipating it as heat (as mass dampers typically do). It's unusual to find these on a manual, but Nissan also employed one on the R34 Skyline GT-R (1995-1998).
A Magnesium Nine-Speed Automatic Transmission
Sure, the guts of the new nine-speed are a lot like those in the versions of this transmission used in the Frontier and Titan pickups, but to offset some of the weight those turbos and related plumbing added, Nissan bolts those internals into a new magnesium case, which reportedly saves an impressive 44 pounds. And of course, the entirely new programming is tailored to the Z's vastly different mission.
Significant Structural Strengthening
New parts added to the front-end structure include both upper crash-energy load paths, the upper radiator support, some firewall bracing, and a shock-tower brace. At the rear the hatch lid is significantly reinforced, as is the rear of the hatch opening and area above the rear suspension cradle. Together these changes boost torsional rigidity by 10.8% and overall body (bending) rigidity by 23.9 percent.
More Caster Enlarges the Front Tires' Contact Patches
Adding roughly 5 degrees of front caster angle strengthens the Z's sense of straight ahead, and increases the amount of extra caster trail—the distance between the point where a line passing through the upper and lower ball joints intersects the ground and the center of the contact patch. This has the effect of increasing the fore-aft length of the contact patch.
Oh, and Bigger Front Tires, Too
Wider front tires further expand the front contact patch for improved cornering grip. Base 18-inch tires go from 225/50 to 245/45, so they now match the rears (there was a stagger on the 370Z). The optional 19-inch front tires go from 245/45 to 255/40, slightly reducing their stagger relative to the carryover 275/35 rears.
Monotube Tokico Shocks
Perhaps the most significant revision is swapping lower-friction monotube shocks for the old twin-tube units. Nissan says the reduction in damper friction allowed the shock damping, spring, and even anti-roll-bar rates to be increased slightly without compromising ride quality.
We'll get a ride in the new Z and let you know how new or old (bad or good) it feels on May 16, so set a reminder to click back then.
