The Nissan Z and Toyota Supra nameplates are some of the most beloved in the automotive industry, and the Japanese sports cars have been subtly competing for the better part of half a century. When the Supra was revived in 2020 as, effectively, a Toyota-badged BMW Z4, it blew the previous-gen 370Z out of the water for performance. But the Z — no numbers are included in the name this time — is back with an all-new look and added performance that puts it back squarely against its Toyota counterpart.
Both models are offered in “lower” trims — the Supra can be fitted with a turbocharged 2.0-liter engine and the new Z can be had with fewer performance parts in its base “Sport” trim — but enthusiasts with the dough will certainly be more attracted by the 3.0-liter Supra and the more athletic Z Performance trim. Both models, a 2023 Z and 2022 Supra 3.0, recently arrived on my driveway the same week (yes, I know I’m spoiled), and I put them through their paces to find out which reigned supreme.
Both cars carry a price tag of a little over $50,000, pack 400 horsepower, have eye-catching looks, and rear-wheel drive, and are the latest and greatest in the battle of Nissan and Toyota sports cars. But hard numbers aside, they have their own distinct personalities, are both a joy to drive, and each has advantages and downfalls when compared head-to-head. But after my week behind the wheel, there was a clear winner. But as is typically true in the enthusiast landscape, it’s not necessarily black-and-white, or in this instance, Serian Blue and Renaissance Red.
Acceleration Test — The Toyota Supra Zips Ahead
Toyota claims the Supra 3.0 with an automatic transmission (which was fitted to my tester) will zip from a stop to 60 mph in 3.9 seconds. Apparently, Nissan can’t be bothered to offer such information. But, automakers often stretch the truth anyway, so I lined up each model and had a go myself. Now, it should be noted this was not some prepped surfaced. In fact, it was the parking lot of a high school closed for winter break and was therefore littered with teenage angst, sexual frustration, and hopes for the future. Well, something was rattling around the wheel wells, anyway.
But even in these less-than-ideal conditions, the Supra charged from 0-60 mph in a neck-straining 4.1 seconds. Turning on its launch control system is fairly straightforward. Put the Supra in Sport mode, hit the traction control button, hold the brake, build the revs, and off you go — quickly. However, launch control isn’t needed to take advantage of the Supra’s full acceleration prowess. Even without it, the Toyota still hustled to 60 mph in 4.2 seconds.
The Z’s launch control system is activated by turning on Sport mode, pulling back both paddle shifters, and mashing the throttle. Unlike the Supra, the Nissan takes a moment to put its traction down, which is perhaps why it took 4.6 seconds to hit 60 mph. That is still an impressive figure, no doubt, but the Supra was easier to launch and, of course, bested the Z’s time by half a second. The Z’s Bridgestone Potenza rubber could have also come into play as there was wheel spin even with launch control. And the Z’s underperforming tires are a theme of its comparison to the Supra.
Though the Supra’s sprint wasn’t too badly impacted without launch control, the Nissan suffered in its absence — the best run I could manage not using the system was 4.9 seconds as the rear tires struggled for grip. Again, the conditions weren’t ideal, but the Supra seemed to manage them without issue.
2022 Toyota Supra 3.0 | 2023 Nissan Z Performance | |
Length | 172.5-in. | 172.4-in. |
Width | 73-in | 72.6-in. |
Height | 50.9-in. | 51.8-in. |
Wheelbase | 97.2-in. | 100.4-in. |
Curb Weight | 3,400 lbs. | 3,602 lbs. |
Braking Test — The Supra Has Stupendous Stopping Strength
The Supra is fitted with ventilated discs at both ends with Brembo four-piston fixed caliper at the front and a single-piston floating caliper at the rear. The Nissan has a floating, four-piston set-up in the front and aluminum, double-piston units in the rear with vented discs at all four corners.
Both the Supra and Z offer linear brake pedal performance, and both models come to a quick stop without much drama. But head-to-head, the Supra’s brakes absolutely shine with the stopping power of driving into a wall. The stopping force is so great, I developed a headache.
The Z also scrubs its speed well, but under seriously hard braking, the front wheels feel as if they are hopping slightly. The Nissan still pulls up hard to a full stop, but not quite as effectively as the Supra. From 50 mph to a dead stop, the Supra pulled up a full 2.5 car lengths before the Nissan. Compare the Z to a mainstream car and its brakes will impress, but against the Supra, they simply don’t have the same level of bite.
Driving Dynamics — The Nissan Z Can’t Compete At The Limit
The Z has an 18-horsepower advantage, but in the real world, it simply can’t hold a candle to the Supra. Toyota’s sports car feels completely composed. It has staggering levels of grip, its steering is appropriately weighty, and its suspension isn’t upset by mid-corner bumps or off-camber corners. Put simply, the Supra is an absolute thrill to drive, and its stickiness inspires confidence.
The Z is no slouch, but unlike the Supra, it does not motivate drivers to further bury their right foot into the firewall — the Nissan reaches its grip peak too early. It is too willing to wiggle its rear end while accelerating through a corner. Now, that is a boon for those who want some hooliganism, but the initial oversteer is quickly followed by a bounciness from the rear tires, invoking a touch of understeer.
Essentially, the Z always feels as if it is on the ragged edge when pushed hard, and that edge is nowhere near as fast as the Supra. Again, its Bridgestone Potenza tires don’t offer the same level of grip as the Michelin Pilot Super Sports fitted to the Supra.
The Supra is also lighter — it weighs 3,400 pounds to the Z’s 3,602 pounds — and it wears its weight better with 52 percent over the front tires versus the Z carrying 56 percent near the nose. But weight and tires aside, the Supra still makes you want to push to find its edge. You don’t need to drive very hard to find the Z’s…or the nearest curb when you overstep its performance bounds.
2022 Toyota Supra 3.0 | 2023 Nissan Z Performance | |
Engine Type | 3.0-liter, supercharged inline-six | 3.0-liter, twin-turbo V-6 |
Horsepower | 382-HP | 400-HP |
Torque | 368 LB.-FT. | 350 LB.-FT. |
Transmission | 8-Speed Automatic | 9-Speed Automatic |
0-60 | 4.1 seconds | 4.5 seconds |
Top Speed | 155 mph | 155 mph |
Drive | RWD | RWD |
Mileage | 22 city, 30 highway | 18 city, 24 highway |
Everyday Usability — The Nissan Z Is Less Refined But More Comfortable
While the Supra takes the cake for performance, for daily driving, the battle is much closer. The Toyota’s ride is more rigid over road imperfections and getting in and out of the driver’s seat requires some agility — or at least a hard head as hitting the door frame upon entry is almost guaranteed.
The Z, by comparison, is much more softly sprung, and along the highway, it is rather comfortable for a small sports car. However, the Supra’s 10 cubic feet of storage space is far more friendly than the storage area in the Z, which is more of a cargo shelf.
For interior quality, there is no contest, and the Supra takes the resounding win. The Supra, lest we forget, is a reworked BMW Z4, and from the cabin, it’s all German with upscale materials and an attractive layout. The Z meanwhile, sports hard plastics and a lot of carryover equipment from the 370Z, making it appear slightly outdated despite just hitting the market.
2022 Toyota Supra 3.0 | 2023 Nissan Z Performance | |
Seating Capacity | 2 | 2 |
Headroom | 38.3-in. | 38.2-in. |
Legroom | 42.2-in. | 42.9-in. |
Shoulder room | 54.4-in. | 54.2-in. |
Cargo room | 10.2 cu.-ft. | 6.9 cu.-ft. |
Six-Cylinder Soundtracks — The Supra Wins Again 
The Supra’s inline-six isn’t the most sonorous, but it provides some aural stimulation from its dual-exhaust tips, and it will crackle and pop on downshifts to invoke some emotion. The Nissan’s sound doesn’t stir the soul. Even near the top of its rev range, its soundtrack is just, well, a noise with no depth. If the Z were a guitar, it would play a single note whereas the Supra has some highs and lows to its growl to play a chord, so to speak.
Styling Comparison — The Z, Unsurprisingly, Wins The Looks Battle
Beauty is of course, in the eye of the beholder, but I think you’d be hard-pressed to find a non-biased judge who believes the exterior styling of the Supra is more attractive than the new Z. Much brouhaha has been made of the Supra’s styling, and for good reason. It reminds me of the Mazda RX-8 in that it appears like every suggestion made by its team of designers made its way into the final product. It’s bubble roof, that gawky front fascia and bulbous rear end seem all a bit disjointed.
It should be noted the Supra looks much better in person than any image could show, and view it from a rear, three-quarter angle and it looks pretty striking. But it’s not going to win any beauty contests. The Z also looks better than any picture can convey, but it already looks pretty stunning in photos, so up close, it only gets better.
Nissan’s retro-styling really shines when viewed in person, and the sharp angle where its front fascia meets the hood is well-deserving of a chef’s kiss. Its profile is also striking, with the long, low hood rising gently into its sleek greenhouse and down to its squared-off tail. It may not be as athletic as the Supra, but it will look better going through its paces.
Price Point — The Nissan Z Is The Bargain-Hunter’s Choice, But Not By Enough
The Nissan Z Performance with a nine-speed automatic transmission starts at $51,015, and it’s a sizeable step up in from the base model with its limited-slip differential, sportier suspension tuning and upgraded brakes. However, that puts its squarely against the Supra 3.0 for price. The Toyota Supra 3.0 starts at $52,915, and the more upscale Premium trim commands $56,135.
While the Z costs less (though dealer markups are sure to price it higher than the three-year-old Supra, at least initially), for my money, I’d happily save a few grand and spring for the Supra. Its cabin is several steps above in quality, its performance is far better, and it doesn’t feel like there’s been any penny-pinching, giving more value-for-dollar.
Overall — The Supra Is The Clear Winner
So to sum it up, my week behind the wheel of the ’23 Z and ’22 Supra 3.0 was filled with engaging and spirited drives, but I am enamored by the Toyota and slightly disappointed at the Nissan. I desperately want to like the Z more than I do. The Nissan Z after all, is the continuation of a classic Fairlady Z nameplate that has served up thrills for generations of enthusiasts. And Nissan has my upmost respect for ushering in a new generation Z when the entire automotive landscape is preoccupied with electrification and the massive costs that entails.
However, its performance, while fun, can’t compare to the Supra. But even against no competition, it still doesn’t have adequate grip. Its limit arrives too quickly, and it’s not particularly pleasurable to drive at the edge with the constant fear one small road imperfection will send it beyond the point of no return. It looks fantastic, absolutely, but looks only get you so far.
The Supra has its own pitfalls, but they are easily overlooked when you get behind the wheel and hit the noisy pedal. It is not only better than the Z overall, it’s a fantastic sports car that ticks all the right boxes.
I am thankful both cars exist, but the Supra is the only one I’d be willing to put in my garage.