Overview

AN ADDITIONAL 15kW and 46Nm mightn’t seem like a whole lot extra, particularly when that ‘extra’ comes at a $18,200 premium over the derivative model… But to focus solely on those numbers and nothing else is selling the Nismo-enhanced Z short.

The Nismo enhancements offered in the Z extend way beyond a few extra kilowatts, making the model an enticing alternative to not only the donor model, but its handful of competitors – including the BMW M240i, Ford Mustang GT, and Toyota GR Supra.

There are styling enhancements – including additional aero work – revised spring and damper rates, Dunlop SP Sport Maxx GT600 tyres, a recalibrated transmission, larger brakes with sintered brake pads, stiffer suspension and steering bushes, thicker anti-roll bars, additional bracing, and forged 19-inch alloy wheels.

Inside we find red-anodized engine-start and drive mode buttons, manual-adjust Recaro seats and a leather and Alcantara-wrapped steering wheel with red 12 o’clock marker. The model loses the electric seat adjustment and heating found in the donor model but retains the majority of the Z’s other features.

They include dual-zone climate control, a 12.3-inch digital instrument panel, 8.0-inch infotainment touchscreen with wired Apple CarPlay and Android Auto connectivity, active noise cancellation, eight-speaker Bose audio, DAB+ digital radio reception, and dusk-sensing LED headlights.

While the two-seat Z has not been ANCAP assessed, it does arrive with front, side, and curtain airbags, autonomous emergency braking, blind-spot monitoring, front and rear parking sensors, high-beam assist, lane departure warning, rear cross-traffic alert, a reversing camera, traffic sign recognition, and tyre pressure monitoring. There is no spare wheel.

The Z Nismo is powered by a twin-turbocharged 3.0-litre V6 petrol engine outputting 313kW at 6400rpm and 521Nm from 2000-5200rpm paired with a nine-speed automatic transmission and limited slip (rear) differential.

Nissan achieved the power and torque increases noted via the inclusion of an improved cooling system, revised electronic wastegate control, and an independent ignition spark timing strategy inspired by the GT-R Nismo.

The model also includes a higher capacity engine oil cooler for “extended track performance”.

Revised clutch packs and engine management software mean the transmission’s downshift times are reduced by half when compared with the Z Performance, while launch control offers more “aggressive standing-start acceleration”.

In addition to those changes, the Z Nismo adds a new Sport+ driving mode Nissan says is tuned for circuit driving.

Finally, the Nissan Z Nismo offers some of the largest brakes ever offered on a Z car, measuring 381mm up front and 350mm at the rear.

A “more performance focused” brake pad compound is utilised, contributing, Nissan says, to “impressive brake pedal feel and enhanced braking performance in extended track use”.

The Z Nismo weighs 1640kg (tare), or 79kg more than a base-spec auto, and offers 241 litres of cargo space.

As is probably expected of a two-door sports coupe, ownership costs are far from cheap. Fuel consumption is considerable (and costly on 98RON premium), tyres are expensive, and scheduled servicing exxy at almost $2300 over five years.

On the flipside, Nissan offers one of the best warranties in the country, backing its range for 10 years or 300,000km whichever comes first.

Driving Impressions

Raw, unadulterated driving experiences are increasingly hard to come by. Phalanx driving assistants, digital steering, autonomous everything… it’s enough to make a driving purist cry.

And while the Z Nismo does miss out on a manual gearbox, it offers enough of everything else to ensure driving enthusiasts will enjoy driving it – well, almost.

You see, in our humble opinion, this is a car that is let down by one, significant factor – its Dunlop tyres.

The SP Sport Maxx GT600 are diabolical in cold and wet conditions, and offer little in the way of communication, even when up to temperature. In short, they do little to foster a solid bond between the driver and the road, which in our view is a travesty, considering how good the rest of this car is.

The steering is accurate with acceptable communication, the Recaro seats are delightfully figure-hugging, and the brake pedal is sweetly textured – and with plenty of bite.

The stability and traction control systems are just slack enough to allow a bit of ‘lairiness’ on corner exits, though we’d urge caution in over-stepping your enthusiasm when the road or tyres are cold.

Nissan’s gutsy V6 offers loads of grunt in its low and middle reaches, even if it lacks the rasp and bark of some of its aforementioned rivals. The artificial induction noise is naff, and the exhaust too restricted for our tastes.

Still, that twin-turbo mumbo is pretty darn addictive, and would be thrilling to sample on the racetrack where we think it would truly shine.

As much as the nine-speed auto is keen to react to throttle inputs when left to its own devices, but better again in manual mode. Sport Plus mode and use of the paddles offers a level of engagement that suits the athleticism of the car.

Yet somehow, we still want for a manual transmission…

Perhaps it’s that a manual transmission feels ‘right’ for the Z Nismo and it’s authentic, engaging character. Or perhaps it’s the sense that a six-speed would eliminate that fussiness the auto shows in day-to-day driving. Either way, we’re pleased to hear rumours there’s one on its way.

Until then, we’ll enjoy the Z Nismo for what it is – a terrific driver’s car with a unique personality. With a fresh set of hoops, and a proper exhaust, we reckon the Z Nismo is one of a very few vehicles this side of $100K with the driver’s interests at its core.

Let’s hope that never changes.