2024 Nissan Z Nismo review

The Nismo version of the Z is here. It’s been fettled in the power, handling and aero departments to deliver a sharper sportster. Is it the Z we were waiting for?

Back when the new Nissan Z arrived in 2022, we liked that this sexy two-seater sports coupé was easy to live with.

Its newfound refinements and mod cons were not lost on us, but we reckoned it could be a made into a harder charger and that maybe Nissan was holding back, keeping a Nismo-themed card up its sleeve.

It was, of course, the Nismo Z revealed last year, and now it’s here. Has it delivered what we desired; that being a coupe that’s still usable but one with a sharper focus?

The Nismo bits

Nismo has turned its attention to plumping up the power, honing the handling and sharpening its style. And the body kit is not just for show, with a claimed improvement in aerodynamic balance.

The additions aren’t over the top while Nismo says they produce ‘positive downforce’, though probably only at the track at a rapid rate of knots.

The new front end is dubbed the ‘grand nose’ with its new grille and bumpers, while the canards at the corners create a vortex over the front wheels.

Though discrete, there is a taller and wider rear spoiler and the rear bumpers are reshaped to help air separation and reduce drag.

The 3.0-litre twin turbo V6 is more robust, now making 309kW and 520Nm from 2000-5200rpm. That’s thanks to additional boost and more precise control over the ignition spark timing (gleaned from the Nissan GT-R apparently).

When you’re tracking it, a better oil cooler should keep it from expiring prematurely.

The Internet doesn’t like that the Nismo Z is only available with an auto trans but that’s modern sports cars for you.

It has been Nismo’d however, delivering faster shifting (via revised clutch packs) and a racier shifter profile when you switch things up into the Nismo-specific Sport+ drive mode.

Nismo has made ‘significant handling enhancements’ revising ‘every element’ of the car’s suspension in the pursuit of ‘precision and grip’.

So it has unique stabiliser bars, stiffer spring rates, new dampers and stiffer front and rear suspension bushes. It’s wider in the tracks front and rear by 15mm.

There’s more rubber on the rear too, the grippier Dunlop SP Sport Maxx hoops with their track-ready tread pattern measuring up at 285/35R19.

There are larger 380mm rotors up front (350mm at the rear) while the Akebono-branded calipers clamp them with a more performance-focused pad.

The 19-inch Rays alloys are also wider, yet ‘slightly lighter’. Unfortunately not light enough though as the Nismo puts more pressure on the scales; at a claimed 1640kg, it’s nearly 80kg heavier than the Z.

Helping those suspension mods work more effectively, additional suspension bracing and chassis reinforcement make it stiffer (by 2.5 per cent…) and the steering rack is more rigidly mounted.

The Nismo effect

Plonking ourselves into the Nismo’s Recaros, we prod the red go button and the rumble of the V6 awakening is a nice antidote to an EV’s sounds of silence.

Select D via the chunky yet easy-to-use shifter and we’re away. Except something is beeping at us. We’ve left the handbrake on, and in the Z it’s still a handbrake, the lever hard to miss on the console.

It doesn’t take many metres to feel the effects of the Nismo suspenders as they transmit more of the road’s nuances through to the cabin. And when the Dunlops roll over coarse chip, they sure do rumble.

This was to be expected; the lumps we can deal with, but the tyres are quite vocal and right rowdy at open road velocities.

Prodding the go pedal, the twin turbos quickly bulk out the V6’s torque curve, and it feels fairly brisk as we enter the motorway. The sports display on the instrument screen shows a big tacho in the centre flanked by temperature gauges and the all important G meter.

There’s no fuel use indicator though; guess you don’t need to be bothering about that in the Nismo. We activate the smart cruise while we try and work out how to silence the lane departure alert, though quickly decide this would be better done when stopped.

Being an older platform, there aren’t too many beepers and bongers to worry about. But bits like blind spot monitors help in a low slung sportster.

Into Sport+ mode

Finding ourselves on more interesting, Nismo made roads, we up the ante, giving the V6 a burst. This isn’t the most melodious six, it’s a bit gruff but still audible (just) over the rubber roar.

The six finds its mojo around three, and is really into it above 4000rpm, pulling well to just past six, where max power is tapped. It’ll head further north to 7000rpm, but it’s not all that necessary (maybe on track).

On the road you can work that mid range and be happy as it’s particularly strong in the three to five zone. It’s faster too, clocking in at 4.5sec, making it about half a second quicker than the Z.

It probably has a few more tenths in it had we remembered about the launch control and found a road with better grip.

When driving the regular Z, we took to the paddles as the auto was just too slow. Here things have improved, slightly. In the snappier Sport+ mode, it will work the engine over, making sure it never dips below 4000rpm.

It’s good when you’re on a hill road packed with tight corners where it’ll nail most of the shift points. But it can otherwise be a tad too enthusiastic, a track setting as they say.

In Sport mode, it’s still a tad lethargic at dropping a cog, and so back to the paddles, which initiate the gear changes quickly enough, though the downshifts could be snappier.

Corners better

When punting the regular Z along, it understeers sooner than it ought to and requires the odd adjustment at the wheel to keep it tracking round the bends. The Nismo is more resolute with better roll control and outright grip.

While the steering is still light on resistance and sensation, the Nismo turns with more vigour, its frontend locked on. While there is more torque trying to corrupt the traction, the big Dunlops do a good job of sticking it.

The long travel throttle helps manage the gas and you can introduce it quite thoroughly. The diff and rubber must be doing the job as you can induce some power on understeer if you’re a bit keen.

There’s much more lateral grip than you expect. It rotates quite quickly, and while it feels like it might let go if you force it, it hangs on stubbornly. Your trust in it builds, and it’s then quite rewarding.

It’s a little nerve inducing at times, but the stability control is also waiting patiently to help out. While the understeer has been sorted, this still feels too heavy upfront; 1640kg is getting up there for a two seater.

But the brakes are up to it. While they don’t bite immediately, lean on them and they work. You can balance the car easily into the bends, and there’s none of the squirming under harder braking you’ll experience with the lesser Z.

As to those stiffer shockers, it’s firmer but they don’t constantly bash you around. This managed to absorb the usual punishment of broken, bumpy back roads well, the Rays alloys still perfectly round and the undertray unmarked.

Switching the dials back to the standard view revealed the trip computer, its average reading 20L/100km, which was a few points higher than the regular model.

However, the long term average was at 11L/100km. So it’ll hoover juice when worked, but it can be civilised.

Could you daily it?

Can’t see why not. The Recaros are easy enough to get in and out of, though you’ll need BYO lumbar support. The ride is still tolerable, well for an enthusiast at least, and the front splitter isn’t too low.

The decent turning circle is still intact and the steering remains light too. And there’s the traffic-friendly auto convenience.

The entertainment system is from a few generations back going without sat nav (you’ll need your phone for that) and a charge pad is missing (though you do get a USB C port).

There’s only a regular rear view camera, so park with caution near the gutter, you don’t want to mess those Rays.

The oddly shaped boot doesn’t look like it can hold much, yet it managed to pack in the family’s weekly grocery shop, so it’s semi-practical.

Worth it?

Nismo charges a decent mark up for its services. Whereas the regular coupe is $89,990, this is $108,500. We like that this is a car you have to drive. You need to consider your braking, your turn in and your throttle use.

That this Nismo Z is more responsive, handles more convincingly and goes a bit harder are all positives. It gets the heart rate up, and your palms get a bit sweaty when driving it, so it’s doing its job.

Comparable sportsters around the $100k mark are rare and include the Toyota Supra ($99,190, and available with a clutch pedal) and the new Ford Mustang will be along soon ranging in price from $93k for the GT up to $117k for the Darkhorse. Euros are up in the $150k zone and beyond.

This article first appeared in the April 2024 issue of NZ Autocar magazine.