The Nissan Z Nismo doesn’t exist (yet), but we think it should

Nissan knocked the ball out of the park when it revealed the new Z. In its non-Nismo form, the key ingredients seem – not to put too much of an emphasis on it – top notch. Rear-wheel drive, slick retro-inspired styling, twin-turbo 3.0-litre V6, more power than key rivals, and a choice of either six-speed manual or nine-speed automatic transmission.

However, we think Nissan can go even better, thanks to its motorsport (and hardcore road car) division, Nismo. So, here is our vision for the Nissan Z Nismo.

The baseline performance of the new Z means a gently once over won’t suffice here, Nismo will need to get some proper oil on its hands to get the job done properly. First the basics: new dampers, springs, bushings, and control arms will focus the new Z even further. Between the tweaked suspension and new 20-inch forged single-piece RAYS wheels will sit a full Brembo brake suite.

Slotted and ventilated discs will feature at all four corners, measuring 370mm with six-piston calipers on the front axle, and 360mm with two-pot grabbers at the rear. Flared arches, larger front intakes, and a motorsport-adopted rear wing will give the Z Nismo significant presence. The standard Z is expected to tip the scales near 1600kg. Liberal use of carbon fibre for panels such as the roof and bonnet should help keep that figure stable for the Nismo.

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Due to the sheer age of its underpinnings (the FM chassis has been old enough to buy hard liquor for two years now) a proper plug-in hybrid powertrain is near-impossible to implement. However, there are efficiency and power benefits to be found in the mild hybrid realms, with the Z Nismo debuting new turbo technology aided by a 48-volt electrical system.

The VR30DDTT that sits under the bonnet is an award-winning engine, but new electronic turbo technology will help elevate it further. Currently small-diameter turbochargers are fitted to reduce lag. In order to maintain responsiveness while boosting power a pair of Garrett-developed e-turbos will allow Nissan to install larger turbines with greater levels of boost, while fitting the equivalent of an anti-lag system. As a result, power could jump to 350kW and 600Nm, making the Z Nismo a relatively affordable rival to the likes of the BMW M4 and Mercedes-AMG C63 S coupe.

The hardcore Z will demand a price premium compared to the standard variant, but a sub-$140k price will allow breathing room to Nissan’s GT-R flagship, while undercutting luxury rivals.

Read on to discover the finer details of how we’d make it all work.

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Once the factory race team is established, customer cars could be offered to those with deep enough pockets.

Step 1: Open wide

More boost and power will require extra cooling. Z Nismo will gain a redesigned front bar that accommodates a larger intercooler, while allowing more air to flow into the engine bay and onto the beefier front brakes.

Step 2: Rays of sunshine

Forged wheels from RAYS measure in at 20-inches in diameter, with 10.0-inch diameter at the front and 10.5-inch at the rear. Single piece design helps offset the increase in unsprung mass introduced by the increased diameter brake discs and larger calipers.

Step 3: Track day is best day

What’s the point of a more focused performance variant of an already capable sports car if you don’t let owners enjoy it on track with the reassurance that everything will be covered by warranty? Being developed by Nissan’s motorsport arm, consistent track use will be well within the Z Nismo’s remit, and covered accordingly.

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Step 4: Homologate this

The Nissan Z family has strong racing heritage, and we hope the new addition is no different. With the GT-R filling GT500 and GT3 racing duties, it leaves the door open for a Z GT4. Changes to the Nismo such as chassis lightening and wider bodywork will flow into the racer. Once the factory race team is established, customer cars could be offered to those with deep enough pockets.

Step 5: Boost to the future

Garrett’s e-turbo will place a small electric motor in between the compressor and turbine inside the turbocharger. When off-throttle, the 48-volt system will keep the system spinning, acting like anti-lag, while spooling quicker under acceleration.

Want to play fantasy product planner with us? Send your best ideas to MOTOR@aremedia.com.au