Dedicated readers should recognize our cover car this month. Import Tuner's Projekt Z has been unfolding over the better part of a year now, and now that it's finally come to fruition we felt it's time to show the final product to the world. If you've been following along on our various project installments over the past twelve or so issues you probably already know a lot about it. With help from a handful of respected aftermarket firms, we've attempted to turn our Z into something we hoped can be simultaneously feared, respected and admired on the street--not only as a sports car, but as a true street-going supercar. To a greater or lesser extent, we feel we've hit the mark dead-nuts on.
Historically, the introduction of the 350Z was one of the most important events in recent years, if only because it marked the return of the Japanese muscle car to American shores after an absence of more than half a decade. In stock form the new Z is an uncompromising performance platform, with a heavily reinforced chassis, rear-wheel drive layout and a naturally aspirated engine that produces close to 300 hp at the flywheel. In spite of a few key differences, we thought the Z stacked up rather favorably to another iconic sports car, one that has helped define the edge of automotive performance for more than 30 years and, like the Z, has become a sort of measuring stick for almost every other sports car. That would be Porsche's 911 Turbo, and from the beginning our focus became bent on meeting or exceeding the performance level and monstrous looks held by that car.
Even before we got the car our plan was to scrap the Z motor's natural method of breathing and force a turbo or two down its throat. At the time we got the car from Nissan, GReddy Performance Products was already hard at work designing a twin-turbo system for the car. Projekt Z became one of the first in the world to benefit from this kit. GReddy's twin-turbo kit is based on dual TD05H-18G turbochargers, each spinning on its own cast exhaust manifold, each with its own GReddy Type-T external wastegate. According to the company, these turbos can support up to 700 hp. While we never intended to go that crazy, 400-horsepower at the wheels was a must if we wanted to compete with a biturbo 911.
The GReddy turbo kit also includes six additional fuel injectors, rated at 440cc, controlled through the company's e-Manage piggyback fuel computer. Boost is regulated initially at a conservative 4.5 psi using GReddy's Profec e-01 boost controller--we opted to turn ours up slightly in order to achieve the power gains we were looking for. In order to do this, we added GReddy's front-mount intercooler kit designed specifically for the Z so we know our system is running at peak efficiency. Other additions include a Blitz dual exhaust and a few parts to kick engine bay aesthetics up a few notches: a carbon-fiber engine shroud from IPT Motorsports, a carbon-fiber panel to dress up the gaping hood-latch port, and a pair of Nismo filler caps. In case we ever drive the car hard enough to blow engine oil into the intake tract, we added a GReddy oil catch tank to the front of the bay (it also makes a nice show conversation piece).
Naturally, Porsche 911s are known for their handling as well as acceleration. To put our Z's chassis and suspension dynamics to supercar levels, we added cutting edge hardware from Tein, complete coilovers at all corners along with the company's Electronic Force Damping Controller (EDFC) system that allows the driver to adjust suspension properties from the comfort of the captain's chair. The system was paired with upgraded front and rear Cusco anti-roll bars and a muscular GReddy strut tower brace bolted across the shock towers within the engine bay. The Cusco bars assist the hot-shoed driver in kicking the Z's tail out with reckless abandon. Considering a standard biturbo Porsche runs all-wheel drive and next to impossible to get sideways, this is one area where our Z could gain a distinct advantage--when driven by someone with a subtle touch and sufficient sack, naturally.
This particular 350Z came equipped with Nissan's track package when we originally took delivery, which included big Brembo brake assemblies in both the front and rear--also, like a Porsche. We didn't feel much tinkering was called for here, but we did add slightly larger cross-drilled Brembo rotors for improved braking endurance. And we're especially proud of the wheels, big Racing Hart C4s sized 19x9.5 up front and 19x10.5 in the rear. For optimum grip, we strung 'em with Pirelli P Zero rubber sized a considerable 245/35ZR19 front and an even beefier 295/30ZR19 out back. This is one Z that'll produce copious amounts of grip--and with 400 hp on tap at the wheels, it's going to need it.
Cosmetic enhancements are relatively limited on the Z, because let's face it--who the hell needs them? There's our GReddy body kit, including front and rear bumper extensions and side skirts, and the low-and-long Veilside wing. In a moment of inspiration, we had the metal-finished door handles color matched to the rest of the car (paint by MOBworks in Orange, Calif.) because come on, really, Nissan should have done it themselves. On the other side of the window glass there are a few tastefully placed upgrades. We replaced the factory wheel with one from Sparco, the factory floor mats with new ones from Nismo, and the seats with Sparco Milano buckets skinned in silver Alcantarra. These seats were meant for this car, blending perfectly with the black-and-aluminum color coordination within the cockpit.
Last, we performed a custom stealth stereo installation--after all, the car is still a daily driven vehicle, and as a road-going supercar, needs to incorporate all the necessary amenities. Our system is fronted by a Sony head unit and composed of a lineup of equipment provided exclusively by JL Audio. Note that we stressed stealth on this installation. The factory speakers are replaced with stock-sized JL Audio components, and our dual amps fit neatly inside the storage compartments located behind the seats. The most innovative piece in the system is JL Audio's custom subwoofer enclosure that accommodates dual 10-inch subs and fits neatly between the forward cockpit and rear strut tower brace. It doesn't get any cleaner, people.
Projekt Z is now officially finished, and it's time for us to go in search of supercar pelts to hang as trophies in the 2NR offices (and, let's face it, more than likely our fair share of mandatory court dates). Thanks to everyone who was involved in the project, including our sponsors and wrench-turners (you know who you are). Without the collaboration of a lot of good people and awesome product, the project would have never gotten off the ground. Keep an eye out for our Z at your next event. You never know where we'll turn up next. When we do, prepare to have your ass kicked--especially if you're driving a Porsche.
By Jason Mulroney
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