Nissan Z NISMO Is Getting a Stick Shift, Says U.S. Boss
A manual should have been available from the start, but better late than never.
Edward LohWriterSep 03, 2025
13 B 2025 Nissan Z Nismo
If you’re in the market for a reasonably thrilling yet somewhat practical sports car, the Nissan Z NISMO just leveled up. Nissan has confirmed that the high-performance variant of the Z, previously offered only with a nine-speed automatic, will soon come with a six-speed manual. This marks an exciting expansion of options for enthusiasts and everyday drivers alike.
31 2025 Nissan Z Nismo front view
Straight from the Boss
In a recent podcast from Automotive News, Nissan Americas chairman Christian Meunier announced a manual option is coming for the Nissan Z NISMO, though neither timing nor additional details such as pricing were disclosed. When contacted by MotorTrend, Nissan PR declined to provide any additional context on Meunier’s revelation, providing only this official statement: “The Nissan Z NISMO represents the pinnacle of accessible performance in our lineup. We value the passion for the model and are always exploring ways to enrich the driving experience. We look forward to sharing more details in the future.”
Why It Matters
The standard Nissan Z has long given shoppers the choice between a nine-speed automatic or a six-speed manual. Until now, though, the top-spec NISMO model left out the manual entirely, frustrating drivers who want to get hands-on with the ultimate Z.
Performance That Strikes a Balance
The Z NISMO pushes the 3.0‑liter twin‑turbo V‑6 to 420 hp and 384 lb‑ft, up from 400 hp and 350 lb‑ft in base Z trims. That extra power, combined with upgraded suspension, brakes, and a limited‑slip differential, helps the NISMO deliver most of the fun and excitement you’d expect from the highest-performance version of its iconic Z, as we discovered in the automatic-equipped 2024 version. Adding a manual should complete the puzzle.
4 2025 Nissan Z Nismo interior
The 2025 Z lineup spans from $42,970 for the Sport trim to $65,750 for the NISMO. Fuel economy for the NISMO sits at 17/24/19 mpg city/highway/combined, with a 16.4‑gallon tank offering an estimated range just over 300 miles. The car maintains its classic proportions, as well, being roughly 173 inches long and 73 inches wide, though its small size and swept roofline limit cargo space to a modest 7 cubic feet or so. The curb weight came in at 3,652 pounds on our scales.
Tech and Comfort for Daily Use
The Z NISMO isn’t just about performance—it’s also surprisingly livable. It features Recaro leather seats, a customizable 12.3‑inch digital gauge cluster, and an 8.0‑ or 9.0‑inch touchscreen with wireless Apple CarPlay, Android Auto, Bose audio, a Wi‑Fi hot spot, and advanced safety systems like lane departure warning and emergency braking.
Sticking It to the Future
Adding a six-speed manual gives drivers a more immersive experience behind the wheel. While Nissan hasn’t confirmed details, it’s expected to use a revised version of the existing manual used in other Z trims, strengthened to suit NISMO’s extra power. Timing has yet to be announced, but the 2027 model year is what we’re guessing.
Edward Loh
I used to go kick tires with my dad at local car dealerships. I was the kid quizzing the sales guys on horsepower and 0-60 times, while Dad wandered around undisturbed. When the salesmen finally cornered him, I’d grab as much of the glossy product literature as I could carry. One that still stands out to this day: the beautiful booklet on the Mitsubishi Eclipse GSX that favorably compared it to the Porsches of the era. I would pore over the prose, pictures, specs, trim levels, even the fine print, never once thinking that I might someday be responsible for the asterisked figures “*as tested by Motor Trend magazine.” My parents, immigrants from Hong Kong, worked their way from St. Louis, Missouri (where I was born) to sunny Camarillo, California, in the early 1970s. Along the way, Dad managed to get us into some interesting, iconic family vehicles, including a 1973 Super Beetle (first year of the curved windshield!), 1976 Volvo 240, the 1977 Chevrolet Caprice Classic station wagon, and 1984 VW Vanagon. Dad imbued a love of sports cars and fast sedans as well. I remember sitting on the package shelf of his 1981 Mazda RX-7, listening to him explain to my Mom – for Nth time – what made the rotary engine so special. I remember bracing myself for the laggy whoosh of his turbo diesel Mercedes-Benz 300D, and later, his ’87 Porsche Turbo. We were a Toyota family in my coming-of-age years. At 15 years and 6 months, I scored 100 percent on my driving license test, behind the wheel of Mom’s 1991 Toyota Previa. As a reward, I was handed the keys to my brother’s 1986 Celica GT-S. Six months and three speeding tickets later, I was booted off the family insurance policy and into a 1983 Toyota 4×4 (Hilux, baby). It took me through the rest of college and most of my time at USC, where I worked for the Daily Trojan newspaper and graduated with a biology degree and business minor. Cars took a back seat during my stint as a science teacher for Teach for America. I considered a third year of teaching high school science, coaching volleyball, and helping out with the newspaper and yearbook, but after two years of telling teenagers to follow their dreams, when I wasn’t following mine, I decided to pursue a career in freelance photography. After starving for 6 months, I was picked up by a tiny tuning magazine in Orange County that was covering “The Fast and the Furious” subculture years before it went mainstream. I went from photographer-for-hire to editor-in-chief in three years, and rewarded myself with a clapped-out 1989 Nissan 240SX. I subsequently picked up a 1985 Toyota Land Cruiser (FJ60) to haul parts and camera gear. Both vehicles took me to a more mainstream car magazine, where I first sipped from the firehose of press cars. Soon after, the Land Cruiser was abandoned. After a short stint there, I became editor-in-chief of the now-defunct Sport Compact Car just after turning 30. My editorial director at the time was some long-haired dude with a funny accent named Angus MacKenzie. After 18 months learning from the best, Angus asked me to join Motor Trend as senior editor. That was in 2007, and I’ve loved every second ever since.
