Guide: Nissan MID4
Background
The arrival of the 240 Z / Fairlady Z in late 1969 transformed Nissan to a global player in the automotive sector.
Over the next few years, Nissan shifted hundreds of thousands of Z cars and new markets for the firm’s mainstream models opened up as a result.
While rival manufacturers, Toyota and Honda, also experienced exponential growth during the 1970s, thanks to the Z car, Nissan was considered the most prestigious Japanese brand.
Nissan’s high performance capability was further demonstrated with a series of motor sport programmes.
The firm was ever-present in rallying, a discipline which demonstrated the speed, reliability and toughness of its products. Domestic Group 5 campaigns towards the end of the 1970s were ultimately replaced by a move up to international Group C and GTP racing.
By the late 1970s, the Z car had morphed from the original S30 variants into the S130 280 ZX. The all new Z31 300 ZX was subsequently introduced for 1984.
Z car sales were still extremely strong, but Nissan management hankered for a vehicle to take the organisation further upmarket. A two-seat mid-engined model was sought to compete with European sports cars like the Ferrari 308 / 328, Lamborghini Jalpa, Porsche 911 / 944 and Lotus Esprit Turbo.
Nissan were not the only Japanese firm to harbour these aspirations; Honda were also known to be in the early stages of creating such a car (the NSX).
However, Nissan were first out of the blocks; a team of designers led by Shinichiro Sakurai started work in spring 1984 and the almost production-ready MID4 was unveiled at the Frankfurt Motor Show in September 1985.
As its name suggested, the MID4 adopted a mid-engined four-wheel drive layout. It was loaded with advanced technology and seemed the perfect platform to demonstrate Nissan’s high performance capability.
Chassis
The MID4 used a unitary steel platform chassis with a 2435mm wheelbase.
Suspension was fully independent with double wishbones at the front and a multi-link arrangement at the back. Adjustable coil sprung dampers were fitted all round.
The permanent four-wheel drive arrangement was a predecessor of the ATTESSA system adopted on the R32 Skyline GT-R of 1989. 33% of the torque was delivered to the front axle and 67% to the rear.
Another state-of-the-art feature was the MID4’s HICAS four-wheel steering system which made the car feel more nimble and gave increased stability. The rear wheels could turn in either the same or opposite direction to the fronts (up to 0.5°) which also assisted low speed manoeuvrability.
An Anti-lock Brake System was installed along with ventilated discs all round.
The two-piece 15-inch light alloy wheels measured 7-inches wide. Nissan trialled both Dunlop and Pirelli tyres. Track was 70mm wider at the rear.
A 65-litre fuel tank was installed up against the rear bulkhead.
Engine / Gearbox
In the engine bay was Nissan’s latest iteration of the VG engine which had been introduced back in 1979.
Having arrived as a two-litre 60° V6, the VG engine was soon enlarged to three-litres.
In this latest VG30DE specification (which debuted in the MID4), dual overhead camshafts and four valves per cylinder were added.
Other equipment included electronic multi-point fuel-injection, mechanically timed electronic ignition and Variable Timing Control for the intake camshafts and exhaust gas recirculation system.
The engine block was cast-iron and the heads were light alloy. The motor was transversely mounted and displaced 2960cc thanks to a bore and stroke of 87mm and 83mm respectively.
A 10.0:1 compression ratio was employed which resulted in a peak output of 245bhp at 6000rpm and 285lb-ft at 4000rpm.
Transmission was via a five-speed manual gearbox and single plate clutch.
Bodywork
The handsome soft wedge bodywork was designed in-house and manufactured from fibreglass.
It featured retractable headlights, flush door handles, slatted side intakes and a Ferrari-style basket handle aerofoil behind the roof.
At the rear was a fixed body colour rear spoiler. The tail fascia housed rectangular single piece light clusters underneath arced cooling vents.
Twin exhausts exited from a body coloured grille.
Overall, the MID4 was extremely pleasing to the eye and, unlike many designs of the period, aged very well. Although it lacked the visual drama of an Italian design or the Germanic form of a Porsche, the MID4 would undoubtedly have sold very well had it been offered at a suitable price.
Interior
Inside, analogue instrumentation was housed in a curvaceous binnacle behind the three-spoke leather rimmed steering wheel.
The dash, centre console, armrests, door caps and door bins were dark grey plastic.
Leather was used for the gear and handbrake gaiters and the seat bolsters. The seat centres were trimmed in fabric upholstery to match the door panels.
Electric windows, electric mirrors, central locking and an audio system were all expected to be standard equipment.
Weight / Performance
Nissan quoted a weight of 1230kg, a top speed of 155mph and 0-62mph time of 5.5 seconds - figures that would have ensured the MID4 was a genuine rival for the European sports cars Nissan had in its sights.
Production
The MID4 displayed at Frankfurt in September 1985 was pearl white and left-hand drive. A red right-hand drive example was subsequently displayed at the Tokyo Motor Show in October.
Although the show cars appeared suitably well resolved for production to have started immediately, Nissan delayed.
Further Development
Work continued behind the scenes on the restyled and turbocharged 330bhp MID4 II (covered separately).
The MID4 II made its debut at the Tokyo Motor Show in October 1987. However, any hope of the model entering production was soon dashed on cost grounds.
Legacy
Although Nissan frustratingly abandoned the project at such a late stage, much of the MID4 technology, including the four-wheel drive, four-wheel steering and four valve DOHC engine, found its way into other Nissan models.
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
