Filed under: LA Auto Show, Sports/GTs, Japan, Marketing/Advertising, Supercars, Nissan
LA 2007: U.S.-spec Nissan GT-R huge performance bargain at $69,850
UPDATE: Video of live reveal added after jump
click above image for high-res live shots of the U.S.-spec Nissan GT-R
Not only did we finally get to see the new U.S.-spec Nissan GT-R for the first time on these shores, but we also found out how much it will cost when it goes on sale next June in the States. Starting at $69,850 or slightly more for the premium package, this 7:38 Ring lapper represents a true performance bargain. In fact, with its twin-turbo 3.8L V6 churning out a healthy 480 HP and 430 ft-lbs of torque, this AWD supercar may bump the Z06 as the best bang-for-your buck when you factor in the practicality of its design. Fans of the new GT-R are well-versed in what they get for that money and can now see the undisguised face and tail in American trim. Carlos Ghosn himself revealed the car after we were teased with a quick animated trailer in which the GT-R led a certain German Turbo around various tracks and roads, seemingly without working up a sweat. That aforementioned Ring time certainly seems to back up the performance claims. Look for the GT-R in a select group of Nissan dealers that meet specific and stringent certification standards by early summer. Pre-orders will start in January, but we suggest you buy a tent and start camping out now.
PRESS RELEASE:
All New 2009 Nissan GT-R Comes To North America –
Multi-Dimensional Supercar Available in June 2008
The all-new 2009 Nissan GT-R, the fifth-generation of the legendary Nissan supercar, makes its North American debut at the 2007 Los Angeles Auto Show in November, following its worldwide debut at the Tokyo Motor Show in October 2007. No longer the unobtainable object of desire on a video game or in the movies, the GT-R will be available on sale for the first time in North American in June 2008.
GT-R is a multi-dimensional performance machine that lives up to the concept of "the ultimate supercar that can be driven by anyone, anytime, anywhere" and achieved a lap time of 7:38 around the famed Nürburgring Nordschleife, one of the fastest times achieved by a production-spec vehicle to date.
Packaging and Driveline Suited for a Supercar
The new Nissan GT-R is built on an exclusive all-new Premium Midship platform. This new platform enables the use of a world's first independent rear transaxle ATTESA E-TS all-wheel drive system, which optimizes weight distribution and handling capability. This layout places the transmission, transfer case and final drive at the rear of the vehicle, without the use of traditional torque tubes, allowing the suspension to operate independently and optimizing tire grip at each corner.
Under the hood, the Nissan GT-R features an all-new hand-built VR series 3.8-liter twin turbo V6 producing 480 horsepower @ 6,400 rpm and 430 lb-ft of torque @ 3,200 to 5,200 rpm, while meeting ultra-low emission vehicle (ULEV) standards.
The all-new VR38 engine, named VR38DETT, features innovative plasma-sprayed bores replacing cast iron liners for reduced friction, lighter weight, enhanced cooling, power output and fuel efficiency; a symmetrical independent intake and exhaust manifold system featuring twin high-performance IHI turbochargers; a secondary air management system for improved cold-start emissions performance; a thermostatically controlled oil-cooling system; an oil scavenger pump to maintain oil flowing to the turbochargers; and a lateral wet and dry sump oiling system. All GT-R engines are hand-built in a clean room environment at the Nissan Yokohama engine plant.
The VR38DETT is backed by an all-new, paddle-shifted GR6 sequential 6-speed dual clutch rear transaxle, which can be driver selected to shift at race car-like speeds. The sequential-shifting transaxle features separate wet clutches for the odd (1,3,5) and even (2,4,6) gears and pre-selects the next highest and next lowest gear for immediate shifts. It also features Hill Start Assist for easy starts on uphill inclines.
Contributing to overall vehicle balance and low center of gravity, the unique offset input and reaction shaft design of the GR6 rear transaxle enables a shorter design profile versus a typical manual transmission, moving the concentration of powertrain weight lower in the vehicle.
Putting the power to the ground is an electronically-controlled ATTESA E-TS all-wheel-drive system specifically developed for GT-R. The rear drive-biased system can vary torque split from 0:100 to 50:50 depending on speed, lateral acceleration, steering angles, tire slip, road surface and yaw rate. Of note is a special GT-R-specific yaw-rate feedback control, which measures the differences between the target yaw rate calculated from steering angle and actual yaw rate detected by the yaw-rate sensor and G sensor to adjust torque bias.
Handling duties are managed by a sophisticated 4-wheel independent suspension system mounted to high-precision six-point front and rear subframes.
A special Bilstein DampTronic driver adjustable shock absorber system utilizes multiple vehicle information systems to provide appropriate damping forces and high level of control for a variety of driving situations. The DampTronic system features three driver selectable settings - Normal; Comfort, for maximum suspension compliance; or "R," for ultimate handling. The same three-stage adjustability is available for the VDC system and transmission shift operation, which also includes a Snow mode.
Stopping power is provided by Brembo mono block six-piston front and four-piston rear calipers with large 15-inch Brembo full-floating cross-drilled two-piece rotors and low-steel high-stiffness brake pads which minimize fade and provide intense stopping performance. The calipers utilize race car-style radial mounting to minimize caliper flex during extreme braking.
GT-R-specific lightweight forged 20-inch wheels, with special knurling to assist with securing the tires during hard acceleration or braking, are shod with nitrogen-filled Bridgestone high-performance summer run-flat tires specifically designed for the GT-R, sized 255/40ZRF20 front and 285/35ZRF20 rear. High-performance Dunlop all-season tires are also available.
GT-R's Signature Functional Design – High Performance Aerodynamics and Style
The Nissan GT-R's styling follows the "function over form" theory. Every styling aspect, from the overall design to the smallest details, is created to maximize the vehicle's driving experience – as well as suggest GT-R's "supercar" level of performance. Utilizing advanced aerodynamics, GT-R's aggressive styling evokes the lines of a well-trained athlete, combining strong character lines with smooth and solid areas.
The all-new GT-R's hybrid body construction is created with a combination of steel, carbon fiber and die-cast aluminum, providing a unique combination of stiffness, precision and lightness. The body features a low coefficient of drag of 0.27 while achieving high front and rear downforce, providing stability and handling performance in a wide range of driving conditions.
GT-R's front fenders express power and stability, while the "aero-blades" on the fenders' leading edges provide optimum airflow around the tires and along the body. The vents in the fenders' trailing edges assists in providing front downforce and optimizing side air flow. The aggressive front end, with a large hood budge and single central air intake, provides a sophisticated style as well as undisturbed air flow for power and cooling.
New "super wide beam" headlights feature three additional sub-reflectors (compared to conventional lights) to give a wide illumination spread.
The Nissan GT-R's four-passenger cabin features a sloping "aero blade canopy" roofline and curved C-pillar "sword edge," which expresses the distinctive GT-R identity, as well as facilitating air flow around the rear of the vehicle. The signature rear view of the GT-R is provided by its hallmark four-ring taillights, while air flow above and below the vehicle is managed by the functional rear carbon fiber underbody diffuser, rear spoiler and large, integrated quad exhaust tips.
GT-R's advanced technology is present even in the vehicle's paint, which utilizes a durable anti-chip paint and "double clear coat" process. A special seven-coat silver paint color is available, which is baked five times and is also hand-polished by craftsman.
An Interior Suitable for Daily Driving or Supercar Duties
Key to the Nissan GT-R's usability as a both daily driver and a high-performance machine is its interior, which is designed to balance functionality and comfort. It provides comfortable four-passenger seating and trunk capacity of two golf bags or suitcases.
Sculpted performance bucket seats give the driver and passenger a comfortable driving experience, and soft pads are utilized on the dash in front of the passenger and both doors to give an extra level of comfort. The rear transaxle layout of GT-R, with a flat floor and narrow center tunnel, allows GT-R to have an optimal driving position.
A cockpit-style instrument panel surrounds the driver, with all meters and multi-function meter at a uniform height to minimize the driver's head movement. A large center-mounted tachometer, with gear display on its upper right, as well as the easy-to-read graphics of the display, gives the driver instant detailed information, essential for the performance nature of the GT-R.
Functional style is also evident in GT-R's interior – each meter features a dial plate design that evokes the idea of engaged gears, as well as a three-dimensional metal-like ring, suggesting the multi-dimensional performance of GT-R. A large, metallic-framed center console features an ergonomically designed shift lever and a red "engine start" button.
The centerpiece of the instrument panel is a video game-inspired multi-function display. Eleven pages of information are available on this system, including mechanical and driving information, acceleration, brake pedal pressure, steering angle and a recording function with playback. Additional on-screen information includes a Navigation system, enhanced entertainment system with a Music Box Hard Drive and a Bluetooth® Hands-free Phone System.
An available specially-designed 11-speaker Bose® audio system features two forward-facing woofers in the rear center armrest area. Rigid aluminum die cast panel-mounting of all speakers allowed Bose engineers to perfect the acoustical performance of the GT-R sound system.
High-Performance Safety Technologies
The Nissan GT-R offers a long list of safety features, including, for enhanced visibility inside and out of the vehicle, high-mounted LED stoplights, bright LED rear combination taillights, "super wide beam" headlights, heated door mirrors and flat-blade windshield wipers.
Standard safety equipment includes a Nissan Advanced Air Bag System for driver and front passenger, front seat belts with pretensioner and load limiters and tension reducers, and three-point ELR/ALR rear seat belts. Driver and front passenger SRS Side Air Bag System and SRS Curtain Air Bag System are also available.
click above image for high-res live shots of the U.S.-spec Nissan GT-R
Not only did we finally get to see the new U.S.-spec Nissan GT-R for the first time on these shores, but we also found out how much it will cost when it goes on sale next June in the States. Starting at $69,850 or slightly more for the premium package, this 7:38 Ring lapper represents a true performance bargain. In fact, with its twin-turbo 3.8L V6 churning out a healthy 480 HP and 430 ft-lbs of torque, this AWD supercar may bump the Z06 as the best bang-for-your buck when you factor in the practicality of its design. Fans of the new GT-R are well-versed in what they get for that money and can now see the undisguised face and tail in American trim. Carlos Ghosn himself revealed the car after we were teased with a quick animated trailer in which the GT-R led a certain German Turbo around various tracks and roads, seemingly without working up a sweat. That aforementioned Ring time certainly seems to back up the performance claims. Look for the GT-R in a select group of Nissan dealers that meet specific and stringent certification standards by early summer. Pre-orders will start in January, but we suggest you buy a tent and start camping out now.
Gallery: US Spec 2009 Nissan GT-R
PRESS RELEASE:
All New 2009 Nissan GT-R Comes To North America –
Multi-Dimensional Supercar Available in June 2008
The all-new 2009 Nissan GT-R, the fifth-generation of the legendary Nissan supercar, makes its North American debut at the 2007 Los Angeles Auto Show in November, following its worldwide debut at the Tokyo Motor Show in October 2007. No longer the unobtainable object of desire on a video game or in the movies, the GT-R will be available on sale for the first time in North American in June 2008.
GT-R is a multi-dimensional performance machine that lives up to the concept of "the ultimate supercar that can be driven by anyone, anytime, anywhere" and achieved a lap time of 7:38 around the famed Nürburgring Nordschleife, one of the fastest times achieved by a production-spec vehicle to date.
Packaging and Driveline Suited for a Supercar
The new Nissan GT-R is built on an exclusive all-new Premium Midship platform. This new platform enables the use of a world's first independent rear transaxle ATTESA E-TS all-wheel drive system, which optimizes weight distribution and handling capability. This layout places the transmission, transfer case and final drive at the rear of the vehicle, without the use of traditional torque tubes, allowing the suspension to operate independently and optimizing tire grip at each corner.
Under the hood, the Nissan GT-R features an all-new hand-built VR series 3.8-liter twin turbo V6 producing 480 horsepower @ 6,400 rpm and 430 lb-ft of torque @ 3,200 to 5,200 rpm, while meeting ultra-low emission vehicle (ULEV) standards.
The all-new VR38 engine, named VR38DETT, features innovative plasma-sprayed bores replacing cast iron liners for reduced friction, lighter weight, enhanced cooling, power output and fuel efficiency; a symmetrical independent intake and exhaust manifold system featuring twin high-performance IHI turbochargers; a secondary air management system for improved cold-start emissions performance; a thermostatically controlled oil-cooling system; an oil scavenger pump to maintain oil flowing to the turbochargers; and a lateral wet and dry sump oiling system. All GT-R engines are hand-built in a clean room environment at the Nissan Yokohama engine plant.
The VR38DETT is backed by an all-new, paddle-shifted GR6 sequential 6-speed dual clutch rear transaxle, which can be driver selected to shift at race car-like speeds. The sequential-shifting transaxle features separate wet clutches for the odd (1,3,5) and even (2,4,6) gears and pre-selects the next highest and next lowest gear for immediate shifts. It also features Hill Start Assist for easy starts on uphill inclines.
Contributing to overall vehicle balance and low center of gravity, the unique offset input and reaction shaft design of the GR6 rear transaxle enables a shorter design profile versus a typical manual transmission, moving the concentration of powertrain weight lower in the vehicle.
Putting the power to the ground is an electronically-controlled ATTESA E-TS all-wheel-drive system specifically developed for GT-R. The rear drive-biased system can vary torque split from 0:100 to 50:50 depending on speed, lateral acceleration, steering angles, tire slip, road surface and yaw rate. Of note is a special GT-R-specific yaw-rate feedback control, which measures the differences between the target yaw rate calculated from steering angle and actual yaw rate detected by the yaw-rate sensor and G sensor to adjust torque bias.
Handling duties are managed by a sophisticated 4-wheel independent suspension system mounted to high-precision six-point front and rear subframes.
A special Bilstein DampTronic driver adjustable shock absorber system utilizes multiple vehicle information systems to provide appropriate damping forces and high level of control for a variety of driving situations. The DampTronic system features three driver selectable settings - Normal; Comfort, for maximum suspension compliance; or "R," for ultimate handling. The same three-stage adjustability is available for the VDC system and transmission shift operation, which also includes a Snow mode.
Stopping power is provided by Brembo mono block six-piston front and four-piston rear calipers with large 15-inch Brembo full-floating cross-drilled two-piece rotors and low-steel high-stiffness brake pads which minimize fade and provide intense stopping performance. The calipers utilize race car-style radial mounting to minimize caliper flex during extreme braking.
GT-R-specific lightweight forged 20-inch wheels, with special knurling to assist with securing the tires during hard acceleration or braking, are shod with nitrogen-filled Bridgestone high-performance summer run-flat tires specifically designed for the GT-R, sized 255/40ZRF20 front and 285/35ZRF20 rear. High-performance Dunlop all-season tires are also available.
GT-R's Signature Functional Design – High Performance Aerodynamics and Style
The Nissan GT-R's styling follows the "function over form" theory. Every styling aspect, from the overall design to the smallest details, is created to maximize the vehicle's driving experience – as well as suggest GT-R's "supercar" level of performance. Utilizing advanced aerodynamics, GT-R's aggressive styling evokes the lines of a well-trained athlete, combining strong character lines with smooth and solid areas.
The all-new GT-R's hybrid body construction is created with a combination of steel, carbon fiber and die-cast aluminum, providing a unique combination of stiffness, precision and lightness. The body features a low coefficient of drag of 0.27 while achieving high front and rear downforce, providing stability and handling performance in a wide range of driving conditions.
GT-R's front fenders express power and stability, while the "aero-blades" on the fenders' leading edges provide optimum airflow around the tires and along the body. The vents in the fenders' trailing edges assists in providing front downforce and optimizing side air flow. The aggressive front end, with a large hood budge and single central air intake, provides a sophisticated style as well as undisturbed air flow for power and cooling.
New "super wide beam" headlights feature three additional sub-reflectors (compared to conventional lights) to give a wide illumination spread.
The Nissan GT-R's four-passenger cabin features a sloping "aero blade canopy" roofline and curved C-pillar "sword edge," which expresses the distinctive GT-R identity, as well as facilitating air flow around the rear of the vehicle. The signature rear view of the GT-R is provided by its hallmark four-ring taillights, while air flow above and below the vehicle is managed by the functional rear carbon fiber underbody diffuser, rear spoiler and large, integrated quad exhaust tips.
GT-R's advanced technology is present even in the vehicle's paint, which utilizes a durable anti-chip paint and "double clear coat" process. A special seven-coat silver paint color is available, which is baked five times and is also hand-polished by craftsman.
An Interior Suitable for Daily Driving or Supercar Duties
Key to the Nissan GT-R's usability as a both daily driver and a high-performance machine is its interior, which is designed to balance functionality and comfort. It provides comfortable four-passenger seating and trunk capacity of two golf bags or suitcases.
Sculpted performance bucket seats give the driver and passenger a comfortable driving experience, and soft pads are utilized on the dash in front of the passenger and both doors to give an extra level of comfort. The rear transaxle layout of GT-R, with a flat floor and narrow center tunnel, allows GT-R to have an optimal driving position.
A cockpit-style instrument panel surrounds the driver, with all meters and multi-function meter at a uniform height to minimize the driver's head movement. A large center-mounted tachometer, with gear display on its upper right, as well as the easy-to-read graphics of the display, gives the driver instant detailed information, essential for the performance nature of the GT-R.
Functional style is also evident in GT-R's interior – each meter features a dial plate design that evokes the idea of engaged gears, as well as a three-dimensional metal-like ring, suggesting the multi-dimensional performance of GT-R. A large, metallic-framed center console features an ergonomically designed shift lever and a red "engine start" button.
The centerpiece of the instrument panel is a video game-inspired multi-function display. Eleven pages of information are available on this system, including mechanical and driving information, acceleration, brake pedal pressure, steering angle and a recording function with playback. Additional on-screen information includes a Navigation system, enhanced entertainment system with a Music Box Hard Drive and a Bluetooth® Hands-free Phone System.
An available specially-designed 11-speaker Bose® audio system features two forward-facing woofers in the rear center armrest area. Rigid aluminum die cast panel-mounting of all speakers allowed Bose engineers to perfect the acoustical performance of the GT-R sound system.
High-Performance Safety Technologies
The Nissan GT-R offers a long list of safety features, including, for enhanced visibility inside and out of the vehicle, high-mounted LED stoplights, bright LED rear combination taillights, "super wide beam" headlights, heated door mirrors and flat-blade windshield wipers.
Standard safety equipment includes a Nissan Advanced Air Bag System for driver and front passenger, front seat belts with pretensioner and load limiters and tension reducers, and three-point ELR/ALR rear seat belts. Driver and front passenger SRS Side Air Bag System and SRS Curtain Air Bag System are also available.
Reader Comments (Page 6 of 7)
Joel 12:05AM (11/15/2007)
Which makes its a semi-manual/semi-automatic. What he referred to was the lack of third pedal, a human pressed clutch. The lack of a third pedal is the reason I do not desire this car. I know that computer controlled/regulated transmissions are now faster than full manuals, but they do not give one as much control, and are not as much fun, in my opinion.
Aaron B Brown 11:23PM (11/14/2007)
God I'm loving this, all these Corvette and Viper owners are finally having to come to grips with the fact that the American car manufacturers suckered them into making huge payments with interest to buy cars that are basically obsolete sh-t boxes in comparison to the Nissan GT-R. The truth is that the cars they bought this year were obsolete 10 years ago, it's just that no manufacturer had what it to look to put a cutting edge all wheel drive vehicle on the market, until now.
As I said, watch and see how fast all the major car manufacturers start jumping on this boat. The early skylines embarrassed Porsches and Ferraris when they were introduced, and Corvettes were pathetic wheezers back then that couldn't handle their way out of a paper bag.
Now Nissan has done it again, but this time they're available to everyone, everywhere around the world, for price that is just fantastic, easily the best buy for your money, not to mention being far more practical and safe than just about every other high-performance car on the market.
The good news, for all you posers, is that before you know it you'll be able to get a real good deal on a Porsche Turbo, M3, Corvette, AMG etc. as these cars begin clogging up the dealership's gathering dust because everyone who puts performance ahead of cachet won't want them anymore, because we recognizes them for what they are, outdated kiddy toys. :-)
I imagine Nissan will incorporate a similar design into there new Z-cars very shortly, perhaps we'll see a new twin turbo 400Z out next, for a similar price. Pretty soon the Corvette and Viper owners will be afraid to bring their vehicles out of the garage, on anything other than perfect weather days, for fear of meeting up with a Nissan.
I'd like to take one of these bad boy GT-Rs out on the frozen lakes of Minnesota in the winter, remove the governor, and see how fast it'll really go. There's nothing like ramming ice cold air into an intercooled turbocharged engine, if you want to obtain maximum velocity. Can you say 220 mph? I knew you could.
Reply
Chuck 12:29AM (11/15/2007)
AWD is great, but a highly tuned RWD is just as capable if not more so. Think about it. Do F1 and Indy cars run AWD? No. Why? Because they don't need it. It's too heavy and prone to failure under high HP numbers. RWD is much more reliable and can actually puts down more power to the wheels. It's a fact that AWD will always have more drivetrain loss when compared to RWD.
CJ 1:32PM (11/15/2007)
220 mph. Yup you're drunk.
Chuck 1:27AM (11/15/2007)
Nissan is setting up its GT-R customers for a big failure when the production car comes out. Given the GT-R's weight and HP, its time around the ring just doesn't correlate with other cars putting up similar times.
Yes, there's more to lap times other than HP and weight, but within this class of cars and lap times, it is presumed that suspension geometry and handling is superb.
Even if the GT-Rs handing and AWD system is on another level, I still don't think that will account for the time difference. If you look at the other cars putting up similar times, one must question whether another other variable has to come into play, whether that be tires, an underrated engine or whatever else.
Just look at the Carrera GT. The Carrera weighs 3043lbs and has 605bhp and 435 lb-ft of torque yet can only muster a 7:32 around the Nurburgring. Meanwhile the Nissan GT-R weighs in at 3,836 lbs and produces 473hp and 434 lb-ft of torque, but is only 6 second off the Carrera's pace. Something just doesn't add up. Which means...
1. The car is making more power than 475hp and is modded.
2. The car has a lower weight than 3850lbs and is stripped.
3. The car was running slicks.
4. Not only did they run it from a rolling start, they timed it with a fucking stopwatch.
Likely scenario? All above.
Mizuno's is also stating the GT-R ran a 1/4 mile time of 11.7 @149. Yeah, right. A trap speed of 149 is what cars running line 9 trap. In 110 degree weather? Keep pulling my leg Mizuno.
"Mizuno's numbers are impressive: 3.5 seconds to 60 mph (in 110-degree weather, no less), 11.7 seconds to the quarter mile at a t rap speed of 149.1 mph. He says the GT-R will tear up the skidpad to the tune of 0.99 g -- even on 20-inch run flats -- and stop from 60 mph in only 111.5 feet. Top speed is targeted at 192.6 mph, though it will be governed to 186 mph. Notable, however, iss that while these stats beat his 911 Turbo numbers and those recorded by other magazines, they don't beat ours."
http://www.motortrend.com/roadtests/coupes/112_0712_2008_nissan_gt_r/technology_specs.html
The Z06 ran a 7:44, bone stock, and did it from a stop on shitty all season rubber using the track timers. When the production GT-R does the same and runs anywhere near as good, then I will be impressed.
Reply
GusGracia 1:41AM (11/15/2007)
All this talk of Vette this Z06 that is rather trite. Every old man in this damn city (I live in south FL, Pembroke Pines area) drives a Vette. The Vette is like the civic of the performance car world, it does was it does well but it's so bland and uninspiring look-wise as to become irrelevant. And to be honest, you could make any car faster if you wanted... it's a matter of money. We have boosted Zs and tweaked up EVOs that destroy supercharged vettes all day on the local hot spot (US 27). Pushrod bullcrap is dead, little 4 bangers and sixers already have the detroit boys clenching their buttcheeks. Wait till the JDM boys move into the big block territory. ^.~
Reply
Chuck 2:00AM (11/15/2007)
GusGracia
"We have boosted Zs and tweaked up EVOs that destroy supercharged vettes all day on the local hot spot (US 27). Pushrod bullcrap is dead, little 4 bangers and sixers already have the detroit boys clenching their buttcheeks. Wait till the JDM boys move into the big block territory."
Statements like that make you a ricer Gus.
Gus Gracia 2:21AM (11/15/2007)
A "ricer" is someone who puts useless bobbles on their cars to get attention (most often from the police), in a desperate plea for attention. Turboing a car or adding more go-fast parts is not ricer at all.
The point I was trying to make was that, it matters how fast a car is but that is not the ONLY reason to purchase a vehicle. I mean I've seen little civic hatches with 450+ WHP (on the old B series blocks), or Suzuki Swifts with insane motor swaps that could definitely give a vette a run for it's money.
Basically what I'm trying to say is: No one turns their head for a vette, no one really gives a damn about them when it comes to the average joe-consumer or joe-driver or whomever; the vette is commonplace and uninspiring. And even in the tuning/race world, the OHV dinosaur is laughable. 7 liters and you're only making 400-500HP NA? The 380RS Nissan blocks make power in that range with a "puny" 3.8L.
Something about the GT-R turns heads, it brings out a love for everything automotive in people. I know the first drivers of these beasts are going to be getting thumbs up all day. Unfortunately my little Z is going to need some boost in order to keep up with his younger brother. Which reminds me... Nissan, please make a stock boosted Z. The sound of a turbo spooling, a BOV discharging air, and the subsequent surge of power from a turbocharger makes me all warm and fuzzy inside.
Christian 3:23PM (11/16/2007)
BAHAAAAAAAAHAH. A 450fwhp civic is a straightline, 4-pass timebomb, that's not a real car, so don't make it seem like its on the same level than car that makes 400rwhp STOCK.
Aaron B Brown 2:02AM (11/15/2007)
I realize that many of you folks who were brought up on rearwheel drive, which most of the time is ONE wheel drive in any car that lacks full possi traction, don't really understand the advantage in real-world driving conditions which can be achieved with modern all-wheel-drive systems, the kind of conditions which you almost never run into on a track. In a 1 Wheel Drive vehicle, when you hit a patch of sand or debris in the road, say goodbye to your traction. And anyone who's ever driven a top-notch all-wheel-drive machine like a Subaru WRXsti, Mitsubishi Evo or Audi Quattro, immediately understands the unbelievable advantage such vehicles have on dirt roads, gravel roads, ice, wet roads, mud, sand and even bone dry pavement. it's the kind of thing that you'll never truly understand until you get behind the wheel of one of these vehicles and push the envelope.
But all wheel drive is just one of the components in the GT-R equation, which combine to make the Nissan a present-day example of the what future cars will incorporate.
The state-of-the-art yaw control for instance, is of the type that to date has has been found almost exclusively in race cars, or multimillion dollar supercars. But now it's available for most anyone in this Nissan, as well as in Mitsubishi's new Evo. This is another technological advance that must be experienced in order to be truly understand. I can't say enough about what a leap forward this yaw control is for road cars. It allows the driver the kind of precise control which eliminates the need for minor steering corrections produced by suspension and traction imbalances. This yaw control system gives the driver a level of steering precision heretofore unknown in road cars.
Also the all-wheel-drive system in this car has computer-controlled torque split, that instantaneously puts power to the wheels which can best utilize it. So when you're coming out of a hard right-hander, all the power is transferred into left front and rear wheel, where all the centrifugal force is mashing them down to the pavement, in precisely the right amount and sequence, thereby giving you the kind of drive out of a corner that no rear wheel drive car can ever hope to match. It's just not possible
The third vital component that makes this car so superior is weight distribution and mass centralization. With a perfect weight balance through the placement of the transaxle/transmission/transfer-case just ahead of the rear wheels, providing the optimal counterbalance for the weight of the engine. In the mid engine car, or a vehicle with the engine and transmission placed over the front wheels, you always have the problem of the rest of the vehicle wanting to rotate around that mass during any kind of direction change, basic physics. But with the Nissan that mass is centralized, which from a practical standpoint all but eliminates this problem. From a structural design standpoint, this configuration is superior to every to other.
Put all these components together, along with a phenomenal suspension, and what you've got is a car that can be significantly heavier and even less powerful than other cars not similarly equipped, and still be capable of outperform them.
Mark my words, 10 years down the road, Chrysler and GM -- though perhaps not Ford :-) -- will be producing just such cars, and all of you that are going to wait around for them to do it because you couldn't bring yourself to drive a Japanese car, will get behind the wheel of those future all-wheel-drive Corvettes and Vipers, and you'll never for one moment considering going back to the disadvantages of what by then will be seen as archaic rear wheel drive systems.
Bet on it.
Reply
Gus Gracia 2:33AM (11/15/2007)
While I can agree AWD is much more confidence inspiring and easier to drive faster, I can't really say it is a better layout. How should I put this... even though it will be faster as a result of AWD (especially with the addition of the remarkable ATTESA system), I hope you will be able to defeat the function of the front wheels somehow. Something about RWD is just plain fun. Sliding through the curves at breakneck speeds; making your girlfriend squeal when you go into full countersteer on a U-turn, and then, being able to switch back to the safety of AWD on a rainy day. Haha, well I guess I'm dreaming too much but I hope they at least offer a GT-S or base version that is RWD only as they have done in the past.
Gus Gracia 2:23AM (11/15/2007)
Whoops, I must be getting sleepy... I reviewed my last post and found a few repetitions and such. Ugh, please excuse me I was in the photo lab all day making prints.
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Chuck 3:22AM (11/15/2007)
"And even in the tuning/race world, the OHV dinosaur is laughable."
I love people who don't have any idea what they are talking about. The first pushrod OHV was developed by Buick in 1902. The first DOHC engine was develop by Fiat in 1912. Turbo technology has been around just as long.
"7 liters and you're only making 400-500HP NA? The 380RS Nissan blocks make power in that range with a "puny" 3.8L."
I'll say it again. Who the hell cares how much displacement they use? Even though it's displacement is only 3.8L, the VR38DETT is not only much heavier but also physically larger(height,width) than the 7.0L LS7. The VR38DETT is a pretty massive engine.
People are running low 11's and hitting high 10's with only sticky tires with the Z06. I wouldn't call that slow.
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KiwiSteve 5:18AM (11/15/2007)
RWD is fun but for most people AWD is quicker, you will live longer in the GTR than a vette if you drive at your limit. I had a R32 GTS4 Skyline (which is a lower powered version of the GTR) and in trackdays in QLD, OZ my times were faster than RWD skylines which had all the same running gear, same HP(i.e. unmodified) and were 150kgs lighter. Maybe I was a better driver (but I am not sure about that!) but it illustrates that the AWD system/attessa can more than compensate for its extra weight.
There are many variables to take into consideration but if you are fast in a vette(and you're not shumacher or andretti) then you will be faster in the GTR!
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Panda 8:14AM (11/15/2007)
Does anyone remember the power understatements of the Japanese manufacturers years ago?? I have a slight feeling that something might be amis here. 380HP from a 3.8 V6. Many manufacturers can get that naturally aspirated. Now there are two turbos in the mix. Has any third party been able to independently test the power output yet? Maybe Nissan is lining up to give everyone a bit of a surprise. Thats just a feeling I have, wait and see.
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Adam 12:55PM (11/15/2007)
Didn't see your post when I posted. I second that sentiment. I love these guys who make their ridiculous comments about Japanese cars when they have no idea about their history.
why not the LS2LS7? 12:19PM (11/16/2007)
Those understatements were that they would only quote 276HP (280PS) because of an agreement between manufacturers. This agreement is over.
There's no reason to think Nissan is significantly lying about this HP. Not by the hundred or so it would take to reach the performance figures talked about on here.
Panda 8:17AM (11/15/2007)
Sorry typo,480HP not 380.Same idea still.
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samQX 10:19AM (11/15/2007)
http://www.apartment107.com/view_video2.php?id=157
The new GTR will do the same damage!!
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Adam 12:49PM (11/15/2007)
All of you quoting HP numbers really don't know Japanese car history. Remember when all Japanese cars were rated at 276hp when in reality they were making in excess of 300hp. I take the 470hp number with a grain of salt since the Japanese manufactures aren't as obsessed w/ hp numbers as they are w/ lap times. I've driven a 2006 Z06 and it was fast as sheez, but the tail would always threaten to get loose. You Z06 fanboys should actually drive one before making the braggadocios claims about the car's handling. Its a rocket in street trim, but hates turning. The racing version is a completely different car!!! The GT-R is a better street car because it handles. Its that simple.
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