Nissan GT-R 2012
Under the new GT-R’s hood is the same VR38DETT 3.8-liter twin-turbocharged V-6 as before, but output has been increased from 485 bhp to a whopping 530 bhp, while torque gets raised from 434 lb.-ft. to 448. Mizuno attained these new figures by elevating boost pressure of the turbocharger from 0.75 bar to 0.90 bar, tweaking the engine's valve-timing system and altering the air/fuel ratio. He also improved breathing by enlarging the inlet pipe diameter and a section of exhaust pipe.
These changes are all evident upon flooring the throttle pedal for the first time. The first thing you notice is the sound: a decidedly more sinister growl emanates from within the engine compartment. Then you feel the g forces pressing you into the seat as the car snaps off the line. Part of the credit here goes to the gearbox's VDC-R mode, which has been modified to provide ideal launches without putting unnecessary stress on the transmission. Depress both the brake pedal and throttle pedal simultaneously, then let off the brakes—the new 2012 GT-R snaps off the line at an ideal 4000 rpm. Once under way, you seem to enter warp speed, as the 3965-lb. car hits 60 mph in 2.85 seconds, a figure we round up to 2.9. The quarter-mile mark comes and goes in a phenomenal 11.1 seconds...this is drag-car country.
The extra power isn't the only thing responsible for the car's enhanced acceleration; the new GT-R's aerodynamics are also significantly improved. The coefficient of drag has been improved from 0.27 to 0.26, meaning the GT-R now slices through the air with less resistance. What's more amazing is this: The car also has 10 percent more downforce. Mizuno-san worked this magic by cleverly routing more air to the sides of the car instead of over the top. Also, airflow has been increased to the radiator and front brakes via a larger grille and vents. The aerodynamic improvements, combined with those to the engine, have resulted in improved fuel economy figures of 16/23 city/highway. (The previous GT-R was rated at 15/21.)
Sharper Handling Responses and Better Ride Quality
Improvements to the new GT-R's chassis can be felt when simply cruising on the freeway. With the VDC in Comfort mode, the 2012 GT-R exhibits a smoother ride than its predecessor, noticeable especially when driving over harsh road irregularities. Mizuno made subtle changes to the suspension, which now features aluminum-piston shock absorbers and a carbon-composite strut bar in the engine bay. The special Bilstein DampTronic adjustable shocks monitor multiple vehicle information systems to provide appropriate damping forces for a variety of driving situations. Changes were made to the front and rear caster settings for the Dunlop SP Sport Maxx GT tires, the only tires available for the new GT-R. The biggest change to the car's drivability on the track was a considerable improvement in steering feel and precision.
The GT-R's electronically controlled ATTESA E-TS all-wheel-drive system has been left alone for 2012. The rear-biased system varies the torque split from 0/100 to 50/50 depending on speed, lateral acceleration, steering angle, 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. Around the skidpad, the new GT-R registered an even 1.00g while dancing through the slalom at 75.4 mph.
Stopping power is again provided by Brembo monoblock 6-piston front and 4-piston rear brakes. Enlarged front rotors (15.4-in. versus last year's 15.0s) team with 15.0-in. rears, both two-piece full-floating (and cross-drilled) designs with low-steel high-stiffness brake pads. The calipers utilize racing-style radial mounting to minimize caliper flex during extreme braking. The GT-R stops exceptionally well, coming to a complete halt from 60 mph and 80 mph in 114 ft. and 189 ft., respectively.
The careful eye will noticed subtle changes to the 2012 GT-R's exterior and interior. These include new lights on the front air dam and the aforementioned larger grille. The rear also has small vents in the bumper.
In Japan, Nissan is introducing an interesting new program for GT-R customers where owners of 2009, 2010 and 2011 GT-Rs can get their cars upgraded to 2012 specs...sort of like upgrading the operating system of your PC from Vista to Windows 7. It'll be interesting how many takers there are for this program, and if it will make it to the U.S.; prices vary depending on your car and which upgrades you choose.
As for those who want to order a new 2012 GT-R, the car will reach dealer showrooms in February in two trim levels. The base Premium edition will be priced at $89,950, while the Black Edition, with unique seat trim, colors and wheels, will retail at $95,100. Get in line now if you consider value to be a priority for supercar performance...but then again, you can wait another three years to see what Mizuno-san will do next.
Exclusive First Look: 2014 Nissan GT-R
Granted, it's not the prettiest objet d'art to ever grace the automotive scene. However, the GT-R's engineering ethos has always been one of form following function. The outlandishly curvaceous bodywork favored by other manufacturers takes a backseat to whatever technology makes the GT-R go faster, corner harder, and brake better than the competition. This helps explain why Nissan's effort at rounding off some of the GT-R's rough edges included a regime of hot-laps at the world famous Nürburgring in Germany.
Tuned at the Track
Years of racing knowledge, and thousands of miles spent circulating the Nürburgring, one of the world's most daunting circuits, have led to a thorough round of improvements for the road-going GT-R. Overall power from the 545-bhp turbocharged 3.8-liter V-6 engine remains the same, but Nissan's team of engineers focused plenty of attention on improving mid-range engine response and high-speed acceleration. The Nissan GT-R story is "one of continuous improvement," said Carl Phillips, Nissan's head of marketing for the GT-R in the U.S. "There's always something new for every model year. We're taking one of the world's greatest cars and making it better."
Like the iconic Porsche 911, the Nissan GT-R story is one of gradual change, not drastic makeovers. New high output fuel injectors have been incorporated into the engine, to better control fuel injection and improve throttle response. "A new oil pan baffle better stabilizes oil under high g-forces," explains Carl Phillips. A new specially developed orifice to the relief valve is added to the turbocharger bypass, to help maintain the GT-R's acceleration at high speeds. Thanks to these detail improvements, keen drivers will notice a stronger plateau of torque from 4,500 to 6,000 rpm in the latest GT-R.
For those moments when you're not stomping the gas pedal on a straightaway, you can pop open the hood for an extra bonus. "I'm not sure we've talked about the craftsmanship of the GT-R that much in the past," says Phillips. "The [GT-R] engines are all built by hand...a single person builds each engine from start to finish." To drive the point home, a plaque located at the front of the engine, near the oil dipstick, bears the name of the individual who constructed the turbo V-6 for each GT-R.
Clipping Apexes
Based on its years of racing experience, and those aforementioned testing sessions at the `Ring, Nissan's engineering team worked to lower the GT-R's center of gravity. Having as much weight located as low as possible is a sure-fire way to improve handling and the overall behavior of the suspension. Nissan's modifications were done with an eye on improving performance during track day sessions and, conversely, giving a boost to driving refinement during everyday use. Nissan began by lowering the GT-R's center of gravity with the deflection of the suspension bushings and tires. The shock absorbers and front anti-roll bar have also been retuned for the 2014 model year, to provide more stable behavior at high speeds.
Cam bolts have been installed on the front suspension to improve camber accuracy and better maintain alignment settings. Meanwhile, the torque from the driveshaft to the hub bearings is increased, to improve reliability during what Nissan refers to as "high-stress situations" (i.e. track driving). Chassis reinforcements were also added behind the dash panel bar and instrument panel, to boost rigidity. While not new for the 2014 model year, it's worth noting that Dunlop developed its SP Sport Maxx GT600 tires exclusively for the GT-R. "The close working relationship between our engineering team and Dunlop is a big part of the car's development," says Nissan's Carl Phillips.
Despite some earlier predictions that the new GT-R could shed a few pounds, the 2014 model has approximately the same 3,825 lb. curb weight of the outgoing model. Nissan also decided not to tweak the GT-R's ATTESA ET-S four-wheel-drive system, adaptive sport suspension, and dual-clutch automatic (with manual controls). Sometimes it pays not to mess with a good thing.
All in the Details
The wheels and exterior of the GT-R are also carry-over, though don't be fooled into thinking the brutish-looking style of this Nissan is short on technical advancement. Believe it or not, the GT-R has a drag coefficient of only 0.26 Cd. That's almost equal to the 0.25 Cd served up by the fuel-sipping ToyotaPrius hybrid. The "aeroblade" design of the GT-R's fenders not only looks aggressive, the shape has been optimized to improve airflow along the sides of the car. The vents in the front fenders are also entirely functional, and are there to pull heat from the V-6 engine, reduce air pressure, and provide more extra downforce.
Nissan says cabin improvements, especially an optional "amber red" leather trim available on the Premium trim level, are meant to appeal to a wider range of customers – specifically women and older, more mature clients. While the added luxury is a nice touch, we're willing to bet that GT-R customers remain a dedicated core of enthusiasts who value 0-60 mph times over soft-touch surfaces. Still, the improvements are appreciated, and impart a more upscale feel to the cabin. Pricing will be announced closer to the 2014 GT-R's official on sale date, scheduled for the early part of next year. If you simply can't wait, then consider a move to Japan, where the new and improved GT-R is already available.
