Nissan GT-R Officially Revealed
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DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
While not covered in this review, evo mag said the GTR felt like it needed more effort to get from 170mph to 200mph, whereas the 997 Turbo felt like it got through those speeds effortlessly.
centurion;277090 said:
While not covered in this review, evo mag said the GTR felt like it needed more effort to get from 170mph to 200mph, whereas the 997 Turbo felt like it got through those speeds effortlessly.
DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
Actually, damn Top Gear conned all of us. I have the scans of the mag and there's no mention of anything remotely resembling a shootout between the 2 cars.
The real review is just against the 911TT.
A reprint of the review (for US markets) is here
2009 Nissan GT-R vs. 2008 Porsche 911 Turbo -- Inside Line.*
It is almost word for word the same as the Top Gear article (just missing the references to STIG test driving the GTR in the TG article). And if I am not wrong.. the photos in the Edmunds article actually show STIG in the driving seat of the GTR.
ulysses;278045 said:
Actually, damn Top Gear conned all of us. I have the scans of the mag and there's no mention of anything remotely resembling a shootout between the 2 cars.
The real review is just against the 911TT.
A reprint of the review (for US markets) is here
2009 Nissan GT-R vs. 2008 Porsche 911 Turbo -- Inside Line.*
It is almost word for word the same as the Top Gear article (just missing the references to STIG test driving the GTR in the TG article). And if I am not wrong.. the photos in the Edmunds article actually show STIG in the driving seat of the GTR.
DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
What I meant was that the edmunds article was almost word for word identical to the top gear magazine
and the STIG was mentioned and photographed for the TG article.
TripleM;278182 said:I would look like STIG too if I had the same racing suit n helmet.
What I meant was that the edmunds article was almost word for word identical to the top gear magazine
and the STIG was mentioned and photographed for the TG article.
DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
Back to my usual spamming
Full Test: 2009 Nissan GT-R
Wait for it!!! Tested by Inside Line (Edmunds)
0-60 in 3.3secs
Quarter Mile in 11.6 secs at 120.9 mph
The Numbers the World Has Been Waiting for
By Josh Jacquot, Senior Road Test Editor Email | Blog
Date posted: 12-18-2007
STORY TOOLS
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We know you want the numbers and we're not going to waste your time. Neither is Nissan. Its 2009 GT-R hits 60 mph in 3.3 seconds, quicker than the last Dodge Viper, Corvette Z06 and Porsche 911 Turbo we tested. Keep your foot pinned, and after another tap on the upshift paddle it will clear the quarter-mile in 11.6 seconds at more than 120 mph.
We know this because we've just returned from Japan where we tested a privately owned GT-R on an airstrip outside Tokyo. The car we tested was a Japanese-spec example with 1,500 break-in kilometers on its odometer. It's owned by Japanese journalist Jun Nishikawa and packs the same hardware the U.S. car will get: a 3.8-liter twin-turbo V6 that generates at least 473 horsepower and 434 pound-feet of torque. It had the same six-speed dual-clutch automated manual gearbox and the same adjustable dampers which, by now, you've read plenty about.
What you likely haven't heard about is this: launch control. Despite its bold 3.5-second 0-60-mph claim, Nissan has been keeping this little bit of technological wizardry a secret. Test a GT-R in the homeland, however, and the need for confidentiality is quickly overwhelmed by the need for speed.
Controlling the Launch
Activating the GT-R's launch control is a matter of configuring its transmission, dynamics control and damping adjustments properly. The transmission and damping switches must both be set to the R mode and the VDC must be switched off completely by holding the VDC-R button down for a few seconds. Then it's just a matter of pinning the brake with your left foot and wooding the throttle with your right, not unlike the technique used to produce a tire-shredding burnout in that '85 Camaro you drove in high school.
The result, however, is quite different. The computer holds the engine at 4,500 rpm and waits for you to lift your left foot off the brake pedal. When you do the GT-R produces the most crushing acceleration of virtually any production car in the world. Our test was conducted on a fairly low-grip surface that produced lots of rear wheelspin before the GT-R's sophisticated all-wheel-drive system engaged the front wheels and it thundered down the track. Its 3.3-second 0-60-mph run and 11.6 at 120.9 mph performance make the GT-R the quickest car we've ever tested.
It's even quicker than the Porsche 911 Turbo Tiptronic, but not by much. The German hits 60 mph in 3.4 seconds and blasts through the quarter-mile in 11.6 at 118.5 mph. Due to their lack of all-wheel drive, the Dodge Viper and Corvette Z06 are held back by traction limitations. Despite its 600-hp V10, the last Viper coupe we tested reached 60 mph in 3.7 seconds and finished the quarter-mile 11.8 at 125.3 mph. The Corvette Z06 isn't even close. Once impressive, its 4.1-second 0-60-mph run and 12-second quarter-mile at 121.8 mph are now well off the pace, which is why Chevy is creating the supercharged Corvette ZR1.
In an effort to preserve its drivetrain and relations with the owner, we only activated the launch control twice, but with a few more attempts to calm the violent wheelspin, the numbers would likely have been even better.
Leave the launch control off and the tranny in R mode, and the car is still sick quick. Sixty mph arrives in 4.0 seconds and the quarter-mile disappears in 12.3 seconds at 120.6 mph. All our testing was completed using manual shifting.
World-Class Braking
It requires 15-inch rotors, six-piston Brembo calipers and sticky Bridgestone Potenza RE070R rubber to bring a 3,836-pound GT-R to rest from 60 mph in only 104 feet. That's only 1 foot longer than the Porsche 911 Turbo equipped with the $8,800 ceramic composite brake package. It's also the same stopping distance as the last Dodge Viper we tested and 2 feet shorter than the Corvette Z06.
Experience tells us that the GT-R's conventional iron rotors aren't going to endure abuse as well as the 911 Turbo's ceramic brakes, but in a one-stop scenario like this, we have no reason to doubt them. With a solid, effective and intuitive pedal, braking confidence is high. Plus, we're guessing future versions of the GT-R will get brakes as advanced as the Porsche's.
Predictable, Accessible Handling
Our makeshift test facility at the AMI Airport near Tokyo didn't allow room for lateral acceleration testing on a skid pad. However, we did set up our standard slalom for comparison. Again, we were somewhat thwarted by the less-than-ideal surface, which had unavoidable painted lines crossing the course.
This served as an opportunity to witness the GT-R's striking at-the-limit composure. Blasting across the bumpy painted lines between cones, you get the sense that this is truly a special car. Its chassis remains composed and it goes exactly where it's pointed despite the ugly surface. There's none of the puckering that comes with driving a Vette or Viper this fast through a slalom. Nor is there the sense that the rear-mounted engine of a 911 Turbo is eventually going to find its way to the front.
The GT-R is versatile, with plenty of control latitude, and the difference between the limit of grip and the limit of control is huge. It's probably the most easily controlled car we've slid sideways between the cones. More importantly, its abilities are far more accessible for the average driver than those of its competition.
At 72.9 mph, it's quicker here than the Z06 and 911 Turbo but can't quite match the huge-tired Viper (74.2 mph). Still, it will be interesting to see how these numbers compare when all three cars are tested at the same place and time.
The Best Part
Perhaps more impressive than the GT-R's brain-cell-punishing acceleration or its stellar handling is its price. At just under $70,000 it's within reach of the upper middle-class enthusiast who insists on spending disproportionate amounts of his income on a car.
Plus, it will take an average driver and hurdle them into a realm of speed they couldn't buy with a 911 Turbo. It's world-class fast and relatively cheap. And that's a hard combination to beat.
Back to my usual spamming
Full Test: 2009 Nissan GT-R
Wait for it!!! Tested by Inside Line (Edmunds)
0-60 in 3.3secs
Quarter Mile in 11.6 secs at 120.9 mph
The Numbers the World Has Been Waiting for
By Josh Jacquot, Senior Road Test Editor Email | Blog
Date posted: 12-18-2007
STORY TOOLS
Print thisSave thisDigg this!Email thisMost populardel.icio.usWe know you want the numbers and we're not going to waste your time. Neither is Nissan. Its 2009 GT-R hits 60 mph in 3.3 seconds, quicker than the last Dodge Viper, Corvette Z06 and Porsche 911 Turbo we tested. Keep your foot pinned, and after another tap on the upshift paddle it will clear the quarter-mile in 11.6 seconds at more than 120 mph.
We know this because we've just returned from Japan where we tested a privately owned GT-R on an airstrip outside Tokyo. The car we tested was a Japanese-spec example with 1,500 break-in kilometers on its odometer. It's owned by Japanese journalist Jun Nishikawa and packs the same hardware the U.S. car will get: a 3.8-liter twin-turbo V6 that generates at least 473 horsepower and 434 pound-feet of torque. It had the same six-speed dual-clutch automated manual gearbox and the same adjustable dampers which, by now, you've read plenty about.
What you likely haven't heard about is this: launch control. Despite its bold 3.5-second 0-60-mph claim, Nissan has been keeping this little bit of technological wizardry a secret. Test a GT-R in the homeland, however, and the need for confidentiality is quickly overwhelmed by the need for speed.
Controlling the Launch
Activating the GT-R's launch control is a matter of configuring its transmission, dynamics control and damping adjustments properly. The transmission and damping switches must both be set to the R mode and the VDC must be switched off completely by holding the VDC-R button down for a few seconds. Then it's just a matter of pinning the brake with your left foot and wooding the throttle with your right, not unlike the technique used to produce a tire-shredding burnout in that '85 Camaro you drove in high school.
The result, however, is quite different. The computer holds the engine at 4,500 rpm and waits for you to lift your left foot off the brake pedal. When you do the GT-R produces the most crushing acceleration of virtually any production car in the world. Our test was conducted on a fairly low-grip surface that produced lots of rear wheelspin before the GT-R's sophisticated all-wheel-drive system engaged the front wheels and it thundered down the track. Its 3.3-second 0-60-mph run and 11.6 at 120.9 mph performance make the GT-R the quickest car we've ever tested.
It's even quicker than the Porsche 911 Turbo Tiptronic, but not by much. The German hits 60 mph in 3.4 seconds and blasts through the quarter-mile in 11.6 at 118.5 mph. Due to their lack of all-wheel drive, the Dodge Viper and Corvette Z06 are held back by traction limitations. Despite its 600-hp V10, the last Viper coupe we tested reached 60 mph in 3.7 seconds and finished the quarter-mile 11.8 at 125.3 mph. The Corvette Z06 isn't even close. Once impressive, its 4.1-second 0-60-mph run and 12-second quarter-mile at 121.8 mph are now well off the pace, which is why Chevy is creating the supercharged Corvette ZR1.
In an effort to preserve its drivetrain and relations with the owner, we only activated the launch control twice, but with a few more attempts to calm the violent wheelspin, the numbers would likely have been even better.
Leave the launch control off and the tranny in R mode, and the car is still sick quick. Sixty mph arrives in 4.0 seconds and the quarter-mile disappears in 12.3 seconds at 120.6 mph. All our testing was completed using manual shifting.
World-Class Braking
It requires 15-inch rotors, six-piston Brembo calipers and sticky Bridgestone Potenza RE070R rubber to bring a 3,836-pound GT-R to rest from 60 mph in only 104 feet. That's only 1 foot longer than the Porsche 911 Turbo equipped with the $8,800 ceramic composite brake package. It's also the same stopping distance as the last Dodge Viper we tested and 2 feet shorter than the Corvette Z06.
Experience tells us that the GT-R's conventional iron rotors aren't going to endure abuse as well as the 911 Turbo's ceramic brakes, but in a one-stop scenario like this, we have no reason to doubt them. With a solid, effective and intuitive pedal, braking confidence is high. Plus, we're guessing future versions of the GT-R will get brakes as advanced as the Porsche's.
Predictable, Accessible Handling
Our makeshift test facility at the AMI Airport near Tokyo didn't allow room for lateral acceleration testing on a skid pad. However, we did set up our standard slalom for comparison. Again, we were somewhat thwarted by the less-than-ideal surface, which had unavoidable painted lines crossing the course.
This served as an opportunity to witness the GT-R's striking at-the-limit composure. Blasting across the bumpy painted lines between cones, you get the sense that this is truly a special car. Its chassis remains composed and it goes exactly where it's pointed despite the ugly surface. There's none of the puckering that comes with driving a Vette or Viper this fast through a slalom. Nor is there the sense that the rear-mounted engine of a 911 Turbo is eventually going to find its way to the front.
The GT-R is versatile, with plenty of control latitude, and the difference between the limit of grip and the limit of control is huge. It's probably the most easily controlled car we've slid sideways between the cones. More importantly, its abilities are far more accessible for the average driver than those of its competition.
At 72.9 mph, it's quicker here than the Z06 and 911 Turbo but can't quite match the huge-tired Viper (74.2 mph). Still, it will be interesting to see how these numbers compare when all three cars are tested at the same place and time.
The Best Part
Perhaps more impressive than the GT-R's brain-cell-punishing acceleration or its stellar handling is its price. At just under $70,000 it's within reach of the upper middle-class enthusiast who insists on spending disproportionate amounts of his income on a car.
Plus, it will take an average driver and hurdle them into a realm of speed they couldn't buy with a 911 Turbo. It's world-class fast and relatively cheap. And that's a hard combination to beat.
centurion
Well-Known Member
Re: Nissan GT-R Officially Revealed
Yes I have read that. And I have read every damn thing in print about the GTR. I have read more about the GTR than about the cayman or R8. I would love to buy the GTR but I have now developed a psychological barrier against cars like the GTR ... too bad for me.DoggieHowser;277236 said:
Re: Nissan GT-R Officially Revealed
R35 against the Porsche and Lamborghini « Kultivate’s Weblog
2009 Nissan GT-R Time Attack & Battle Behind The Scenes of Best Motoring
R35 against the Porsche and Lamborghini « Kultivate’s Weblog
2009 Nissan GT-R Time Attack & Battle Behind The Scenes of Best Motoring
Re: Nissan GT-R Officially Revealed
Here's Topgear review of the R8 vs GTR (COTY 07)
with a twist in the end . . .may the better car win ...... or did it?
Top Gear GT-R Article
zoom in for a better read!
Here's Topgear review of the R8 vs GTR (COTY 07)
with a twist in the end . . .may the better car win ...... or did it?
Top Gear GT-R Article
zoom in for a better read!
Re: Nissan GT-R Officially Revealed
Doggie, what is the official published delimited top speed for the GTR? Does Nissan state whether it is gearing limited or power limited?
Someone else has mentioned that there was a Euro mag that quoted Nissan engineers as stating "at 300kmh the front wing produces 141kg of downforce; the rear wing 100kg; and the rear diffuser a further 50kg!" This totals 291 kg downforce at 300km/h, but by Nissan's chart we known L/D is 0.33, therefore at 300 km/h there is also 873 kg of drag. This is more drag than most any production or race car I know of, and will require over 950 whp to overcome and reach just 300km/h . Obviously this cannot be the case because we know it makes less power than that. We also know that the force@speed numbers are not an extrapolation based on forces at lower speeds, because the GTR's top speeds are listed as being pretty high. So if you could cross reference with other things you've read, it would help figure out the cause of such large discrepancy. Right now my money is on the press screwing up the details again.
It is the overall high downforce at such a low drag (if ignoring Nissan'a L/D), or the huge drag (if using Nissan's L/D) that is strange.
If the former is true, then it is the most efficient low cost supercar I know at 1.2 L/D yet great 0.27 Cd. It decimates any Ferrari road car aero wise (except heavy ground effect ones like Enzo, etc). Destoys all Porsche road cars too including the CGT, and makes the 911s look like a joke. Is it really that good? I can't remember the last time such a large step was made over competitiors in any specific area. Everything so far has been logical tradeoff and small steps... evolutionary, not revolutionary.
I just re-ran some calculation and the top speed numbers I am getting from working off forces, areas, and coefficients are quite high even bone stock assuming crank power is ~560hp. Without a little more data from Nissan the picture is incomplete. Trying to "officialize" these numbers so I can finally reach solid conclusion and store it in memory as the new benchmark for low drag downforce production car.
Doggie, what is the official published delimited top speed for the GTR? Does Nissan state whether it is gearing limited or power limited?
Someone else has mentioned that there was a Euro mag that quoted Nissan engineers as stating "at 300kmh the front wing produces 141kg of downforce; the rear wing 100kg; and the rear diffuser a further 50kg!" This totals 291 kg downforce at 300km/h, but by Nissan's chart we known L/D is 0.33, therefore at 300 km/h there is also 873 kg of drag. This is more drag than most any production or race car I know of, and will require over 950 whp to overcome and reach just 300km/h . Obviously this cannot be the case because we know it makes less power than that. We also know that the force@speed numbers are not an extrapolation based on forces at lower speeds, because the GTR's top speeds are listed as being pretty high. So if you could cross reference with other things you've read, it would help figure out the cause of such large discrepancy. Right now my money is on the press screwing up the details again.
It is the overall high downforce at such a low drag (if ignoring Nissan'a L/D), or the huge drag (if using Nissan's L/D) that is strange.
If the former is true, then it is the most efficient low cost supercar I know at 1.2 L/D yet great 0.27 Cd. It decimates any Ferrari road car aero wise (except heavy ground effect ones like Enzo, etc). Destoys all Porsche road cars too including the CGT, and makes the 911s look like a joke. Is it really that good? I can't remember the last time such a large step was made over competitiors in any specific area. Everything so far has been logical tradeoff and small steps... evolutionary, not revolutionary.
I just re-ran some calculation and the top speed numbers I am getting from working off forces, areas, and coefficients are quite high even bone stock assuming crank power is ~560hp. Without a little more data from Nissan the picture is incomplete. Trying to "officialize" these numbers so I can finally reach solid conclusion and store it in memory as the new benchmark for low drag downforce production car.
DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
Speed delimited it is supposed to go up to 192 or 193mph.
Speed delimited it is supposed to go up to 192 or 193mph.
Re: Nissan GT-R Officially Revealed
Thanks Erik just pointed out that it is gearing limited. Which is good because that doesn't disagree with the drag-power top speeds which are beyond that. Achievable assuming power width is sufficient for appropriate gearing.
Any info on where the downforce figures the other guy quoted came from appreciated, along with whether they concur with other sources and what those are too.
Thanks Erik just pointed out that it is gearing limited. Which is good because that doesn't disagree with the drag-power top speeds which are beyond that. Achievable assuming power width is sufficient for appropriate gearing.
Any info on where the downforce figures the other guy quoted came from appreciated, along with whether they concur with other sources and what those are too.
DoggieHowser
Well-Known Member
Re: Nissan GT-R Officially Revealed
Downforce figures were from the charts I got from Nissan's official PR website. Beyond that, I dunno
Downforce figures were from the charts I got from Nissan's official PR website. Beyond that, I dunno
Re: Nissan GT-R Officially Revealed
VIDEO VIDEO!!!!
YouTube - Nissan GT-R: World´s 1st Full Test - Inside Line Exclusive
[youtube]yDoJdQXmwu8[/youtube]
VIDEO VIDEO!!!!
YouTube - Nissan GT-R: World´s 1st Full Test - Inside Line Exclusive
[youtube]yDoJdQXmwu8[/youtube]
Re: Nissan GT-R Officially Revealed
I've recently put down a deposit for a new GTR. Originally scheduled to arrive end Jan but this has been pushed back a month as I decided on a different colour. I'm guessing there must be at least one other person on this forum who has a confirmed booking for the new GTR. Could you please drop me a PM. Would be good to compare notes and meet up with we collect our cars.
I've recently put down a deposit for a new GTR. Originally scheduled to arrive end Jan but this has been pushed back a month as I decided on a different colour. I'm guessing there must be at least one other person on this forum who has a confirmed booking for the new GTR. Could you please drop me a PM. Would be good to compare notes and meet up with we collect our cars.
