GTR-WORLD.net GTR-WORLD.netは日産GT-RのウェブマガジンをはじめとしたGT-R総合ポータルサイトです。 http://www.gtr-world.net/:8 Nucleus CMS v3.41RC <![CDATA[MIDORI　『サイレントハイパワーNRマフラー』sinnsouonn ]]> gtrworld 2009-12-26T13:30:57Z 2009-12-26T22:30:57+09:00
現在の騒音基準は近接騒音のみです。
今回の変更では、2010年4月以降に初年度登録する車両については、近接騒音に加え、新たに加速騒音が規制されることになりました（同時に、テールパイプから装着する取り外し可能なサブマフラーも規制されます）。

概要はコチラ

つまり、来年の4月以降に購入・登録したR35やZ34は、この新基準が適用されることになるのです。

緑整備センターでは、この新基準に合致した静かで性能も確保できる『サイレントハイパワーNRマフラー』を開発いたしました。本来なら、R35やZ34などの新車だけに新基準に適用させれば良いのですが、静かなスポーツマフラーを望む声に応えてR32以降の第2世代GT-Rもラインナップに加えました。

今回、緑整備センターでは『サイレントハイパワーNRマフラー』の騒音試験をJARI（日本自動車研究所）で行い、無事、騒音試験をクリヤいたしました。JARIでは、騒音試験に合格したマフラーをホームページ上で公開しております。

■JARIホームページ
■性能等確認済表示の公表

現在、この試験に合格しているのはワークス各社（TRD,オーテックジャパン,STI,無限,ラリーアート）の他、HKSと藤壺のみで弊社製品がそれに続く快挙となっております。

静かなスポーツマフラーをお望みの方に是非とも、おすすめしたい『サイレントハイパワーNRマフラー』です。]]> http://www.gtr-world.net/:8:2791 <![CDATA[NISSAN GT-R SpecV Photos]]> gtrworld 2009-01-08T02:06:45Z 2009-01-08T11:06:45+09:00
Photo: By courtesy of Nissan Motor Co., Ltd.



]]> http://www.gtr-world.net/:8:2309 <![CDATA[Nissan Announces New GT-R SpecV Model]]> gtrworld 2009-01-08T02:04:34Z 2009-01-08T11:04:34+09:00

NISSAN GT-R SpecVNISSAN GT-R SpecV


Developed around the multi-dimensional Nissan GT-R sports car, which was introduced just more than one year ago to universal global acclaim, the new SpecV model builds on the original's "ultimate supercar that anyone can enjoy driving anywhere, at anytime" philosophy - taking it to an entirely new level of "oneness between man and machine." The SpecV model includes unique body, interior and performance equipment and modifications, raising the GT-R's unmatched performance to even higher levels.

The GT-R SpecV's new exterior features include a carbon fiber rear spoiler, a carbon fiber grille, and carbon fiber brake ducts. The SpecV is available exclusively in Ultimate Black Opal (RP) body color. Inside, the SpecV's unique two-seat interior (non-SpecV GT-R models also include a two-place rear seat) offers special Recaro carbon fiber bucket seats, while carbon fiber insets embellish the rear center storage box, instrument panel and other trim areas.

Performance is enhanced with a new high gear boost control device, which momentarily increases boost of the engine's twin turbochargers for greater torque in the intermediate-to-high speed ranges to provide a more powerful feeling of acceleration, while also allowing the engine to operate at a lower speed for improved fuel economy. Other modifications include a titanium-coated exhaust system and carbon-ceramic brakes that provide powerful stopping performance.

The GT-R SpecV is also equipped with lightweight, racing-style forged aluminum wheels that were developed for this model and have been sold by Nissan Motorsports International (NISMO) since September 2008. The lighter unsprung weight provided by the new wheels, together with the enhanced braking capability, an exclusive suspension and high-grip tires, combine to deliver the SpecV's exceptional performance.

The SpecV will be sold at the following seven dealer outlets, each of which is staffed by mechanics with special GT-R SpecV training and who are knowledgeable of racing circuit driving.

Dealer outlets selling the SpecV
Ibaraki Nissan Sales Co., Ltd. Mito Sennami Outlet
Nissan Prince Tokyo Sales Co., Ltd. Kamedo Outlet
Nissan Prince Nagoya Sales Co., Ltd. Fukiage Outlet
Nissan Prince Osaka Sales Co., Ltd. Horie Kawaguchi Outlet
Nissan Prince Hyogo Sales Co., Ltd. Nada Outlet
Nissan Prince Kagawa Sales Co., Ltd. Takamatsu Outlet
Yamaguchi Nissan Sales Co., Ltd. Ogori Interchange Outlet

Suggested nationwide retail price (including consumption tax) 15,750,000 yen

Related URL: http://www.nissan.co.jp/GT-R/ SPECV/]]> http://www.gtr-world.net/:8:2308 <![CDATA[GT-R vs Porsche at Thunderhill Park Raceway]]> gtrworld 2008-09-22T05:04:59Z 2008-09-22T14:04:59+09:00

Quite a number of Porsche owners have gone out and purchased a new GT-R since it’s launch in the US in the middle of this year. There’s various reasons to do this but hopefully, some do it because they are open minded and are interested in driving fast over what badge is on the front of the car.

Chris over at NAGTROC owns both a 700hp 997 turbo and a new GT-R and has had the chance to run both cars at Thunderhill Park Raceway on the same day in the same conditions and has had the chance to measure it with a TraqMate GPS recording device.

In his first day out at this track in the GT-R he managed a laptime of 2:05 which was two seconds faster than his previous best in the 997.

The same day in the same conditions in the 700hp 997TT he managed a 2:07 in the Porsche but in an untimed session (due to the TraqMate becoming unplugged) may have managed a 2:05 or 2:04.

Overall he rates the chances of a standard 997TT vs a standard GT-R to be slim to none at that track. Interesting indeed. A few more photos after the jump but check the link on NAGTROC for the rest.

Source: NAGTROC via GTRBlog.com

]]> http://www.gtr-world.net/:8:2029 <![CDATA[WALD Sportsline GT-R Development - Part 2 - Body Shaping]]> gtrworld 2008-09-21T04:54:00Z 2008-09-21T13:54:00+09:00

More progress on the WALD Sportsline body kit can be seen in this update from WALD. The initial design work is taken off the drawing board and sculpted in clay onto a GT-R (protected with masking tape). Once engineers are happy with this moulds will be taken for the first prototype parts to be built from.
Here we can see a start has been made on the front bumper, the grill, the headlight, the rear diffuser, the side skirts and the rear fender flares.
Hopefully with this amount of progress a prototype kit will be out sooner than expected. Don’t forget to check part 1 of WALD’s progress at the link below. Also a lot more photos from this update after the jump.

Source: WALD, via GTRBlog.com.









]]> http://www.gtr-world.net/:8:2027 <![CDATA[Zele International Launch Global English Website - ZelePerformance.com]]> gtrworld 2008-09-20T03:36:00Z 2008-09-20T12:36:00+09:00

We are proud to announce that Zele International (Yokohama, Japan) has completed their brand new online project, ZelePerformance.com and has launched it this week to the public. This latest website will cover latest news releases, global parts information, Zele’s own blog as well as dealer listings and corporate information all in English for the global GT-R community.

Zele International was first established in early 2000 as an independent Nissan Skyline specialised dealership in Kanagawa prefecture Japan. Since forming, Zele International’s reputation among GT-R owners worldwide has grown and grown due to their track record for delivering exceptional quality vehicles to customers from all corners of the globe.

In 2004, Zele International formed a business partnership with Nissan Motorsports (NISMO) and opened Nismo Car’s Factory Zele further cementing their status as the number one Nissan Skyline GT-R dealership.

Since the launch of the Nissan R35 GT-R supercar, Zele International has been heavily involved in the development of unique, functional and desirable products to suit and has gained a position as one of the top original parts developers for the Nissan GT-R. These products can now be found as far reaching as Japan, SE Asia, the Middle East, USA and Europe.

Link: ZelePerformance.com]]> http://www.gtr-world.net/:8:2025 <![CDATA[NISSAN GT-R Technical Review Vol.5]]> gtrworld 2008-08-30T01:00:00Z 2008-08-30T10:00:00+09:00 5. More rigid suspensions
As noted before, the new GT-R lap time of the Nurburgring is 7’38’’. The suspension rigidity has been perfectly improved.
The front suspension member is one-piece with the pipe, which is a measure for improving the rigidity.
There are six joining with the body.
The rear suspension member is also one-piece with the pipe, and there are also six joining.
It is like the suspension member of the racing car.

Text: Shunsuke Takeuchi
Photo: GTR-WORLD.net



The mount type of the steering rack has been greatly changed, and apparently has more rigidity.
It makes us expect that operation by the millimeter may be possible.
Also, the rear suspension link partly adopts the pillow-ball for improving the lateral rigidity and more smooth movement.






Is the damper the bane of manufacturer?
About the front damper unit, the leg-figured bracket is interesting.
According to Mr. Mizuno, the input per two wheels is estimated about 5t. Therefore, securing the strength of this part should be important.
For this reason, this bracket is made by the cold-forging method which costs a lot.
When the aftermarket damper manufacturers attempt to make it, it is highly likely that this bracket will be a major bottleneck.
On the other hand, the rear unit is shaped regularly.
The front and rear springs seem to have the high rate of spring.
They are like the reinforced springs which used to be familiar a little while ago.
When the damper manufacturing is found difficult, it is likely that many will adopt the higher rate of spring and reduce the road clearance.
However, on the condition of 1G, the buffer clearance ( the stroke to the bump rubber on the shrinkage side) should be between 10mm and 15mm.
In fact, when you reduce the road clearance by more than 10mm, the body keeps touching with the bump rubber, which deteriorates ride comfort and steering stability.
You can cut the bump rubber or replace it with the shorter one, but you must remember that the bump rubber is equipped to be loaded 2t. Therefore, it must be the valuably expensive on with a nonlinear rate.

The shock absorber itself is a single cylinder structure and does not have ｒeservoir tank.
It electronically controls the damping force. This was developed in cooperation with Bilstein.
It is the heart of active suspension.
The system is electronically controlled actively according to the various vehicle data of speed, front and rear G, lateral G, vertical G and other factors.
According to the Development staff, changing spring rate affects bumping, rebounding and stroke information to the active suspention's control unit, and as a result of this, active suspension will not work properly.
It will destroy the balance of vehicle dynamics.
In any case, the suspension tuning is found difficult at this stage.
Regardless of whether it is possible or not, there is the alternative of making the tuning with the active control incorporated, or giving up the active control for the rigid tuning.

]]> http://www.gtr-world.net/:8:1961 <![CDATA[NISSAN GT-R Technical Review Vol.4]]> gtrworld 2008-08-29T01:00:00Z 2008-08-29T10:00:00+09:00
4. 0.2 seconds semi-automatic transmission
The new GT-R has been also installed with the expected semi-automatic transmission.
Nissan calls it “dual clutch” – the same system of the twin clutch Golf and Lancer Evolution have adopted.
When the second gear is applied, the third gear is stand-by. At the moment of flipping the paddle switch, the clutch can be appropriately shifted.
The GT-R gear-change takes only 0.2 seconds. That is superb.
This is not the amount of time it takes to select the gear. In case of GT-R, it takes only 0.2 seconds to drive the rear-tire after flipping the paddle switch.
To achieve this, it must have been essential for Nissan to improve the accuracy of each gear, each propeller shaft and drive shaft, and each joining part.
Therefore, in case of the competitors, it should take more than 0.2seconds.

Text: Shunsuke Takeuchi
Photo: GTR-WORLD.net



Well, for the achievement of 0.2-seconds gear-change work, every gear is given triple-corn synchro.
Generally, the material for the synchro is made by brass, not by friction materials.
But, the GT-R synchro is made by the same friction materials as that of the clutch disk.
This fact resulted in shortening the time to change the gear. The quick gear-change has been achieved.

Six-plates clutch?!
The friction material for the clutch is applied by the six-plate clutch made of carbon composite.
The six-plate sounds a little surprising. In fact, the dual triple-plate clutch is adopted.
However, it is still surprising for the production car.
By the way, speaking of the triple-plate, the rattling noise is the concern. But, in case of GT-R, there is no concern about the noise as the wet type is adopted.
Same as the gear, there exists the clutch in the transmission oil.
This enables the lifetime to be extended overwhelmingly. As long as the ordinary use is secured, there is no need for the clutch replacement.
In case of the second-generation GT-R, the clutch tuning used to be the regular item. But, in case of the new GT-R, there seems to be no need for the tuning.
Of course, no other aftermarket sport clutch can have better performance than this.

Carbon Fiber Prop Shaft
The weight reduction in rotary parts is essential to improve the response.
The new GT-R main propeller shaft is made of carbon fiber.
The advantages of this effect are not only for the response improvement and weight reduction.
Usually, when the propeller shaft is made of the steel pipes, the acceptable speed limit is about 250km/h.
Because of this, on the R34GT-R with the export spec, the speed limiter has been actuated at 250km/h.
The President Carlos Ghosn said on the TV program, “The new GT-R is a kind of car which allows you to make usual conversations at 300km/h.” This remark was resulted from the technical confident they have.
Additionally, there is no propeller shaft on Porsche or Ferrari.]]> http://www.gtr-world.net/:8:1958 <![CDATA[NISSAN GT-R Technical Review Vol.3]]> gtrworld 2008-08-28T01:00:00Z 2008-08-28T10:00:00+09:00 3. VR38DETT engine exceeded RB26?

VR38DETT engine’s maximum output is 480hp and the maximum torque is 60kgm.
Obviously, VR38DETT has much better performance than RB26DETT.
The rev at the max output is lower than that of RB26 by 400rpm. However, the remarkable fact is the rev at the maximum torque.
The engine produces its maximum torque from 3200 to 5200 revs, which is remarkably wide.
Many technologies evolved for these 5 years have realized such an engine character.

Text: Shunsuke Takeuchi
Photo: GTR-WORLD.net



Adoption of a secondary air system
The secondary air system which has been adopted for the rally cars for years, is the technology for improving the turbine response at re-acceleration.
This secondary air system has been adopted for the new GT-R and the high torque of 40kg is generated in the low load range.
And it has also made a great contribution to better emissions.
To meet today’s environmental standards, it is necessary to make the exhaust gas clean at cold start.
To clear the cold start emissions, it is required to activate cleansing performance by raising the catalyst temperature as soon as the engine started.
As you know, the turbocharger is the device converting the emission thermal energy to power.
It means that as the emission temperature drops by going through the turbocharger, the catalyst cannot be activated enough just after the engine started.
Actually, this is one of the reasons why the turbocharged engines faded and the natural aspirated engines became the mainstream.
Accordingly the secondary air system was invented. This system can activate the catalyst at earlier stage by technically raised exhaust temperature that is made by burning the unburned gas with the secondary air
By adopting this technology, even SUBARU IMPREZA has met the emission gas standards.
Of course, the turbocharged new GT-R meets the 2005 emission standard (U-LEV) with the secondary air system.

Newly-developed cylinder block
The VR engine is seemingly a VQ derivation because its bore pitch and bank angle are the same as those of VQ engine mounted on Fairlady Z Version NISMO 380RS.
However, the VR engine is totally different from the VQ engine.
Firstly, the VR engine cylinder block is made by aluminum, and the cylinder does not have the steel liner.
Steel has lower thermal conductivity than aluminum.
Therefore, combustion chamber can be cooled more efficiently without steel liner than with steel liner.
As result of efficient cooling of combustion chamber, it has enabled higher temperature combustion. And new GT-R can run with ideal air/fuel ratio in ordinary driving.
In addition, the emission has been improved.
Of course, the high-temperature combustion has made the high power possible.
The cylinder block is the type called “dry deck”.
The usual cylinder block has holes like water line, oil line and holes for weight saving.
But, the new GT-R cylinder block has only water line holes and oil line holes.
It means that new GT-R cylinder block has more stiffness than the usual cylinder block.
This technology is also the feedback from the racing field.

Manifold-integrated turbocharger
Well, the interesting turbocharger is integrated with exhaust manifold which may cause the tuning garages some troubles.
As the conventional turbocharger was flanged with exhaust manifold, only turbocharger could be replaced to bigger one to increase horsepower. But, it is not possible for the new GT-R because of its structure.
The reason of adopting manifold-integrated turbocharger is heat capacity reduction and weight reduction.
As mentioned before, the turbocharger is the device converting the heated exhaust gas to power.
Therefore, it is essential to deliver the heated exhaust gas from cylinder block to turbocharger with minimum temperature drop to make the turbocharger work efficiently. .
As for the conventional turbocharger, the thick flange could be the cause to drop the heat. Thus, the flange has been cut off.
Secondly, the turbocharger response is prioritized.
To improve turbocharger response, it is better to place the turbocharger closer to the combustion chamber.
Therefore, the new GT-R turbocharger is placed very close to the combustion chamber.
If the turbocharger was still with the flange joint, the location of the turbocharger must be further from combustion chamber.
Thirdly, we cannot ignore the issue of emission.
As mentioned earlier, the cold start performance is very important for recent emission standard.
This is why the catalytic converter should be placed closer to the engine as much as possible.
On the technical background which materialized this layout, we should mention about the new materials such as heat-resistant cast steel which can resist emission heat of about 1000℃ at the ideal air/fuel ratio.
Well, the boost pressure is 0.75bar.
However, the boost pressure is controlled electronically in order to get the stable output character in spite of the variation in environmental factors such as atmospheric pressure and temperature.

Lubricating system also advanced
On VR engine, the lubricating system has been also greatly advanced.
Many RB engine owners must have got troubles of oil lubrication.
It must have been necessary for especially sport driving to place baffle plate on the oil pan as to prevent the oil from leaning to the one side and also to install air-cooled engine oil cooler.
The new GT-R has already incorporated these measurements for the lubricating system.
The lateral wet and the dry sump lubrication systems have been introduced to enable the stable oil supply at 1.8G.
The engine oil cooler has been also fitted as standard equipment.
Also, as the V-engine turbo is mounted at a lower level, the scavenger pump forces the oil suck out.
For your information, the required oil is 6.5L.
It is reasonable volume of oil for the performance car with the engine oil cooler.]]> http://www.gtr-world.net/:8:1956 <![CDATA[NISSAN GT-R Technical Review Vol.2]]> gtrworld 2008-08-27T01:00:00Z 2008-08-27T10:00:00+09:00 2. Is this a GT race car’s front unit?
The answer is “NO”.
This is the front unit of the new Nissan GT-R production model. Looking at the cylinder cowling layout, you presume it should be a GT machine finish.
As for the intercooler, there are two independent intercoolers for each bank of the cylinder blocks. Further, the large air-cooled engine oil cooler with thermostat is equipped under the left headlight.

Text: Shunsuke Takeuchi
Photo: GTR-WORLD.net



This means it seems to be the cooling performance is good enough. Moreover, there seems to be some free space under the right headlight. And the duct on the right side of the bumper is nailed the lid. Some cooling device might be installed here for the expected high-performance spec.

]]> http://www.gtr-world.net/:8:1954 <![CDATA[NISSAN GT-R Technical Review Vol.1]]> gtrworld 2008-08-26T03:22:15Z 2008-08-26T12:22:15+09:00 As many medium have reported, the NISSAN GT-R was the highlight of the 2007 Tokyo Motor Show.
Nissan calls it a “Super Car” and is confident with saying that it is a “technically perfect car.” Moreover, according to their propaganda, GT-R does not need any more technical aftermarket tuning to enhance its performance.
However, with the limited information, we cannot imagine how great actually it is. Therefore, we analyze the GT-R from our own point of view.

Text: Shunsuke Takeuchi
Photo: GTR-WORLD.net



1. The heart of the new GT-R is to be the “too much exceeded” body-work!
The most remarkable point is the body-work. As Nissan says technique of “Takumi”, highly skilled technician, was incorporated into that piece, the white body is a kind of piece of art.
According to Kazutoshi Mizuno, the Chief Vehicle Engineer / Chief Product Specialist, the input per two wheels is estimated about 2t when the lap time of the Nurburgring is 7’ 38”.
With that input, any body is supposed to be bended. The important thing is whether the body can be recovered as the spring should be.
Of course, the body stiffness which is one of the important factors for handling should be secured and the collision safety should also be considered.
And the weight reduction is also the essential point.
In conclusion, the body of new GT-R meets all these requirements.

Numerous spot welds tell its performance.
A lot of spot welds on the body catch our eyes. I have never seen such a body with this kind of numerous spot welds among the production cars.
Usually, the racing cars and the rally cars have more spot welds for achieving more stiffness. The GT-R has as many spot welds as those cars in stock.
I got the impression that the stock GT-R itself can be good for the Group N race car. Also, a large number of ribs pressing for improving the stiffness of each panel should be noticed.


High Side Sill and Boxed Frame Structure
The photo shows how the passenger’s seat is viewed from the driver’s seat. The point is that the side sill on the bottom of the door opening and the box frame of the passenger seat’s foot area are exceptionally high.
The side sill counterpart on the Group C car was also unusually high. You can improve the body stiffness by making those components higher.
Generally, the German cars used to be more like this than the Japanese ones. However, the new GT-R has much higher side sill and the box frame than those of German cars. But, the higher side sill should be a disadvantage for accessibility. It must be unpopular among the ladies for the passenger’s seat. However, there is no need for worry in case of GT-R. The GT-R has the solution by making it double layered bottom.
As you can see, there is a space created for storage of the in-car tools such as a jack around the passenger’s foot area.


Aluminum die-cast rear panel
The big opening between the cabin and the trunk room - how to fill it up is the point for improving the body stiffness.
Usually, the thin press plate is crossed. On the R34GT-R, the thick iron plate was bolted. Surprisingly, on the new GT-R, the aluminum die-cast panel is bolted. I suppose this should be for weight reduction and higher rigidity, but I have never seen this material here before.
Moreover, with the speaker secured on the highly rigid panel, the super audio sound has been attained. Anyway, the number of press ribs and spot welds is surprising.


Multi-material front section
On the other hand, the front section is composed of complex materials.
It is surprising that the front strut housing is made of aluminum die-cast. Supposedly, it should be the first example among the Japanese cars.
It is also supposed to be for more rigidity and the weight reduction. The radiator support part is made by the carbon composite plastic, and it is one-piece with the radiator fan support part incorporated. This kind of multi-material component is, of course, for the higher rigidity, but also for the weight reduction on the front overhang?
From the engine bay to the floor tunnel, high rigidity reinforcements are welded. In the conventional cars, this part had been only pressed, and this had caused the wrinkles. I used to be disappointed with the wrinkles caused by the pressing, when seeing it in unloading the engine.


The body is the artifact!
As you see the white body, you must get impressed with its extraordinary precision. There is no gap between each panel. The past cars had many gaps on joining. We had to modify by beating and welding in making the racing cars.
According to Mr. Mizuno, the gap between each panel is less than 0.1mm. By doing this, in case that the body is bended, it should be recovered as a spring.
Furthermore, all the bodies go through the shaking test. Those that fail to meet the engineering standards are discarded. This body precision cannot be achieved by Toyota who prioritizes production efficiency. It is also true that the aftermarket body reinforcement is the most difficult point when we make the tuning cars.
In that respect, there is no need for reinforcement in case of the new GT-R as Nissan says.
The new GT-R body which defies the common wisdom of manufacturing cars can be said to be an artifact. This body only should be greatly valuable.

]]> http://www.gtr-world.net/:8:1951 <![CDATA[NISSAN: NISSAN GT-R takes 4th win of the season from 6 races]]> gtrworld 2008-08-25T09:40:42Z 2008-08-25T18:40:42+09:00 NISSAN GT-R takes 4th win of the season from 6 races
– SUPER GT 2008 Round 6 Race Report –

In the long-established midsummer's endurance race, Round 6 of SUPER GT the "International POKKA 1000km" event took place on August 24th at Suzuka Circuit (1 lap: 5.807km). Starting from fourth on the grid, the CALSONIC IMPUL GT-R (#12 Tsugio Matsuda/Sebastien Philippe) withstood the severe long-distance and about six hours' racing to take the win. The NISSAN GT-R has now taken a total of four victories from six races in this season's SUPER GT.

International POKKA 1000km in Suzuka

Setting the 2ND-quickest time in qualifying, the MOTUL AUTECH GT-R (#22 Michael Krumm/Masataka Yanagida/Dominik Schwager) inherited pole position when the #100 NSX had to start from the back, ahead of the 173-lap, 1,000-kilometre event. From the opening lap, veteran driver Michael Krumm led beautifully, handing over to Yanagida from the front as scheduled. Though he temporarily lost the lead due to being blocked by a GT300 car ahead, the team's deft pit work ensured they soon returned to the head of the field. Krumm and Yanagida alternated driving duties, safeguarding their position until the halfway point of the race. On lap 118, third driver Dominik Schwager got behind the wheel. Soon after, the rear cowl suddenly started to come off the car, making for a very delicate situation. An unscheduled visit to the pits meant that regrettably, the machine fell out of contention for the win. However, the team fought relentlessly to the very end, and with Michael Krumm driving the final stint, reached fourth place at the flag.

Meanwhile, having started from fourth on the grid, the #12 GT-R experienced difficulty with the rear hub in the opening stages of the race, forcing an out-of-sequence pit stop on lap 25. Driver Matsuda went back out on track, returning to hand over to Philippe on lap 62 after having piloted the car since the start of the event. From that point on, the car continued to steadily bring down to the gap to its rivals in front. By lap 87, it was up to 2nd place. As the laps continued, the car strengthened its position in 2nd as Matsuda shortened the gap to the #100 NSX in front. At the car's final stop on lap 138, Philippe once again took the wheel as the margin to the rival in the lead was reversed. Philippe never gave an inch, rising from 2nd place to the lead position with a calculated drive in front of 37,000 fans, to end his run on the centre step of the podium.

With successive victories in the first two opening rounds of the season, the resulting heavy weight handicap meant that the XANAVI NISMO GT-R (#23 Satoshi Motoyama/Benoit Treluyer/Fabio Carbone) was never going to be able to set a fast lap in qualifying. Despite this, starting driver Benoit Treluyer drove expertly in the opening stages, passing one rival after another to elevate the car from its initial position of seventh. By the middle stages, it was running in third position and fighting for 2nd. The stands holding the masses of NISSAN supporters boiled over with excitement as the machine rose in position. The car maintained the same pace until the end, Motoyama and Treluyer alternating driving duties as they headed for the finish line. However, due to the fuel system trouble, the team was forced to lower the car's pace for the final stage of the race, resulting in an eighth-place finish. Motoyama commented: "The end result is really regrettable. After a long time, we were finally able to once again fight for a meaningful position. On the upside, we collected points, and the next rounds at Motegi and Autopolis should suit the car well. I want to fight at the front again, and aim at becoming series' champion!"

The YellowHat YMS TOMICA GT-R (#3 Ronnie Quintarelli/Naoki Yokomizo) scored their best result of the season with 5th place, while the WOODONE ADVAN Clarion GT-R (#24 Joao Paolo de Oliveira/Seiji Ara) took seventh, meaning all of the GT-R entries ended the event in points-scoring positions.

#12 CALSONIC IMPUL GT-R driver Tsugio Matsuda's comment:
"With the trouble we faced at the start, I thought we had no chance. I can tell you those 62 laps I drove were hard. I pushed with all my might, and the team responded with excellent work in the pits. In addition, of course Seb (Philippe) also fought very hard. To do so well in front of so many people is superb. This win is absolutely fantastic!"

NISMO Team Director Yoshitaka Iijima's comment:
"Our strategy was to go for the win with five pit stops. However, the cowl lock coming off was something we couldn't have imagined. Because of that trouble, we couldn't achieve our aim. That was our best chance of taking a win, so the result is deeply disappointing. However, Michael (Krumm) put on a gallant fight right to the very end, and showed the speed that has returned to the #23 car. Therefore, I don't think that the race was bad overall. We will still have the three races, and aim the championship of this year."]]> http://www.gtr-world.net/:8:1945 <![CDATA[Tokachi 24hrs: Motul Nismo R35 GT-R Practice Session]]> gtrworld 2008-07-19T04:38:12Z 2008-07-19T13:38:12+09:00




The Motul Nismo GTR-World R35 GT-R was out on Tokachi Speedway Friday testing during the free practice sessions. The car was out twice in the morning session, once later in the afternoon and twice during the night practice session. It’s critical to test under night conditions because so far all previous testing in this brand new car has been during the daylight while the actual race is 24hrs long.

This practice also gave the pit crews a chance to practicing their tire changing, refuling and brake caliper/rotor changing.

Text: Shunsuke Takeuchi
Photo: Takahiro Masuda / Shunsuke Takeuchi
Translation: GTRBlog.com



The tires being used are the Bridgestone RE55S tire. These tires are providing a high level of grip but other classes are able to run full slicks. So far though in practice the GT-R is keeping up with the Super Taikyu 2 (ST2) class Evo’s! There is obviously a wealth of performance potential in the GT-R.

Link:Photo gallery of Friday's Practice Session


]]> http://www.gtr-world.net/:8:1785 <![CDATA[Motul Nismo R35 GT-R Final Testing at Fuji Speedway 2]]> gtrworld 2008-07-17T11:40:15Z 2008-07-17T20:40:15+09:00

Well it’s right around the corner now. The 15th annual Tokachi 24hr endurance race is on this weekend and Nismo are putting the finishing touches on the setup of their R35 GT-R.

Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama
Translation: GTRBlog.com



On 14th July, at Fuji Speedway the testing session was briefly interrupted by showers giving the Nismo guys a chance to gather data about how the car does in the wet. In all likelyhood the 24hr race may involve some wet laps so it’s all good to know in advance.

Tomorrow the team should be travelling to Tokachi Speedway up in Hokkaido the northern most island of Japan to rest up for the big race.

Check out GTR-World.net for the full photo gallery of today’s testing!






]]> http://www.gtr-world.net/:8:1769 <![CDATA[Motul Nismo GT-R Final Test at Fuji Speedway]]> gtrworld 2008-07-17T11:36:22Z 2008-07-17T20:36:22+09:00

GTR-World.net team was out at Fuji Speedway on Monday for some further track testing in the now completed Motul Nismo R35 GT-R - prepped for the 15th Annual Tokachi 24hr Endurance race coming up this weekend.

Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama
Translation: GTRBlog.com



A few changes have been made to the GT-R since we saw it testing at Sendai Highland raceway last week.

* Full race decals have been applied, including GTR-World.net’s own decals
* A grille has been added in front of the cooler intake ducts
* The Nismo exhaust tips have been completed and look great
* For a number of reasons, including pit crew safety, the fuel tank had to be changed to a racing fuel cell. This is good news however as it gives an added 24 litre capacity (95 litres up from 71) which is an advantage in a 24hr race.

The countdown to the race is underway and we can’t wait to see how the Nismo GT-R does! More photos after the jump and stay tuned to GTR-World for updates from the race as it happens.

]]> http://www.gtr-world.net/:8:1767 <![CDATA[Interview with Motul Nismo Racing Team Director and Lead Driver]]> gtrworld 2008-07-17T11:33:13Z 2008-07-17T20:33:13+09:00
GTR-World.net managed to get some time to speak to the team director, Kumagai-san to ask him about Nismo and Motul’s goals and motivations in entering this race, Japan’s only 24 hour endurance event. Lead driver Masami Kageyama was also there for a chat about the car itself.

Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama
Translation: GTRBlog.com







MOTUL Nismo Racing Team Director: Taro Kumagai

GTR-World: Tell us, why have you put this car and team together for this race?
Kumagai-san: We’ve developed the car for this race to put these new Motul competition oils and Nismo parts we have developed to the test. To verify their durability and efficiency before they go on sale.

GTR-World: The car is very close to the production model, is this on purpose?
Kumagai-san: Definately, we want to prove the reliability and endurance capabilities.

GTR-World: What are the goals of the race?
Kumagai-san: To finish the race without having trouble with the car.

GTR-World: Why are you at Sendai Highland testing?
Kumagai-san: We need to verify our specifications before Tokachi. We’ve already found some problems but they’re within our expectations.

GTR-World: Each time the GT-R is pitting after 3 laps, what is that for?
Kumagai-san: Yes we’re trying various settings and comparing to our specifications.

GTR-World: Finally, what are your aspirations for the team
Kumagai-san: To get through this first race, a tough one, with this close to standard GT-R. While efficiency and reliability are our goals, ultimately we want to finish the race. Also we want to further contribute to and improve the image of the Nissan GT-R.




Motul Nismo Racing Team Driver: Masami Kageyama:
GTR-World: Firstly, the results from testing. How was it?
Kageyama-san: I was able to compare and try different specifications out before Tokachi.

GTR-World: How does it compare to the R34 GT-R Super Taikyu racing car?
Kageyama-san: Well the R34 GT-R Super Taikyu car - the FALKEN 2002 GT-R is size years old now. The R35 GT-R cannot be compared really. The weight balance is better because of the transaxle and the paddle shift gearbox makes it easier to drive. The R34 GT-R was a good car but the R35 is great and for the price it is fully equipped with the latest gear.

GTR-World: Finally, what are your ambitions for the race?
Kageyama-san: We’ve entered the Tokachi 24hr race to test the new Nismo parts and Motul oils for durability and reliability. We want to finish the race and that will be a good result by itself. In this regard we have no rivals to beat. We’re not expecting to compete with the Super Taikyu cars.]]> http://www.gtr-world.net/:8:1765 <![CDATA[Tokachi 24hrs Race Preparation Vol.6 Test at Sendai Highland Raceway 3]]> gtrworld 2008-07-13T03:39:01Z 2008-07-13T12:39:01+09:00 Tokachi 24hrs Race Preparation Vol.6
- Test at Sendai Highland Raceway -

On 6th July, NISMO conducted test run of MOTUL NISMO GT-R at Sendai Highland Raceway in north Japan.

Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama



We introduced white GT-R was used for build the race car at NISMO team factory, but on the test day, the MOTUL NISMO GT-R test car had vivid red color. Of course, the car itself is the same one, and the body color is the MOTUL NISMOGT-R's red, but the car does not have sponsor stickers on it yet. On 20th July, the race day, the car will be dressed up with all the sponsor logos and appear at the Tokachi International Raceway.
This time, we show you the details of the MOTUL NISMO GT-R race car.
At first, look at the grill and ducting modifications. Nismo have made obviously providing a lot more airflow to the radiator and brakes. It looks like Lancia Delta Integrale that was famous in victories of WRC in 1980s to 1990s.
On the front lip spoiler, the carbon fiber brake air intake is added.

The wheels close up are now sporting Nismo logos and from the rear you can see an additional differential oil cooler.
Brake discs are stock ones, but suspensions are fully adjustable BILSTEIN suspensions. NISMO has fitted a lot of sensors to collect enough data from the test and the race. Yes, data collection and analysis is the main purpose for participation of Tokachi 24 Hours Race.

Inside the stereo, speakers and A/C controls are gone. Replaced with simple carbon fiber panels for controls. The standard MFD is obscured by a large data display unit. Interestingly the door trims still remain along with other trim pieces like the kick plates.

We can't wait to see the final look of this race car!

]]> http://www.gtr-world.net/:8:1736 <![CDATA[Tokachi 24hrs Race Preparation Vol.5 Test at Sendai Highland Raceway 2]]> gtrworld 2008-07-13T03:24:47Z 2008-07-13T12:24:47+09:00
Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama



Masami Kageyama driven the MOTUL NISMO GT-R test car all the day at Sendai Hiland.
It was extremely hot day, and test was done 6 x 30min sessions for different purposes such as suspension test, braking test, drivability test, race simulation test etc.
NISMO has tried several settings of the car for the various situation at 24 hours race.
In afternoon session, the GT-R lapped 11 laps continuously and NISMO team collected fuel consumption data, brake pads and tire durability data etc.
These data are necessary to make the 24 hours race strategy.

]]> http://www.gtr-world.net/:8:1734 <![CDATA[Tokachi 24hrs Race Preparation Vol.4 Test at Sendai Highland Raceway]]> gtrworld 2008-07-09T12:32:15Z 2008-07-09T21:32:15+09:00 Tokachi 24hrs Race Preparation Vol.4
- Test at Sendai Highland Raceway -

On 6th July, NISMO conducted test run of MOTUL NISMO GT-R at Sendai Highland Raceway in north Japan.

Text: Shunsuke Takeuchi
Photo: Yoshio Moriyama





Sendai Highland Raceway is famous circuit among the GT-R enthusiasts as the circuit was used for development for NISSAN R35 GT-R in Japan. In Germany, NISSAN used Nurburgring Nordshlife for the development, and in Japan, Sendai Highland Raceway was used for it because of its similarity except the length of the track.
The track length is 4,063m and it is still one of the longest track in Japan. The track is located in middle of mountains, and it has a lot of uphills and downhills, and complex corners continues all way long.
Mr GT-R, Kazutoshi Mizuno, CPV of NISSAN told us the reason of using Sendai Highland as Japanese testing field "Sendai Highland Raceway is very challenging circuit because of uphills, downhills, complex corners, various slants of the corners, various road surfaces etc. So it is excellent situation for checking the performance in hard condition."
Yes, as you imagine, Sendai Highland Raceway is "Japanese short Nurburgring".
So NISMO also chose this Sendai Highland Raceway for the test of the 24 hours GT-R race car.

On the test day, it was already 30C degrees even it was morning, and the test condition was very challenging for the GT-R race car.
More detailed test report will follow.]]> http://www.gtr-world.net/:8:1728 <![CDATA[NISSAN: First U.S.-Spec Nissan GT-R Supercar Delivered to California Customer at 12:01 a.m.]]> gtrworld 2008-07-08T08:03:22Z 2008-07-08T17:03:22+09:00 First U.S.-Spec Nissan GT-R Supercar Delivered To California Customer at 12:01 A.M.
– 70% of Available GT-Rs Already Spoken For on First Day of Sales –
Nissan North America, Inc. saved a few fireworks for the morning after the Independence Day holiday, delivering the first Nissan GT-R supercar in the United States at 12:01 a.m. PDT today to a Southern California customer.



07.07.2008 , LOS ANGELES - The exotic, all-new 2009 Nissan GT-R, long coveted by American buyers who previously could experience the legendary GT-R only through electronic video games, officially goes on sale today at a select number of GT-R Certified Nissan dealers across the country. Daryl Alison of Costa Mesa, Calif., one of the first customers to order a new GT-R through a pre-sale program launched last January, couldn’t wait for normal business hours to take possession of his new Black Obsidian GT-R Premium model. Through special arrangement with Universal City Nissan, Los Angeles, Alison was handed the keys by dealer representative Mike Sage moments after midnight.

“I’ve followed the history of the GT-R since inception and, after years of anticipation, it’s great to see the ‘Godzilla of supercars’ finally coming to the U.S.,” said Alison. “I’ve owned a number of Nissan 350Z sports cars and other exotics and muscle cars, but more than any other vehicle I can’t wait to get this new GT-R out on the road. Now it’s America’s time to get in and play.”

More than 1,700 of the exotic 480-horsepower Nissan GT-R supercars, or approximately 70 percent of the first year allocation for the United States market, have already been spoken for, with deliveries of those initial orders expected to continue throughout the coming months.

“It’s a very exciting time for Nissan and auto enthusiasts who have waited a long time for the GT-R to become available in the U.S.,” said Sage. “Demand for the GT-R has been overwhelming, with more people wanting them than cars available. We’re pleased to deliver the very first GT-R to an enthusiast who will really appreciate its extraordinary performance abilities.”

Joining the midnight delivery ceremony was Steve Millen, long-time Nissan race driver and the winningest driver in IMSA GT race series history. Millen recently participated in high-performance racetrack test sessions in the Nissan GT-R for a leading automotive enthusiast magazine and has assisted with GT-R dealer orientation and training programs.

The GT-R is available only through officially certified Nissan dealers that have met a number of strict sales, service and facilities commitments, including dedicating a master technician to GT-R service. A searchable listing of the GT-R Certified Nissan dealers is available to consumers on nissanusa.com. The 2009 Nissan GT-R has a Manufacturer’s Suggested Retail Price (MSRP)* of $69,850 for the GT-R and $71,900 for the GT-R Premium model.

The 2009 Nissan GT-R features a 3.8-liter twin turbo V6 producing 480 horsepower and 430 lb-ft of torque, backed by an all-new, paddle-shifted, dual clutch sequential 6-speed rear transaxle. It features the use of a world’s first independent rear transaxle ATTESA E-TS all-wheel drive system, which places the transmission, transfer case and final drive at the rear of the vehicle, optimizing weight distribution and maximizing handling capability.

The Nissan GT-R’s hybrid body construction combines steel, carbon fiber and die-cast aluminum and has a low coefficient of drag of 0.27, while achieving high front and rear downforce. GT-R’s four-passenger cabin features a sloping “aero blade canopy” roofline and curved C-pillar “sword edge,” as well as GT-R’s hallmark four-ring taillights, functional rear carbon fiber underbody diffuser, rear spoiler and large, integrated quad exhaust tips. Inside, GT-R’s interior includes sculpted performance bucket seats for an optimal driving position, a cockpit-style instrument panel with a large center-mounted tachometer and a multi-function display – which includes mechanical and driving information, as well as an on-board driving recorder.

A 2009 Nissan GT-R recently set a lap time of 7 minutes 29 seconds at the famed Nürburgring Nordschleife, one of the fastest times achieved by a production-spec vehicle to date, and has been timed in independent magazine tests at 0 – 60 miles per hour in under 3.5 seconds.

In North America, Nissan's operations include automotive styling, engineering, consumer and corporate financing, sales and marketing, distribution and manufacturing. Nissan is dedicated to improving the environment under the Nissan Green Program 2010, whose key priorities are reducing CO2 emissions, cutting other emissions and increasing recycling. More information on Nissan in North America and the complete line of Nissan and Infiniti vehicles can be found online at www.NissanUSA.com and www.infiniti.com.
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*MSRP excludes applicable tax, title and license fees. Dealer sets actual price. Prices and specs are subject to change without notice. ]]> http://www.gtr-world.net/:8:1722