Nissan GT-R 3.8 in the test

Hans-Dieter Seufert
Nissan GT-R 3.8 in the test
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S o, how the younger In the development history of the Nissan GT-R, there is no end to the spiral in sight: What began in 2007 with 485 hp and continued from 2010 with 530 hp, has reached a new, preliminary high with the 2012 vintage. The Nissan GT-R is currently competing with 550 PS. And anyone who knows the technical head behind the legendary GT-R, Kazutoshi Mizuno, knows that nothing interests him as little as the current status quo - which means: In all probability, it will not stay with the current state of technology. His credo: 'Car development is a process - whatever new knowledge we gain, we implement.' Respect for so much assertiveness.

The improvements in detail

Currently the following modifications are made that should further increase the performance of the Nissan GT-R: a more efficient intake system. Relocating the intake manifold to the top of the cylinder banks reduces air flow resistance. An optimized exhaust system with improved emissions control. A more compact underfloor catalytic converter with reduced exhaust back pressure. Sodium-cooled exhaust valves as well as optimized coordination of the valve timing, the ignition point and the fuel /air mixture.

The transmission of the Nissan GT-R received a reinforced shift fork and an even more robust mounting bracket for the flywheel housing. Last but not least, the body has reinforcements in the rear engine compartment and on the instrument panel in order to generate even more direct steering reactions through more stability.

Asymmetrical suspension geometry

The asymmetrical suspension geometry on the left Harder springs on the vehicle side - due to the cardan shaft running out of center on the right! - is only intended for the right-hand drive version for obvious reasons. Not only this last, subtle modification makes it clear what kind of levers are used here. Alone: ​​The promised leaps in development do not materialize.

The current year of the Nissan GT-R is neither more economical nor does it present itself better in terms of driving dynamics than the 2011 year. In terms of both acceleration and lap times on the short circuit in Hockenheim, the current version is a touch behind the specifications of the previous Nissan GT-R: 3.4 instead of 3.3 seconds up to 100 km /h.

With a lap time of 1.10.1Minutes, the new Nissan GT-R at Hockenheim loses a tenth of a second on its predecessor. When asked why not better and faster, the simple answer: the Supertest candidate once staged in Hockenheim at 17 degrees Celsius; the current GT-R in the same place at a warm 25 degrees. Conclusion: The technical levers are as small as the dependence on external influences. Nevertheless, we can say that the Nissan GT-R is and will remain one of the most fascinating driving machines in its own way


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