Rumors of Goodness, Nismo GTR?
This is how rumors start. Somebody hears something, and before you know it, the entire internet blogosphere is alight with misinformation, and hopeful bloggers repeating what someone else thinks they might have heard. But there's no way to know what's real and what's imagined until the big boys come out and say it, or until somebody spies it on the 'ring or Tsukuba and catches some pictures. What I'm saying is, I have no idea if this is true, but what a member on NAGTROC (GT3240x2) posted is about a limited production run of a NISMO sponsored and tinkered edition of the GT-R, the post is as follows:
"Thought I'd share this exciting news about a new GTR race car for the occasional track goers!
I was speaking with someone big from Nissan that said; Nismo guys came over couple of days ago to talk about a new GTR that they might put into limited production. This GTR will be lightweight ( approx 250kg's lighter ), 2 cf bucket seats, A/C, suede interior, rear roll cage, one exterior color, beefed up GR6, 600+hp with lots of CF and wider. We went into lots of details about the engine capacity, turbos, gearbox and i wish to say more but I can't post these details and more about the car at the moment. When I can, I will update this thread and if I don't, I'm sure you'll get the news through blogs and the forum soon.
All in all, I am very excited about the car but not so much on the price! One more thing I can say that he said it is not the Spec R but i think it is. And oh yeah one last thing that I can add that they might bring a couple of them to sell in the States!"
You can read the full thread here. But as you can guess, everybody has something to say about it. The NISMO nameplate is rarely a cheap one, and if it bears the NISMO plate, it usually means excellent quality at a hefty price. The interesting point here though is the fact that Nissan is even entertaining the idea of customer racing backed by NISMO. A nice change from a few years ago and the tranny woes, (many of which are still pending in courts from the U.S. to Germany) of the first iteration of the R35. A rear roll cage with a wider stance and *GULP* almost 500 pounds shed off the car, would be a particularly palette whetting track monster. Now, if it was street legal… hmm….
Here 's a link to some pictures of the RC by NISMO, just to get an idea of what we might be working with from our article on the GT-R RC.
GT-R Claims Another Victory at Navarra
The GT-R proved to be a worthy adversary yet again for the tight twisty track at Navarra placing third overall and continuing on a strong streak of victories for Nissan. The race proved to be an excellent showcase of Brabham and Campbell-Walters driving abilities and a superb showing of the pit crews incredibly good timing. Here is the race report from www.crash.net, and a few pictures from the race.
David Brabham and Jamie Campbell-Walter gave the Sumo Power GT team a well-deserved podium finish in round six of the FIA GT1 World championship, crossing the line in third place as the series visited the relatively new circuit at Navarra in southern Spain.
Driving the #21 Nissan GT-R, the excellent result followed a fourth-place finish in Saturday's Qualifying Race and was a much-needed boost to the team in what was essentially a hard two days of competition.
The Sumo Power team was delighted with the pace of its two GT-Rs, which performed over and above expectation on the tight and twisty track, having been thought to prefer circuits with long, fast, sweeping corners, but could not replicate the #21's results with the #20 sister car.
Qualifying took place on Saturday morning and, with temperatures well into the 30s, tire management was to be an important issue. Both the Sumo Power GT GT-Rs made it through to Q2, but only car #21 progressed to Q3, with Campbell-Walter setting an impressive fifth-fastest time.
However, because of the five-place grid penalty picked up at Silverstone - when Brabham made contact with another car - the pair started the Qualifying Race from tenth, ironically benefitting team-mates Enrique Bernoldi and Nick Catsburg, who were elevated one place to P8.
In even hotter conditions at race time, Brabham was first to drive in car #21, but the usual scenario of 16 cars trying to get through turn one at the same time saw the Australian driver having to brake and move off line far more than he would have liked in order to keep out of trouble, dropping to 13th by the end of the first lap.
Brabham, however, felt he had a better car than his position suggested, and quickly moved up to tenth, before closing on Catsburg by the time the pit-stop window opened after 25 minutes of competition.
A fantastic wheel change, carried out in a touch over 20 seconds, meant that Campbell-Walter rejoined the race in sixth place and then proceeded to catch and pass other cars ahead of him.
The Scot claimed fourth place with just a few laps to go, putting the team in an upbeat mood for Sunday's main race.
Due to the second-placed Lamborghini requiring an engine change - out of step with the Championship regulations' timetable - it meant that a five-place grid penalty was applied and, consequently, Campbell-Walter moved up a place to start the Championship Race from third on the grid. Capitalising on his slightly elevated position, he made a perfect start and tucked his GT-R neatly on the inside of the first corner to take second place – much to the delight of the team.
As the first half of the race unfolded, not only did Campbell-Walter consolidate his position, he also pulled out a comfortable margin of four seconds over the third-placed JRM Racing Nissan GT-R of Peter Dumbreck by the time the pit-stop window opened half-way through the race.
Unfortunately, both Nissans were to arrive in the pits together, which meant that #22 was so close to the front of #21 that, when it was time leave, Brabham had to be pushed back a few feet to enable him to get round Dumbreck's stationary GT-R. The resulting five-second delay meant that the Australian joined the race in third and was now behind the two Lamborghinis.
Although an opportunity to reclaim second place arose due to a pit-lane infringement for the leader, the All-Inkl Lamborghini was just far enough ahead to rejoin the race ahead of car #21 and Brabham remained in third.
As the one-hour race drew to an end, it was apparent that Braham was closing on the two leading cars, but it wasn't quite enough to make an impression.
"After Silverstone, I'm very pleased with the way things have gone this weekend," Brabham admitted, "We were able to keep out of trouble in both races and, other than the pit-stop in the Championship Race, things have gone according to plan.
"Jamie did a great job in the first stint and I was able to push towards the end of mine, but there was little chance of catching the Lamborghinis ahead of us, so fourth in race one and third in the second is a good result to take away from the weekend."
Third was indeed an excellent result on a track that was thought to be one of the least suitable for the GT-R, and allowed Sumo Power to repeated the podium it achieved at the same venue last year.
"I think that to come away with a fourth and a third is a good outcome for us at this circuit team manager Hiroki Furuse confirmed, "We did not come here thinking we would beat the Lamborghinis, but we almost did! The whole team has worked really hard this weekend to get the cars up to speed and keep them running and I'm delighted to see Jamie and David have a much more successful time of things."
Here are the official standings for the Championship Race and the overall points standings from NISMO:
Championship Race
| Pos |
No |
Driver |
Car |
Time |
Laps |
| 1 |
37 |
Dominik Schwager Nicky Pastorelli |
Lamborghini Murcielago 670 R-S |
1:00:35.244 |
36 |
| 2 |
38 |
Markus Winkelhock Marc Basseng |
Lamborghini Murcielago 670 R-S |
1:00:37.572 |
36 |
| 3 |
21 |
Jamie Campbell-Walter David Brabham |
Nissan GT-R |
1:00:38.979 |
36 |
| 4 |
41 |
Bertrand Baguette Maxime Martin |
Ford GT Matech |
1:00:42.732 |
36 |
| 5 |
4 |
Christian Hohenadel Andrea Piccini |
Aston Martin DB9 |
1:00:59.348 |
36 |
| 6 |
23 |
Lucas Luhr Michael Krumm |
Nissan GT-R |
1:01:00.236 |
36 |
| 7 |
47 |
Dimitri Enjalbert Michael Rossi |
Corvette Z06 |
1:01:05.717 |
36 |
| 8 |
3 |
Clivio Piccione Stef Dusseldorp |
Aston Martin DB9 |
1:01:07.017 |
36 |
| 9 |
22 |
Peter Dumbreck Richard Westbrook |
Nissan GT-R |
1:01:10.817 |
36 |
| 10 |
40 |
Bas Leinders Marc Hennerici |
Ford GT Matech |
1:01:11.218 |
36 |
| 12 |
20 |
Enrique Bernoldi Nicky Catsburg |
Nissan GT-R |
1:01:34.543 |
36 |
Current standings after Round 6
| Position |
Team name |
Car |
Points |
| 1 | All-Inkl.com Münnich Motorsport | Lamborghini Murcielago RS-V |
163 |
| 2 | Hexis AMR | Aston Martin DBR9 |
143 |
| 3 | JR Motorsports | Nissan GT-R |
128 |
| 4 | Young Driver AMR | Aston Martin DBR9 |
114 |
| 5 | Sumo Power GT | Nissan GT-R |
85 |
| 6 | Marc VDS Racing Team | Ford GT Matech |
68 |
| 7 | Swiss Racing Team | Lamborghini Murcielago RS-V |
32 |
| 8 | Belgian Racing | Ford GT Matech |
16 |
Aprilia RSV4 Factory APRC SE vs. Nissan GT-R
I'm not going to lie; motorcycles are probably the coolest way to travel on land. And anyone with a heartbeat that considers themselves a gear-head will tell you a true sport bike, a superbike (or a liter bike-1000cc), is no joke. With upwards of 180 horses sitting between your knees the power to weight ratio is nothing short of being heavily in favor of your right wrist. A true superbike is a mix of technology, power and art, and who better to put these mediums 
together than an Italian company? I'm talking about a true liter bike with the power to back up the looks. Aprilia is no stranger when it comes to producing world class superbikes.
The RSV4 Factory APRC Special Edition is something to behold. Not to mention a force to be reckoned with on the track. Apparently somebody at Aprilia thought so too, because they took the RSV4 and lined it up with the other force to be reckoned with on the track: the Nissan GT-R. Before we dive headfirst into the fight, let's get the rap sheet on the Aprilia. The RSV4 is a monster of a machine. Traction Control. Wheelie Control. Launch Control. Quick Shift. It's a superbike wet dream.
Here's the rundown on just the above mentioned from Aprilia's website (there's plenty more on this bike that's simply spectacular and if you're interested you should check out www.apriliausa.com):
"The APRC package uses an automotive inertial sensor platform with two gyrometers and two accelerometers allowing the ECU to recognize the dynamic conditions of the bike and adapt the engine management parameters accordingly. The rider can adjust any component of the APRC system independently at will.
ATC: the traction control system of the future.
The ATC- Aprilia Traction Control undoubtedly is one of the greatest strengths of the APRC package. This is a fully innovative traction control system developed from an Aprilia patent, mainly focused on helping the rider improve his lap times. Thanks to the inertial platform and the Ride By Wire pioneered by Aprilia, the ATC not only reduces torque when the rear wheel slips but lets the rider control tail sliding when exiting a bend, giving him a better feel for throttle control, depending on lean angle.
Aprilia ATC is quickly, easily activated from the instrument panel menu and offers 8 settings. When the ATC is enabled, the rider can change setting in an instant at any time using a joystick on the left handlebar to suit track, pavement or tire conditions, without closing the throttle and keeping his hands on the handlebar, as in professional motorcycle racing. This way, the system can adjust to every single bend of any track so as to meet the specific requirements of any rider, including the most expert ones.
The other incredible achievement of Aprilia technology is the system's "learning capacity". Current traction control systems are designed and optimized for a single size and type of tire. This limit frequently cancels the benefits of traction control. Aprilia Traction Control (ATC) has overcome this limit: a procedure activated by the rider enables the system to learn the tire radius and final ratio adopted on the bike to obtain fine-tuned traction control.
AWC: stability at top acceleration.
Exploiting the full power of modern superbikes down to the very last HP is every rider's dream. Aprilia's AWC (Aprilia Wheelie Control) has achieved extraordinary results. Thanks to the exclusive Aprilia patented Wheelie Detection System, the AWC is able to "tell" when a wheelie begins and ends and kicks in to smoothen wheel contact with the road. Smooth, soft wheelie management avoids harsh power cuts or pick-up, providing perfect acceleration control. Again, the AWC system is activated from the instrument panel and can be adjusted independently from other control systems choosing from three settings to better meet rider requirements.
ALC: the best holeshot.
The perfect start is yet another racer's dream, because a good start frequently means you're half way towards a victory. When the lights go out, handling the huge power of modern superbikes is no easy task. Unless the bike handles it itself to offer its best starting performance. The ALC (Aprilia Launch Control) system ensures an instant start as the lights go out, applying full power to the road to assist the rider in this critical moment of the race. All the rider needs to do is give full throttle and release the clutch as he normally would and shift gears. The ALC has three settings that can be selected from the instrument panel menu, and then it must be "armed" at standstill, by squeezing both traction control buttons on the left handlebar joystick at the same time.
AQS: record-breaking shifting.
When you're after the utmost lap performance, you can't afford to waste even one thousandth of a second in an apparently simple operation like shifting. RSV4 Factory APRC SE is the first Aprilia bike that comes with the Aprilia Quick Shift as standard. Basically, the quick shift shortens spark advance for an instant and then gradually restores it, making for super-fast shifting with no need to close the throttle or use the clutch. The system works hand in hand with the new closer spaced gearbox to limit RPM drop during shifting for faster lap times. To optimize AQS performance, Aprilia engineers have fine-tuned power cut timing based on shifting RPM."
Right. So, this bike is no ordinary bike—it's a track bred beast that's meant to do one thing. And it's meant to do it fast. Not altogether unlike our favorite car, which features much of the same awesome technology: launch control, lightning fast shifting and spectacular traction control. So, what happens when you pit these two modern technological goliaths against each other on the Monticello Mushroom? Let's watch and find out. 6 turns, 0.9 miles, and two laps of adrenaline fueled racing. We couldn't wait either.
So, a mere two and a half seconds separate the beast from a 1000cc superbike. Overall not too shabby. I'd have to say that as far as speed and power go, when a car can reasonably keep up with a superbike—somebody's been doing some great engineering. I can't help but wonder what would have happened if the GT-R had been a 2012… A person could go crazy just thinking about things that could've been.
RSV4 Factory APRC SE
Technical sheet
-
Engine: Aprilia longitudinal 65° V-4 cylinder, 4-stroke, liquid cooling system, double overhead camshafts (DOHC), four valves per cylinder.
-
Fuel: Unleaded petrol
-
Bore x Stroke: 78 x 52.3 mm
-
Total displacement: 999.6 cc
-
Compression ratio: 13:1
-
Maximum power at the crank: 180 HP (132.4 kW) at 12,250 rpm
-
Maximum torque at the crank: 115 Nm at 10,000 rpm
-
Fuel system: Airbox with front dynamic air intakes. Variable length intake ducts controlled via ECU. 4 Weber-Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-by-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road)
-
Ignition: Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and "stick-coil"-type coils.
-
Starting: Electric
-
Exhaust: 4 into 2 into 1 layout, single oxygen sensor, lateral single silencer with engine control unit-controlled butterfly valve and integrated trivalent catalytic converter (Euro 3).
-
Generator: Flywheel mounted 420W alternator with rare earth magnets.
-
Lubrication: Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling).
-
Gear box: 6-speed cassette type gearbox 1st: 38/16 (2.375) 2nd: 35/18 (1.944) 3rd: 28/17 (1.647) 4th: 32/22 (1,455) 5th: 34/26 (1,308) 6th: 33/27 (1,222) Gear lever with Aprilia Quick Shift electronic system (AQS)
-
Clutch: Multiplate wet clutch with mechanical slipper system.
-
Primary drive: Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659).
-
Final drive: Chain: Drive ratio: 42/16 (2.625).
-
Frame: Twin-spar adjustable aluminum frame, with castings and pressings. Envisaged adjustments: • headstock position and rake • engine height • swing arm pin height Öhlins adjustable steering damper
-
Front suspension: Öhlins Racing upside-down fork, Æ 43-mm stanchions (with Tin surface treatment). Low profile forged aluminum radial caliper mountings. Completely adjustable spring preload and hydraulic compression and rebound damping. Wheel travel: 120 mm.
-
Rear suspension: Double braced aluminum swing arm; mixed low thickness and sheet casting technology. Öhlins Racing mono-shock absorber with completely adjustable piggy-back in: spring preload, wheelbase, hydraulic compression and rebound damping. APS progressive linkage. Wheel travel 130mm.
-
Brakes: Front: Dual 320-mm diameter floating stainless steel disc with lightweight stainless steel rotor and aluminum flange with 6 pins. Brembo monobloc radial calipers with 4 Æ34-mm opposite. Sintered pads. Radial pump and metal braided brake hose. Rear: 220-mm diameter disc; Brembo floating caliper with two Æ32mm isolated pistons. Pump with integrated tank and metal braided hose.
-
Wheels: Aprilia forged aluminum alloy rims, completely machined, 5 split spokes. Front:3.5"X17" Rear: 6"X17"
-
Tires: Radial tubeless. Front: 120/70 ZR 17 Rear: 200/55 ZR 17 (alternative: 190/50 ZR 17; 190/55 ZR 17)
-
Dimensions: Max. length: 2040 mm Max. width: 735 mm (at the handlebar) Max. height: 1120 mm Min. height from the ground: 130 mm Saddle height: 845 mm Centre to centre distance: 1420 mm Trail: 105 mm Steering angle:24.5°
-
Dry weight: 179 kg *
-
Fuel tank capacity: 17 liters (4-litre reserve included).
-
Other: *Dry weight, without battery and fluids.
New Akrapovic GTR Exhaust Video
New video just released by Akrapovic of their Titanium EVO Exhaust on a Nissan GTR. If you have not seen and heard the Akrapovic GTR Exhaust in person, put it on your bucket list as something to do. The Akrapovic Exhaust for the GTR is ultra light, has an awesome sound, and comes with your choice of Titanium of Carbon Fiber tips.
Nissan GT-R RC by NISMO
Well, we all are familiar with how Nissan dominates on the track, and what a superb car it is. We can also continue to cheer on our Nissan brethren in the FIA GT1 as they pursue another win in Round 6, after their impressive abilities were showcased during Round 5 at Silverstone. The engineers over at Nissan Motorsports, otherwise known as NISMO, have put together one of the better creations they have to offer for the public: the R-35 GT-R RC (RC=Race Car). That's right; you can buy a turn-key race car from the best engineers on the planet for the GT-R. That means a completely pure-bred fire-breathing monster, completely worthy of the name Godzilla. The guys at NISMO have put in hundreds if not thousands of hours researching and developing this car. They have an incredibly expansive wealth of racing knowledge to draw on for pointers and experience with previous GT-R's, as well as the VR engine. The crew has implemented the FIA guidelines, and built a phenomenal car that outdoes its brotherly street form with ease, with less power. It's more of a beast on a diet, a Spartan version of Godzilla if you will.
The GT-R RC is equipped with an FIA compliant roll cage, welded in, complete with a Recaro fixed back seat, and a Willans 6-point safety harness. They also equipped the car with a fire system, air jacks, and a 120-liter ATL safety fuel cell. There are no creature comforts in this beast. The A/C and radio are gone, the carpet is gone, the door panels and dash have been modified to be as light/simple as possible. This leaves only the bare essentials—after all this is a RACE car and has been designed to do one thing: win. There is a copious amount of carbon fiber throughout the body: the hood, trunk, bumper and rear wing are all made of the glorious dark weave. The factory brakes have been scrapped in favor of larger Brembo units, 6-piston calipers mated with gigantic 410mm rotors up front, and 4-piston calipers with 380mm rotors out back. Not exactly child's play. The car does however retain the factory engine and transmission. The GR6 dual clutch transmission has proven successful for the NISMO engineers, and the VR38DETT powerplant that powers everything has been left mostly stock, but considering they won't release details or numbers for the exact horsepower figures, but with the 2012 GT-R putting out close to 530 AWHP, it's a safe bet that it won't disappoint. The tech team has also relieved the stock suspension of its duties and replaced it with a totally custom, fully adjustable set up. This allows the user to adjust spring-rate and pre-load for different courses and tracks. This also allows for easier changes to different suspension setups
The stock wheels have been replaced with an unknown—probably Volk/Rays if we know NISMO, and are sized at 20x10.5J with a +25mm offset. These sweet looking rollers are wrapped in ADVAN 290/710 R20 slicks and are guaranteed to be grippy enough to detach retinas. The entire car weighs in at 1,520 kg, or 3,344 lbs. Considering the stock 2012 GT-R tips the scales at over 3800 lbs, that's a significant dip in the lean-me-out-to-be-a-killer diet. Considering the obvious chassis upgrades, and a healthy driver behind the wheel, the RC should put some non-believers in their places.
Here's the catch: it costs roughly $250,000 USD. Yep. Better tell the kids they're going to have to take out student loans. And donate a kidney. And move to a smaller pad. The price tag is enough to scare most people away, but at the same time, if you're looking to race a GT-R, this is probably not a bad route to start on. They guys at NISMO have already done most of the work for you, and everything is already approved, set up, and tweaked and tuned for you. All you have to do is grab your fire suit and your racing shoes, throw on your helmet and comms—and get ready to tear some Porsche's behinds up.
You should know by now that we wouldn't leave you without some mouthwatering pictures…
Nissan Clinches win at FIA Silverstone Round 5!
Nissan is officially beating tail and taking names when it comes to the FIA GT1! They secured a first place finish today after a hard fought battle throughout the race. The motorsports giant, also known as "Godzilla" has yet again trounced the competition making a name for itself yet again on the FIA circuit. Last weekend, the GTR took another win, claiming 1st place in round 5 at Silverstone Raceway. The race was a battle in every sense of the word, and fought valiantly by most of the drivers. I say MOST for a reason and will explain later in the article. The FIA GT1 is one of the most fiercely competitive racing events in the world and sometimes things get a little out of hand. The Nissan crowd however should feel like they've accomplished an enormous feat against some of the biggest, baddest names in the motorsports world: Aston Martin, Lamborghini, Porsche, Ford and Chevy.
Nissan equipped Sumo Power and JRG Motorsport to not-so-quietly surprise the rest of the world with their track monsters. The planet was stunned when 4 GT-Rs took top ten finishes two races ago, and last week, they proved to everyone once again that great driving and an excellent pit crew along with one of the best cars on the planet makes for an unstoppable force. Throughout the race, the tension was spectacular—an excellent display of skill from all drivers, and a fiercely competitive line up set the stage with high stakes as the RAC Trophy was on the line.
The #22 JRM GT-R piloted by Richard Westbrook and the #8 Young Driver Aston Martin piloted by Stefan Mucke had a collision early on in the race where the Nissan was attempting to pass the Aston Martin yet the Aston Martin closed the door on the turn too late forcing the Nissan to collide with the Aston Martin (rules are, if a competing driver passes your B-pillar, you are obligated to let him pass). This collision sent the Aston Martin into a spin, off of the track, yet was easily recovered and the Aston Martin began to resume the race… or so we all thought. It was at this point—after he regained control of the car and safely made his way back onto the track with no apparent damage, that he made his way straight into the rear quarter of the Nissan and proceeded to slam his car into the side of the Nissan. This caused both cars to wreck and totaled the Aston Martin, prematurely ending the race for both cars. The video can be found here of the wreck, and you can clearly see that Mucke is frantically (angrily?) waving his left hand/arm maybe in an attempt to make a gesture at Westbrook, but either a. loses control driving with one hand and makes contact; or b. intentionally rams the cars together in retaliation. I'll let you decide on the video. Not the most sportsmanlike conduct to be seen in an international race. This however was only the beginning of some of the most intense racing to be seen for the day. After the safety car cleared the track, the real racing began.
During the pit stop, there was a driver change for the JRM car, Michael Krumm started the race and Lucas Luhr finished it, and between the two, they netted a first place finish. This came after a perfect pit stop from their crew and got the two drivers switched out and all tasks completed first. After arriving fresh on the track, and first out of the pits, Luhr snatched the lead from the #7 Aston Martin driven by 
Tomas Enge. This was not to last however as the two switched position a number of times throughout the last half of the race. The intensity built all the way to the last lap in which the Aston Martin snuck by the #23 Nissan and grabbed first until Luhr wrestled the spot of first back to the hands of Nissan and managed to hold it- although just barely and not without immense amounts of pressure from Enge. The end result is obviously astounding, and we're excited to see how the next race- round #6 at Navarra, Spain shapes up on July 2nd and 3rd.
Awesome Video Find: Supercar Showdown
Best Motoring, one of Japan's most popular automotive media outlets, recently decided to put on a supercar showdown, and the results are fun in any language.
The showdown pits a 2011 (2012 in the U.S.) GT-R against a Lexus LFA, a Porsche 911 GT2RS, a Corvette ZR1, and a Ferrari 430F1 against one another for a three lap race on the famed Japanese Fuji Raceway. The dialog is all in Japanese, but when cars like this are racing, that doesn't matter does it? The vehicles all give a great showing, even though the GT-R's launch right around the Ferrari at the beginning of the race is one of the more impressive things I've seen in a long time. I'm used to seeing differences in acceleration like that between the GT-R and other vehicles, but never in a manner like this, where the GT-R is forced to go wide around a Ferrari within the first few seconds of the race because its get up and go is just that much more impressive. Not a vehicle to trifled with.
Ultimately, it's a fun race and a great video worth a watch. Hope you enjoy the results as much as I did!
The Return of Godzilla!
The GT-R is a track monster. That much is known fact. There's a reason its nickname in its Eastern homeland is Godzilla. That's not just a half hearted allusion to a 50 year old reptilian destroyer of Japanese cities. The Nissan GT-R Godzilla's reign has been significantly shorter- from 1989 until 2002. From 2002 until 2008, the monster took a little vacation from reigning destruction on the track, possibly took some time in the Maldives, perhaps Southern France or Hawaii. Whatever destination the beast chose to vacation, it obviously lifted a few weights, got some new clothes and has a whole new look going for itself. We now know that it came back bigger and stronger and now crashes down cities in a whole new continent in the United States Domestic Market.
The Nissan Skyline GT-R BNR32 (commonly shortened to R32) was originally intended and purpose built to dominate Group A racing (which the FIA homologated in 1982) back in the late 80's which is how the 2.6L twin turbo powerplant (RB26DETT) coupled with an All-Wheel Drive drivetrain decision was made. This secured an intimidating competitive platform for production car racing. This was technically the 3rd generation of Nissan Skyline, but the first to arrive with forced induction and the first generation to move from solely RWD platforms to an available AWD platform. This marked the beginning of an era of total track domination by Nissan and the newly minted R32 GT-R which was soon to be dubbed "Godzilla" for its monstrous performance on the track.
Fast forward 20 years, and we have replaced the Skyline GT-R (which succeeded in BNR33, and BNR34 platforms) with just the GT-R. Confusing, I know—but the GT-R is here to replace the want and desire some of us North Americans had for the Skyline. The GT-R has been released in the USDM since 2008 and after its 2007 debut at the Tokyo Auto Salon it has made enormous waves in the racing community worldwide. Today and more recently the GT-R is becoming an easily hated heavyweight contender in the FIA GT1 class. I should explain when I say easily hated: this is a series dominated by manufacturers and cars like the Lamborghini Murcielago 670 RS, Aston Martin DB9, Ford GT and now the Nissan GT-R. Not your just average homeboy in the company of giants. A little over a week and a half ago, on May 13, the Nissan GT-R made the boldest statement yet in the GT1 series placing 4th, 5th, 7th and 9th in the championship race at Sachsenring in Saxony, Germany. That's no typo—the GT-R took 4 spots out of the top ten meaning that every GT-R in the grid finished in the top ten. Pretty spectacular stuff considering the competition, and a rude awakening to a lot of thoroughbred companies. It's almost like a bad dream coming back- Godzilla returns!
Here's the Championship Race report for Round 4:
Nissan built upon a satisfying day during yesterday's GT1 World Championship Qualifying Race to do even better today, with all four GT-Rs on the grid finishing the Championship Race in the top 10. As yesterday, the pairing of Enrique Bernoldi and Warren Hughes, in the no.20 Sumo Power GT, finished as top Nissan in fourth, a place ahead of team-mates David Brabham and Jamie Campbell-Walter in the no.21 car. Peter Dumbreck and Richard Westbrook, in the no.22 car, were the top ranking JR Motorsports in seventh place, whilst Lucas Luhr and Michael Krumm finished ninth in the no.23.
With the Nissans sitting fourth (no.20), sixth (no.22), eighth (no.21) and 11th (no.23) on the Championship Race grid after yesterday's performances, there were to be scenes in the opening seconds very reminiscent of the chaos at the start of yesterday's Qualifying Race. With all the cars jostling for position on the home straight as the start lights turned green, Westbrook was forced wide into the gravel in the no.22 JRM, and though he was to recover the car well, he found himself losing six positions by the time he came back on track. However, this was nothing compared to the carnage of two separate collisions that ensued seconds later, the second of which brought a premature end to the races of three cars.
Fortunately, all the Nissans were to avoid any fallout from the incidents, with Lucas Luhr, in the no.23 JRM, the main beneficiary as he moved up into seventh - a rise of four places from his start position. As the grid took their places behind the safety car, the GT-Rs found themselves in fourth (no.20), seventh (no.23), eighth (no.21) and twelfth (no.22), and seven laps later Nissans were to benefit further from a competitor's misfortune: a problem sustained by the no.41 Mark VDS Ford allowing the latter three GT-Rs to all move up one place. This - fourth, sixth, seventh and 11th - was how it remained as the all-important pit window opened…
The pit stops saw some particularly great work by the no.22 JRM crew, who helped their car gain three places, as the GT-Rs emerged after the pit stop reshuffle in fourth (no.20), sixth (no.21), eighth (no.22) and ninth (no.23).
Enrique Bernoldi, fresh in for Warren Hughes in the no.20 Sumo Power GT, was to soon find himself under intense pressure from the no.3 Hexis AMR Aston Martin, much more suited to the tight twists and turns of the Sachsenring circuit, but there was relief for the Brazilian when the car hot on his heels for fourth span out and was forced to pit. This also had the knock on effect of lifting the nos.21, 22 and 23 Nissans up into fifth, seventh, and eighth places respectively, and these positions were to be held to the end with the exception of Krumm's no.23 JRM, passed by the no.40 Marc VDS Ford GT with moments remaining.
Speaking afterwards, Warren Hughes, commented: "I'm very happy. Over the course of the weekend, considering how GT-R unfriendly Sachsenring is, we probably got the absolute best result we could have done, short of the top three cars in front of us failing.
"It's probably fair to say that the car wasn't as strong today as yesterday, as the track conditions were a bit different - slightly cooler. The sweet spot of a car is so small that tiny factors like that can make a difference, and as such we lost a little bit of performance. Overall though, I'm delighted with my personal performance as well as that of the team, and once again it feels great to be the top ranked Nissan car, because everyone knows the calibre of our drivers."
Hughes' co-driver in the no.20 Sumo Power GT, Enrique Bernoldi, added: "Fourth is a very positive result here in Germany on this track. As Warren mentioned, the track conditions were different today than yesterday, and in my stint in the car I really felt the effect the circuit was having on tyre wear. I was struggling to maintain position, and was put under severe pressure by the no.3 Aston Martin, but then he ran into trouble, which gave me some breathing space. That's the kind of luck you need in racing sometimes!"
"It's been a great weekend for Sumo Power and Nissan - we've picked up some valuable points that perhaps we weren't expecting. The car is also feeling good and we seem to have ironed out some of the reliability issues that were affecting us in the first couple of races. Hopefully we can really push on now in the remainder of the season."
Round five of the GT1 World Championship, at Silverstone, will take place on the weekend of the 4th - 5th June, 2011
Here are some excellent race pictures found on nagtroc.org:
Daijiro Yoshihara
In the motorsports world that seems to emanate from Japan, Daijiro Yoshihara—or Dai for short—has become somewhat of a legend. Some of you may or may not be familiar with the sport of drifting, but in the drifting world Dai is arguably one of the best drivers on the planet. At the age of 11, Dai found the thrills he was seeking in the street on top of two wheels with the only power coming from his legs. He was drifting bicycles. That's right—bicycles. For those of you unfamiliar with the sport of drifting, it is the manner in which a driver "slides" his vehicle (preferably a front engine/rear wheel drive platform) around corners and through turns. This process is achieved by breaking traction through a variety of ways at the entrance of the turn and then navigating the car through the preferred course at an angle nearing perpendicular to the travel of the car. Sound complicated? Here are some pictures to help:
The biggest thrill for Dai seems to have been perfecting his driving skills. After his bicycle drifting days, he found he could go faster on a motorcycle, and then eventually perfected his mountain driving experiences behind the wheel of a Toyota Corolla (AE86 chassis). From the days of driving the winding mountain roads of his homeland, he discovered a true passion for driving. This passion, which soon became a thrill seeking escape, became second to "getting a real job." Dai took a number of jobs that any early 20's male could see himself doing, but it wasn't until a friend offered him the opportunity of a lifetime with a trip to the US to drive in a competitive drifting event that his career unexpectedly took off. The stuff of legends and fairy tales. Dai drove the initial Formula D series in 2003 and placed very well in the top 16—by no means an easy feat. Regardless of exactly where he placed, the idea that he was driving trucks a month before, and was now competing on the world stage in the international drifting circuit at the highest level had to have been a mind blowing experience. For the next few years he competed at the highest level consistently placing on the podium in international competition. He now lives in Anaheim as well as Tokyo, and continues to drift a highly modified Nissan 240SX with a V8 engine swap, sponsored by Falken Tires and Discount Tire.
You might be saying to yourself—that's a very inspiring and all, but what does this have to do with my GT-R?
Patience, young grasshopper. The GT-R is a monster of a car on the track. For instance- Jeremy Clarkson of the popular British TV series Top Gear, lost his neck to G-Forces while test driving the car on the track in Japan. This is a man who drives every car you can imagine—and those you can't, on a very regular basis. His job is to test the most powerful and exotic cars on the planet, and the GT-R owned his neck. Pretty impressive. So, when an accomplished driver such as Dai hops behind the wheel of the R-35, you can expect great things to happen.
Now, imagine the GT-R was built and tuned by Mine's. That's right- the tuning giant Mine's of Japan has placed Dai Yoshihara behind the wheel of their highly modified R-35. Not only that, but they've arranged for him to be matched against the Honda tuning giant Spoon- and their NSX-R GT driven by American drifter Tyler McQuarrie. Tyler McQuarrie is no lightweight either when it comes to driving. He's an incredibly accomplished road racer, drifter and time attack driver who has competed all over the planet. The little known GTchannel online video group has put together these two heavyweight tuners and pulled some of the best drivers on the planet to put the two cars to the test in the hills of Buttonwillow. It's always fun to see two great drivers in two great cars go at it head to head. What makes this event even more interesting is the fact that neither driver has had any experience in the cars. So, you get a true sense of who builds an easier car to drive, and who can handle the car better.
Here's the low down dirty on what the Mine's car has in store for your drooling palette:
Engine (VR38DETT): 800ps @ 6,300RPM, 100kg-m @ 4,600RPM – Mine's Super Response Complete Engine (pistons, connecting rods), turbocharger kit, Spec-X 6.0 kit (Mine's VX-ROM Type-X ECU, turbo wastegate actuators, boost controller, HKS spark plugs), 800cc/min fuel injectors, high-flow throttle system, suction pipe kit, intercooler hard pipe kit, VX air filter, racing Silence-VX Pro Titan III exhaust, and Super Catalyzer II
Drivetrain: Mine's prototype clutch
Suspension: Mine's ESTA Full Spec Suspension III coilovers (Sachs 3-way dampers, Hyperco springs) and front/rear stabilizer bars
Brakes: Mine's prototype brake pads
Wheels: RAYS VR G12, 20×10-inch +30 (F), 20×11-inch +15 (R)
Tires: Bridgestone Potenza RE070R, 255/40/20 (F), 285/35/20 (R)
Exterior: Mine's carbon fiber Type II front lip spoiler, Type II hood, Type I trunk, carbon rear wing, carbon doors, carbon bumper protector, side steps, carbon engine cover, carbon fiber antenna cover, quad-light tail illumination kit, and carbon mirror surrounds
This combination of speed and style is a true mark of engineering prowess from one of Japan's top tuners. These guys don't play around. Perhaps one of the most impressive things about the car is the extremely non-flashy approach they've taken by paint matching all of the carbon pieces and only adding their very light gray signature on the side.
The Spoon NSX-R GT is an entirely different beast however, and has been built like a Honda fanatics dream:
Spoon Signature NSX Type-R GT
Engine: Turbo 3.0L Approx. 450HP
Spoon Balanced and Blue printed
Spoon Yellow valve Cover
All internals are Spoon balanced
Transmission: 6-speed manual, LSD Type-R Standard
Wheels: F: TypeR 17"x 7 ½" R: TypeR 17"x 8 ½"
Tires F: 215 40 17 R: 255 40 17 Bridgestone
Exhaust: Spoon Single Exhaust for Turbo
Brakes: Spoon Monoblock Calipers, Spoon Large Rotors, Spoon Brake pads, Spoon Brake lines,
Suspension: Spoon Custom Dampers
Exterior: Air duct Spoon Unicorn and sides air duct, Front Bumper Spoon aero, Rear Bumper, Spoon aero, Dry carbon Fiber trunk, Dry Carbon Door panels.
For more on Daijiro Yoshihara, Tyler McQuarrie or GT Channel visit their websites below:
http://www.tylermcquarrie.com/
For more on Mine's or Spoon please visit:
http://www.ppi-mines.com/index.html
Mine’s Goodies for the Nissan GT-R
The tuning giant known simply as Mine's out of Yokosuka, Japan, has been in the game of producing such high quality pieces for their homelands greatest cars since 1985. After being recognized as one of the first tuning companies to resell pre-programmed ECU's in the late 80's for Japanese sports cars, they went on to build an impeccable reputation- particularly in the Nissan community. They have always paid special attention to the flagship of the company: the Skyline GT-R, otherwise known as Godzilla. Mine's has had a special affinity for these cars since their modern inception in 1989, with the BNR32 GT-R , and since then has continued to produce some of the highest quality parts for the aftermarket scene in Nissans hardcore community. Today, after the GT-R namesake laid dormant from 2002-2007, Nissan ups the game again with the 2012 GT-R, and Mine's hasn't been far behind to follow up with goodies for its fans.
With the US market becoming more and more familiar with the capabilities of the GT-R, the pool of available cars increases. Since its debut release in 2008 to the US, the numbers have slowly crept up, and there are somewhere in the range of 5,000 GT-R's on US streets. This means that there are an increasing number of used GT-R's, which also means that there are an increasing number of new owners looking to modify their personal Godzilla. What this means for Mine's is an expanding market for their aftermarket parts. Thankfully, they have no problem taking the painstaking time to find the small things on the GT-R that could use a little aftermarket helping hand. What they have done so far, that bears at least a worthy mention is decode the factory ECU, and now offer a re-mapped and tuned ECU for our beloved monsters under the name of VX-ROM Performance Tuning Computer. This little guy removes the speed limiting function, adjusts both the air/fuel ratio and the ignition timing, remaps the boost map, modifies the variable valve timing, and leaves a significant safety margin to keep you and you're engine safe. This computer comes mapped for the US and is intended to be used with 92 octane pump gas, while also keeping all factory functions in place (think anti-theft, immobilizer, etc…).
So, if that doesn't impress you, and if you feel as if your throttle response could use a little help, sit tight. Mine's has taken the time to remove the factory throttle bodies, determine they could use a few more millimeters and some smoother surfaces to breathe that much better for an increased throttle response. So, after taking in the fact that Mine's found an area to improve in, just take a look at how different the stock pieces look next to the Mine's pieces. The interior of the factory throttle bodies has been machined using a diamond tipped tool to create a flawless finish with a perfect "venturi shape." These add a couple extra horses, and increased response, and after the addition of an exhaust, and especially an intake, you're looking at somewhere in the neighborhood of a 50 horse gain to be had. Pretty impressive gains (with minor bolt-ons) on a motor that is already had a very stout tune from the factory. Mine's has even gone so far as to minimize drag on the butterfly plates by using low profile screws. This attention to detail is what separates Mine's from the rest. They also have put out an array of beautifully crafted pieces of dry carbon fiber goods for our cars. They make everything from wings, sideskirts and hoods to engine covers and radiator shrouds as well as a host of exhaust and induction pieces- most out of Titanium. Be sure to keep an eye on these guys as time goes on, I guarantee that they'll be putting out more impressive stuff for our little city stompers.
