For 2013 Nissan will release two different trim levels of the Nissan GT-R R35 Stateside: the GT-R Premium--the standard GT-R Model--and the suped up GT-R Black Edition. The Black Edition, which I've gone over extensively in prior posts, features lightweight black forged aluminum RAYS wheels, unique red and black interior, Recaro leather-appointed seats and a new dry processed and vacuum formed carbon fiber rear spoiler.

The two models will begin retailing at the MSRPs of:

GT-R Premium: $96,820
GT-R Black : $106,320

The base price for the Premium sees a healthy hike of $6870 over the 2012 MSRP of $89950, and the premium paid for the Black Edition over the 2012 comparable trim level is a raise of more than $11k. Of course, with this healthy rise in price, the consumer also gains some healthy benefits. Chief amongst those benefits is an increase of 15HP and 15lb.-ft of torque over the 2012 GT-R counterpart. This power comes with increased transmission efficiency as well.

The gains to performance don't stop with increased HP and Torque numbers, either. The 2013 Nissan GT-R R35 features a retuned suspension that has been adjusted and optimized for track performance. The braking system is upgraded some also, and the 2013 GT-R R35 features Brembo full-floating cross-drilled rotors, low steel high stiffness brake pads and Brembo monoblock six-piston front and four-piston rear calipers.

For those people who like their supercar with some luxury, the 2013 R35 isn't focused solely on performance, either. The primary interior upgrade is found in the GT-R's audio system, which now features a standard 11-speaker Bose surround sound system that utilizes rigid diecast steel panels for improved mounting and stability. The Nissan GT-R R35 also features an upgraded Rearview screen, Bluetooth integrated hands-free phone support, and real-time traffic and weather updates with optional XM subscription.

Nissan Announces the 2012 Nissan GT-R Track Pack: for Japan, the U.K., Australia, and South Africa only.

Nissan engineers recently unveiled the details of their new Track-Pack trim for the Nissan GT-R, and I must say that it's pretty exciting. The complete track-pack will take the already incredible Nissan GT-R and prepare it for the racing circuit for its more demanding customers. This track-pack, which will actually allow the GT-R to remain road legal where available, also provides the car with an extra edge on the circuit over its standard competition.

The package will lighten the vehicle substantially, and it achieves this by deleting the rear seats from the cabin, and replacing the front ones with ultra-lightweight Recaro racing ones. The vehicle is also equipped with lightweight RAYS alloys wheels, which help shave pounds off of the standard wheels, and some carbon fiber touches which are more lightweight than their plastic contemporaries.

In addition to the weight saving features, the GT-R track pack will also feature stiffer suspension rates all around to provide the vehicle with a "harder edge" and greater control through intense track turning conditions. Newly integrated active brake ducts will also work to allow the front brakes to operate as much as 100 degrees cooler around extreme track conditions--ultimately resulting in large reductions of brake fade and chatter. The track-pack will use the same drivetrain as its more road friendly brethren, but the changes help it drop its 0-to-60 time from 2.9 seconds to 2.7, and has allowed Nissan drivers to post regular sub-7 times on the Nurburgring.

In case you wanted to make sure people know what you're driving, too, the track pack outfitted GT-R will also have special badging both inside and out. And, finally, no special edition vehicle would be complete without an exorbitant price tag modification: in this case, 10,000 British pounds, or, the rough equivalent $15,700 American. What this means, ultimately, is that Nissan is removing parts of their car and charging more for it--a move that other automotive companies have been doing with track ready editions of their fastest vehicles.

Of course, for us Americans, even if we wanted to shell out that much $$ we couldn't, as Nissan will not be offering the Track Pack to its American consumers. If you were set on having one, however, I'm certain that $16k could get you an equivalent. Password:JDM makes R35 GT-R Carbon Fiber rear seat deletes, RAYS and Recaro products are readily available online, and any body shop worth their salt is certainly able to custom create active brake duct screens for your vehicle. In fact, with the $16k, you could forgo the RAYS and Recaro components, install the ducts and seat deletes, and then have the money leftover to purchase a complete titanium exhaust, like the one made by Akrapovic for the Nissan GT-R which adds 17HP and shaves 40lbs off of the vehicle. In the end, the GT-R with the seat deletes, active brake ducts, and upgraded exhaust would probably beat the Track Pack, even on a circuit.

Thus, I give you this Matte Black and Carbon Fiber wrapped Nissan GT-R. It's so understated that it almost becomes overstated, and it takes vehicle styling and mixes it with that of a B-2 Stealth bomber; of course, this particular GT-R comes to us courtesy of the wealthy and mean (mean for a racer, at least) streets of Dubai - the world's newest playground for the exorbitantly wealthy.

The matte black wheels, matte black paint, carbon fiber fascia, splitter, diffuser, and spoiler pieces all come together beautifully with the vehicle's small touches of color -- the seemingly necessary highlights of the GT-R badging and the bronze colored Brembo caliper covers -- to make one gorgeous new GT-R. It's smooth, sleek, and looks like the sort of vehicle that would fit in perfectly in the wind-whipped and sand-blasted realm of the deserts surrounding its home. The carbon fiber exhaust tips (maybe they're an Akrapovic? It would make sense, the sound is right for one) are a great touch. Now, all the driver needs to do to complete the look is get themselves some acrylic light blackout kits.

For further proof of the beauty of the vehicle, also, take notice that the cameraman has focused directly on this very unique GT-R when inside of a Dubai parking garage where the following cars are also visible just within the few seconds of the video itself: multiple Porsche 911's, multiple Land Rovers,  a Mercedes Benz G class, a Mercedes Benz S Class, and a gorgeous red Ferrari. That's millions of dollars within direct vicinity of this GT-R, yet its unique paint scheme and carbon fiber touches really set it apart.

I don't know, personally. I still like the gloss, showcar quality of a well-polished, well-done, metallic coat paint job, but there's something inherently sexy--and inherently Batmobile-esque--of an all-black GT-R, much like the new Black edition, that this Matte Black ride just totally personifies.

What do you think?

EVI Corporation is a custom automotive company that spends its days outfitting vehicles for police forces--particularly for undercover purposes. A few weeks ago, they got in their very first Black Edition 2012 Nissan GT-R (with all of 13 miles on the odometer), and set to turning it in to the ultimate police car. Well, they've done just that, and a Virginia precinct (who will not be named, sadly) has purchased said GT-R.

This isn't the first Police GT-R to hit the streets, but this is definitely the coolest. EVI used a 530HP, Black Edition, 2012 GT-R as their base vehicle and outfitted with all of the police necessities. The flashing lights are hidden in the front headlights and in the front mirror, as well, so this vehicle is truly undercover.

Ultimately, there's not much more to say about this GT-R that hasn't already been said, expect to highlight what a crazy cool cop car it is. I guess it's a true V6 Interceptor, huh? And there's no running from it in any conditions. Here's just to hoping we don't hear about this one being involved in an accident any time soon, and I just want to imagine the look on the first person's face to get busted by this thing. I hope it happens when a ballsy Porsche or Ferrari pulls up next to it on the highway and tries to challenge it to a race. That would be a fun story. (Mostly because the GT-R would not only beat it at the race, but also pull it over).

AMS kept all of the interior trim and amenities--AC, Stereo, Power Seats, and all--and boosted the HP on their GT-R up over the 1500 mark. That's right - 1500+ HP. That's more than 300HP over the Bugatti Veyron Super Sport, which is considered a benchmark vehicle in those terms. Of course, AMS didn't just want flashy HP numbers, so they set to improving the chassis, handling, and braking on their GT-R as well, and what they ended up with is this absolute 1500+ HP monster that's just as friendly on the city streets as it is terrifying on a track, and terrifying it is: this car just set a new 1/4 mile record by posting an 8.97 second, 169mph mark. That's right, sub 9's and 169mph in the 1/4 mile run. That's just not fair.

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.
  

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 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 2^nd and 3^rd.

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 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 3^rd 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 4^th, 5^th, 7^th and 9^th 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: