Mizuno Nissan chief engineer Katzutoshi world promised that the first 480-horsepower, 430-pound-feet-of-torque twin-turbocharged Nissan GT-R is just the beginning, and that three years down the road, things will get even more Interesting (In 2007 ago). Three years and above seven different iterations roadgoing then Mizuno-san has lived up to its promise.
And finally the first major update to what is largely regarded as one of the Japanese supercar’s most technically advanced domestic arrived at the dealership. Not only more powerful with 530 horsepower available at 6400 rpm and 448 pounds-feet of torque comes at 5,200 rpm (the result of raising the turbo boost pressure to 13 psi from 11 psi, revised valve timing, air mixture ratio, less restrictive air intake, exhaust , and catalytic converter), but thanks to a litany of more refined suspension, driveline, and exterior repairs.
Currently the latest 2012 GT-R arrived in America for the media to poke, prod, and drive forward on-sale date was February. Of course, we were there for all the action. And so did Mizuno-san, his dedicated team of skilled technicians, and engineers from Dunlop trio, now the sole tire supplier of high performance cars. Before running our spirit on the streets of the central California coast and a few episodes at Buttonwillow Raceway speedy in West loop Mizuno-san showed major changes:
Starting at the front, below the chin spoiler extends slightly to increase downforce. For both sides of a gaping lower air intake (which feed and cool the intercooler twin) are canards trio (with LED daytime running lights) are better bias by air around the car and increase downforce.
The front grille on growing wider to give the car more visual thickness, and also helps in cooling VR38DETT 3.8-liter engine. (Temperature radiator at high speeds test development Nurburgring, for example, 50 degrees Fahrenheit colder There are also large onboard thermostat).
Handling
A few miles inland of Morro Bay, California, the GT-R happily showed us its newfound cornering skills. From 2007 to 2011, the hefty supercar was prone to plowing throughout a corner, regardless of size or shape. Nowadays, the GT-R jinks and jukes with the sprightliness and eagerness of a car half its size. With a thicker, more generous mid-range torque curve, it thrusts from corners faster than any prior U.S.-spec editions. Steering feel remains weighty, though now it is vastly more communicative and highly reactive to the slightest of inputs.
Throw all three in-dash driving mode switches (controlling differential, dampers, and VDC settings) into R Mode and the dampers stiffen substantially, while the gearbox knocks off gears at 0.15-second intervals (0.3 second in normal). This GT-R feels like something you would expect as a new model generation, not simply an updated version.
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| 2012 Nissan GT-R Interior |
In town, the GT-R cruised calmly with less lurching and transmission chatter. You no longer need to shout at your passenger in cabin noise has been cut considerably, thanks to new insulation. Carbon fiber panels replace some of the reconfigured dash’s plastics. New climate control and stereo knobs, as well as darker metal-look trim pieces, complement the revised leather stitching. Highly bolstered and adjustable bucket seats with better padding hold passengers comfortably. Never once during our three-hour drive loops did we complain of discomfort.
We experienced some of Godzilla’s all-out performance on Buttonwillow’s west track, and only tasted a bit of the claimed 197-mph top speed. Quite simply, the latest GT-R put the outgoing model (our 2009 Car of the Year, by the way) to shame. At each bend, the GT-R stuck hard and transitioned its weight as if it were an NFL running back. Its monstrous Brembo reins eliminated speed without fade, and its insatiable desire to run as fast as it can never grew old.
Specification
But what was most interesting during our time at the track was the return of launch control, or as Nissan likes to call it, “R Mode Start Function,” which Mizuno-san’s test driver demonstrated. Activating the mode is simple. First, hold all three driving mode switches in the R position for two seconds. Then, while completely stopped, depress and hold the brake, and floor the gas. Wait until the revs mount to 4000 rpm (up from 3200-3300 rpm in 2011), let go of the brake, and prepare to be Godzilla’d.
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| 2012 Nissan GT-R U.S. Spec 3.8L 530 hp Engine |
The Nismo test driver consistently recorded 2.7 and 2.8 second 0-60 mph sprints on cold pavement in dry, high 40-degree weather that’s nearly a second quicker than last year’s model. After four consecutive runs, the R Mode Start Function automatically deactivates to reduce wear, and only reinstates after 1.5 miles of driving. The changes Mizuno-san and Co. have implemented in three years’ time not only refine Japan’s most highly regarded supercar, but redefine once again what a sub-$100,000 car is capable of. But of course, we can only know for sure what the 2012 GT-R’s actual limits are once we have one in our fleet. Consider this tale “To be Continued.”
VEHICLE LAYOUT: Front engine, AWD, 4-pass, 2-door coupe
ENGINE: 3.8L/530-hp/448-lb-ft twin-turbo DOHC 24-valve V-6
TRANSMISSION: 6-speed twin-clutch auto
CURB WEIGHT: 3900 lb (mfr)
WHEELBASE: 109.4 in
LENGTH x WIDTH x HEIGHT: 183.1 x 74.9 x 54.0 in
0-60 MPH: 2.8 sec (mfr est)
EPA CITY/HWY FUEL ECON: 16/23 mpg (est)
CO2 EMISSIONS: 1.05 lb/mile (est)
ON SALE IN U.S.: February 2011
2012 Nissan GT-R Picture Gallery;
2012 Nissan GT-RExterior & Interior
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R Speed Meter |
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| 2012 Nissan GT-R Clutch System |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R |
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| 2012 Nissan GT-R Interior (Dashboard) View |
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| 2012 Nissan GTR Tyres/Whee/Rim View |
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