2012 Nissan GT-R Road Test by InsideLine

[jhv]

http://www.insideline.com/nissan/gt-...and-video.html

Perhaps you remember the original Nissan GT-R as easy to drive but uninvolving. You might have surmised that, like a digital coffee maker or fancy toaster, it got the job done but lacked personality. Maybe you even read enough Internet forums to convince yourself that it was an appliance — warmed over electro-mechanics turned into speed. Technology, you probably concluded, can be so dull. Yawn.

Kazutoshi Mizuno, chief engineer for the R35, is fed up with that attitude. And he's delivered the revised 2012 Nissan GT-R with enough capability — in the way of 45 additional horsepower, bigger front brake rotors and refined suspension tuning — to extinguish your inner bench racer's technological indifference. Anyone who's still singing that tune, Mizuno thinks, hasn't driven this car.

But we have.

Reality Check
And what we've learned during our instrumented performance testing and numerous laps around California's Buttonwillow Raceway is convincing. The GT-R, no doubt about it, is a full-fledged and wildly capable supercar. And don't let anyone tell you otherwise. Certainly, there's a measure of control here that's not available in other cars with this much (or more) power, but let's not mistake control for blandness. Because, in this case, there's nothing bland about the GT-R.

You see, even in this business, where 500-hp cars come along every few weeks, the speed and control that accompany the GT-R driving experience are rare. Even more rare, however, are drivers with the ability to effectively use this much power.


Every manufacturer recognizes this. It's why Chevy offers Performance Traction Management on its 638-hp Corvette ZR1. It's why Mercedes-Benz won't allow stability control to be fully disabled on its most powerful models. And it's why the Nissan GT-R, in all its torque-biasing, electronically controlled glory, exists at all.

Because control, friends, kicks ass. Like it or not.

Just Plain Silly Fast
And we won't pretend to be the driver who can handle this car unencumbered by electronic aids on a mostly wet track. So we left them on around the road course. And despite the moisture, the 530-hp 2012 GT-R charged into Buttonwillow's 90-degree Sunset corner in 5th gear at 130 mph. That's a solid 8 mph faster than the 2011 model we drove back to back on the same track.

And then, thanks to larger 15.4-inch front rotors (previously 15.0 inches) and redesigned calipers, it hauled down to a reasonable 80 mph before once again crushing our soul with relentless acceleration. There's more than enough power here to balance the GT-R's chassis with the throttle, and understeer is noticeably reduced at lower speeds while stability remains high in triple-digit corners.

The chassis feels largely the same. There's the same heavyweight steering — even at low speed. There's the same sense that you're managing a lot of mass every time you ask the GT-R to accelerate, brake or turn. And there's the same confidence when opening the throttle at corner exit. Only one thing is different: There's more of everything. And it is good.

By the Numbers
According to our test equipment, the 2012 GT-R is both quicker and faster than the car it replaces. It hit 60 in 3.1 seconds (2.9 seconds with 1 foot of rollout like on a drag strip) and stomped through the quarter-mile in 11.1 seconds at 124.1 mph.

We've tested multiple GT-Rs in the three years since the car's introduction and the best acceleration we've recorded to date came from our long-term test car with the VDC switched off. It hit 60 mph in 3.6 seconds (3.3 seconds with a 1-foot rollout) and completed the quarter-mile in 11.6 seconds at 118.9 mph.

The GT-R will give its German, Italian and American competition an honest run in any performance test.

For perspective, the last Porsche 911 Turbo we tested hit 60 in 3.2 seconds and finished the quarter-mile in 11.1 seconds at 125.4 mph. Chevy's insane Corvette ZR1 wasn't as quick in our last test. It needed 3.9 seconds to hit 60 and 11.7 seconds to complete the quarter-mile (at 126.7 mph).

Handling numbers are similarly improved. The GT-R stormed through the slalom cones fast enough to rival the record for production cars at Inside Line. Its 74.7-mph speed with its VDC disabled was impressive, but it still managed 74.2 mph with VDC active. Porsche's GT3 and GT3 RS hold the record at 75.3 mph.

The GT-R generates 1.02g of cornering force with VDC off — a stunning number considering its relative tire size and substantial weight (3,888 pounds). Switch the electronics back on and it's still good for a very solid 1.0g performance.

Dunlop developed the GT-R's proprietary tire — the SP Sport Maxx GT600 (255/40ZRF20 front, 285/35ZRF20 rear) — with Nissan. The 522-pound-lighter Corvette ZR1, which packs around 285mm front and 335mm section-width rear rubber, yields the same lateral grip at 1.02g.

Braking from 60 to zero requires 108 feet — a few feet more than most of its competition.

The Critical Tweaks
The transformational difference here is engine output, which climbs from 485 hp to 530 and 434 pound-feet to 448. Primarily, this is achieved via a bump in peak boost pressure from 10.9 psi to 13.1 psi. Valve timing has also been adjusted, while intake and exhaust flow are both improved. Better flow through the radiator also adds a measure of thermal efficiency to handle the additional power.


But Mizuno isn't all about power. He's a handling guy and his changes to the GT-R's suspension are not insubstantial. The front spring/damper assembly now mounts further outboard on the lower control arm, which changes the suspension's lever ratio. Caster is increased from 5 to 6 degrees to improve high-speed stability. Even the rear suspension's roll center was lowered. All four dampers now utilize an aluminum piston (previously plastic), which ensures that they function as designed during the high loads the car generates in places like, well, the Nürburgring, where development continued for this model.

There are two new structural braces — one carbon-composite brace mounted along the firewall between the shock towers and another dashboard-support member which is part of the car's body structure and is oriented vertically on the inside of the firewall. Even the stock wheels — now 10-spokers — are 20 percent stiffer and 6.6 pounds (per car, not per wheel) lighter. The Rays six-spoke wheels that come as part of the Black Edition scrub another 3.5 pounds (per car).

Subtle but effective changes to the body resonate both in the wind tunnel and on the track. A redesigned front bumper directs more air around the side of the car — improving brake cooling efficiency and eliminating some airflow over the hood and roof. This results in a 10-percent increase in downforce and yields a marginally better drag coefficient (0.27 to 0.26).

Don't Call It Launch Control
The six-speed dual-clutch transmission is mechanically identical but benefits from reprogramming to increase shift speed in R mode and smooth shifting in normal mode. R-Mode Start, or Nissan's name for launch control, remains functionally the same as in 2011 GT-Rs. Bump the transmission and VDC setup switches into the R position (the suspension switch can remain in the "normal" position), then pin the brake, wood the throttle and release the brake.


It's that simple, and the result is more like the 2009 cars before the reflash: The engine revs quickly to about 4,000 rpm and when the brake is released there's an honest clutch drop, which results in wheelspin if the tires are cold. Still, because the feature is easy and quick to activate, it's a genuine Corvette-killing weapon for those not accustomed to launching a 530-hp supercar. And, really, who is?

Power is fed rapidly to the front wheels and rear wheelspin ends almost immediately. Unlike in the original 2009 GT-R, VDC always remains on — a measure Mizuno says was taken to ensure safety if the car is launched with one tire on a slippery surface. There's another change, too: 2012 GT-Rs are limited to four launches in a row before the system requires a 1.5-mile cool-down drive.

The Critical Test
That the 2012 GT-R is insanely, stupidly fast is evident. But perhaps more impressive are the new fuel economy numbers that accompany the increased speed. City fuel economy jumps from 15 mpg to 16 mpg, while both highway and combined numbers see a 2-mpg increase (21 to 23 mpg and 17 to 19 mpg, respectively).

Largely, this is due to the same engine recalibration that yields the additional power. It also substantially improves combustion efficiency, according to Mizuno. Also, replacing the "Snow" mode on the transmission setup switch is "Save" mode, which utilizes a different shift map to save fuel during long-distance driving.

Unsurprisingly, all these changes aren't free. Our test car, a Black Edition, which includes the six-spoke Rays wheels and unique Recaro seats with red inserts, will set you back $96,100. A Premium GT-R (there is no base model) costs $90,950 — about $5,900 more than a 2011 Premium model.

The real question however, isn't the GT-R's price tag, which has always been far below that of the cars with which it competes. Rather, it's the experience, which is more accessible and comes with less risk than all of those cars. To our minds, the GT-R will not only give its German, Italian and American competition an honest run in any performance test, but it's every bit as engaging as well.

Mizuno, we'd guess, would agree.

[HPFREAK]

So they redesigned the car to still be slower than the ZR1 and 997.2TT? Interesting. Still a fast car, but it will still get pulled on by the other two cars. The other 2 are capable of 130mph trap speeds, and the ZR1 has a higher top end, better on the skid pad, only managed to equal the Zr1's avg slalom speed, and ZR1 stops better. Cool car none the less, but they still have some tuning to do to surpass the other 2 cars.

The GTR is starting at 89k so it is close to the price of the ZR1. Lets face it if you are in the market for a 90k car then a 105k car is within your grasp as well. So they are marketed to the same people with the same sort of spending power.

It would come down to preference and if you like the Techno Gizmo nature of the GTR vs. the pure muscle and simplicity of the vette. Also looks play a huge factor.

[esqu1re]

Originally Posted by HPFREAK

So they redesigned the car to still be slower than the ZR1 and 997.2TT? Interesting. Still a fast car, but it will still get pulled on by the other two cars. The other 2 are capable of 130mph trap speeds, and the ZR1 has a higher top end, better on the skid pad, only managed to equal the Zr1's avg slalom speed, and ZR1 stops better. Cool car none the less, but they still have some tuning to do to surpass the other 2 cars.

The GTR is starting at 89k so it is close to the price of the ZR1. Lets face it if you are in the market for a 90k car then a 105k car is within your grasp as well. So they are marketed to the same people with the same sort of spending power.

It would come down to preference and if you like the Techno Gizmo nature of the GTR vs. the pure muscle and simplicity of the vette. Also looks play a huge factor.

As I understand it, this car weighs hundreds of pounds more than a ZR-1, and has about a hundred less horsepower. It makes up that deficiency with traction. Unfortunately, so much of the ZR-1's horsepower can't be put down effectively. $15,000 is a decent amount of money---you can't really disregard it--although I do agree that if you have 100,000 to spend on a car, 15,000 might not be the deciding factor to most of the buyers.

Looks are subjective, but a ZR-1 looks like any other corvette, which might be a good thing if you don't like the bloated looks of the GT-R. Although arguably less so than before, the GT-R is still a great performance value for the money. I like the history of the GT-R, and I'm glad we got it here in the states (finally). Money aside, I think I would take one over a ZR-1 and 911 TT.

[EpicE90]

Every ounce of me wants to hate GTR's. But I just cant. Those launches are dam impressive. However, put it in a straight line for more then a 1/4 mile and im pretty sure the ZR1 and 997.2 would hand the GTR its ass.

[Boost Gomez]

Originally Posted by EpicE90

Every ounce of me wants to hate GTR's. But I just cant. Those launches are dam impressive. However, put it in a straight line for more then a 1/4 mile and im pretty sure the ZR1 and 997.2 would hand the GTR its ass.

Nothing a simple flash tune can't fix.

[Twisted Six]

Originally Posted by HPFREAK

So they redesigned the car to still be slower than the ZR1 and 997.2TT? Interesting. Still a fast car, but it will still get pulled on by the other two cars. The other 2 are capable of 130mph trap speeds, and the ZR1 has a higher top end, better on the skid pad, only managed to equal the Zr1's avg slalom speed, and ZR1 stops better. Cool car none the less, but they still have some tuning to do to surpass the other 2 cars.

The GTR is starting at 89k so it is close to the price of the ZR1. Lets face it if you are in the market for a 90k car then a 105k car is within your grasp as well. So they are marketed to the same people with the same sort of spending power.

It would come down to preference and if you like the Techno Gizmo nature of the GTR vs. the pure muscle and simplicity of the vette. Also looks play a huge factor.

I guess the best part of having the GT-R instead of the common Vette would be having two friends in the backseat to 'Enjoy the ride/race',lol.

And agreed....."also looks plays a huge factor".

The R35 tends to blend in and hide amongst daily traffic for those not in 'the know' or car enthusiasts.....whereas the ZR-1 is a more "hey look at me or here I come" type of design no doubt.

Nissan needs to wake-up and offer a lesser "bells and whistle" base weighted/optioned model that focuses on competing with cars that its thrust against due to its close performances.

Its still too heavy,,,,seats too many......

Time for a coupe/2-seat version with lots of composites and an aluminum v/8 to show what they can really do.

Sort of like how the Datsun 240-Z SHOULD have morphed into by now.

[MediaArtist]

Still too fat and bloated but impressive numbers (as always).

[Twisted Six]

Originally Posted by Boost Gomez

Nothing a simple flash tune can't fix.

And from the looks of your sig pic.........I'd guess you might know a thing or two about that statement,lol. Nice.

[Year's_End]

Originally Posted by Dark Schnitzer

The R35 tends to blend in and hide amongst daily traffic for those not in 'the know' or car enthusiasts.....whereas the ZR-1 is a more "hey look at me or here I come" type of design no doubt.

You think so? (no sarcasm)

[Nine]

Great article!
I'm a GT-R hater, but unfortunately I'm running out of material - the 2012 GT-R sounds SCARY.

[Twisted Six]

Originally Posted by Nikkahtropolis

You think so? (no sarcasm)

Actually ...yeah. I mean no bash from this remark.

I see an R-35 in traffic here in SoCal generally 2-10 times a week while on the roads with work.

While I'll spot a Vette several hundred yards ahead......I always seem to not notice the Nissan until I'm almost right next to them.

Which is always a plus if your misbehaving and want to avoid the law-pounders.

Maybe they;ll stand out more where the demographic has more normal passenger cars ? Eg;Camry's,Fords,trucks etc.

But your in Fla. and I always see nicer cars rolling when I'm there.

[EpicE90]

Originally Posted by Boost Gomez

Nothing a simple flash tune can't fix.

Modified vs unmodified is a lobsided battle even if the car is down on HP from the get go. In your personal opinion do you think your gtr would beat your zr1?
Impressive garage you have.

[Robert]

This is top on my list for next car.

[michaelthepsycho]

Originally Posted by esqu1re

As I understand it, this car weighs hundreds of pounds more than a ZR-1, and has about a hundred less horsepower. It makes up that deficiency with traction. Unfortunately, so much of the ZR-1's horsepower can't be put down effectively. $15,000 is a decent amount of money---you can't really disregard it--although I do agree that if you have 100,000 to spend on a car, 15,000 might not be the deciding factor to most of the buyers.

Looks are subjective, but a ZR-1 looks like any other corvette, which might be a good thing if you don't like the bloated looks of the GT-R. Although arguably less so than before, the GT-R is still a great performance value for the money. I like the history of the GT-R, and I'm glad we got it here in the states (finally). Money aside, I think I would take one over a ZR-1 and 911 TT.

+1,000... You can't deny the tricked-out nature of GT-R's AWD system that simply outsmarts Corvette's conventional power to the pavement. Plus... The Corvette looks like ass to me so it's a no-brainer.

[Boost Gomez]

Originally Posted by EpicE90

Modified vs unmodified is a lobsided battle even if the car is down on HP from the get go. In your personal opinion do you think your gtr would beat your zr1?
Impressive garage you have.

No, the ZR1 is in a different league IMHO. Completely different driving experience, especially on the track. On paper they do boast some comparative numbers but the ZR1 in all manners of performance is definitely on a higher level.

Thanks

[330CIZHP]

One thing to remember: Nissan GTR now comes standard with almost slick dry-only extreme performance Dunlop DSST tires. These tires trade wet traction for more dry traction and are not usable in greasy or wet weather at all.


As far as straight line is concerned, the turbo S simply destroys the ZR-1 from 0 to 1 mile. But, turbo is like steroid feeding. As soon as you take off the turbo, the weakling is revealed underneath. I would definitely take the ZR-1 over these (yeah, I know it is supercharged, but it has far more character, purist approach, soul and a very nice exhaust/engine note).

There is no level playing field when it comes to turbocharging since it is like steroid feeding. My friend's Evo IX with nearly 600 wheel HP and 3100 lbs weight will destroy all these cars.

Turbo S has much tighter and shorter gear ratios and also traction off the because of the engine hanging behind the rear axle, also the automated gearbox shift speed is simply impossible for the ZR-1 to match:

[EpicE90]

The turbo S is not faster in a mile race! If a zr1 could actually hook it would beat the turbo S in a quarter , and especially a mile. If they would have warmed the tires up in that video it would be a more even playing field. It also showed that the ZR1's trap speed was about 2mph faster, meaning it was gaining fairly quickly. None the less the new turbo is stupid fast. And Im sure that the turbo is easier to drive FAST , then the zr1 is.

[330CIZHP]

I am not arguing. There is mountain of evidence that given equal tires on both cars, the Turbo S PDK will kill the ZR-1 in 1/4 mile or 1/2 mile races 9/10 times since it has all the advantage there. Much shorter gearing, PDK shift speed, off the line traction because of engine hanging behind the rear axle, which presses the rear tires down under hard acceleration etc.

p.s. It says, despite the 2 mph faster trap speed, it could not reel the Turbo S in obviously due to the shift speed of the automated gearbox of the turbo. I am sure by 1 mile mark, the ZR-1 will definitely pass the turbo S. No doubts there.

Turbo S is very difficult for just about ANY supercar today in a straight line to beat up to 1/2 mile. I don't like the turbo S, but it is just a fact.

Originally Posted by EpicE90

The turbo S is not faster in a mile race! If a zr1 could actually hook it would beat the turbo S in a quarter , and especially a mile. If they would have warmed the tires up in that video it would be a more even playing field. It also showed that the ZR1's trap speed was about 2mph faster, meaning it was gaining fairly quickly. None the less the new turbo is stupid fast. And Im sure that the turbo is easier to drive FAST , then the zr1 is.

[M3_WC]

Road and Track just tested the new PDK 911 Turbo S:

0-60 in 2.6 secs!! and 10.7 @ 129mph in the 1/4mile!!

[graider]

Originally Posted by EpicE90

Every ounce of me wants to hate GTR's. But I just cant. Those launches are dam impressive. However, put it in a straight line for more then a 1/4 mile and im pretty sure the ZR1 and 997.2 would hand the GTR its ass.

yes, until the first corner where the gtr will kiss those two goodbye.

[graider]

porsche is living the quarter mile.

[OBI_agent]

What a beast.

And no dis respect to the dude who prefers corvette over GTR but I dunno what you're talking about. GTR definitely looks way better in real life compared to how it looks in photos. It certainly has its own presence.