That's a great result for the GT-R considering the altitude, for which R&T doesn't correct. Which should tell us that in similarly high-altitude tests where the cold air can have a balancing effect, no correction is needed.
Thanks Soup, these conditions test ring me something. The 2009 GTR tested by C/D was tested in the same day conditions and altitude. Which should tell us that the mule car tested was fitted with a slightly less powerful engine than the MY2012 car.
Top Gear chats to Mizuno-san: Mr GT-R In an antechamber in the old Silverstone pit building, a small man in a brown suit is leaping from foot to foot and waving his arms around. This is Kazutoshi Mizuno, the father of Nissan's barnstorming GT-R, and he is not especially happy. "Thinking that my car is too heavy is a mistake!" he says, clapping his hands together for emphasis. "All journalists say [affects a funny voice]: ‘GT-R is heavy, heavy, heavy - it should be lighter, lighter, lighter!' I say, journalists need to develop a more professional level of thinking! More study! More thought! The GT-R needs to be this weight. A car with less weight does not handle. Lighter weight can be dangerous. And it will not be drivable by all customers. You have a responsibility for the customer. I have a big responsibility for the customer!" There is a momentary lull as Mizuno-san gathers his thoughts. Then he's off again, this time assaulting a whiteboard in a bid to explain some rudimentary physics. I might have paid attention in school if I'd had a teacher as committed as this. "All people have the right to enjoy a supercar and supercar performance," he says, firmly laying out his MO. "All people, anywhere, anytime. Before, the supercar was a very closed market. I wanted to open the market up. Big boot. Accessible performance. You can drive my car at 186mph with your wife. Before GT-R, it was a dream. After GT-R, the dream was real." His hands are a blur across the board. The face furrows with concentration. Though he's tired, his eyes are blazing. Words: Jason Barlow Photography: David Shepherd This article was originally published in the January 2012 issue of Top Gear Magazine
I came to my senses that this is a fantastic car. I just wish it looked better... But it's an amazing car alright.
The GT-R make up almost all the time at the launch. 1.4 sec are won at the launch (obviously with 4wd and those track conditions) But after that the M5 hardly loses any ground, only another .2 seconds to 1000m. So in the end this is a pretty even race. Roll racing those two cars would give a more accurate result and the BMW would be pretty even with the GT-R.
AutoZeitung's first test of the 550-hp GT-R will be out tomorrow. 0-200 km/h in less than 11 seconds!
[scans] AutoZeitung - Nissan GT-R MY2012 (TEST) - Weight: 1773 kg - 0-100 km/h: 3,2 s - 0-200 km/h: 10,6 s - 100-0 km/h (warm): 32,7 m Acceleration is still behind the 911 Turbo S (3,0/9,8 s) and on the same level as a 500-hp Turbo PDK. In the next issue they will compare the new GT-R with the C63 AMG Black Series.
0-200km/h is startling. Although I have zero affection for the car I respect Nissan for the continual of improvements they are squeezing out of the car.
Nissan GT-R Track Pack review - Autocar.co.uk What is it? You hardly need an introduction to the Nissan GT-R. It is likely that there have been more published words sacrificed on the GT-R’s altar than on any rival, even the ubiquitous Porsche 911. The sub-£75k, 542bhp, four-wheel drive coupé has become a giant-slayer of the first order. So, meet the Nissan GT-R Track Pack. A more focused version that retains exactly the same bi-turbo V6 powertrain and four-wheel drive system but which gets stiffer springs and increased rigidity, lighter Nismo alloys and improved brake cooling. It also loses the rear seats (this, together with the wheels, saves around 20kg) and gets new sports seats that utilise a special ‘grippy’ material to help keep your body in place against the fierce g-forces the GT-R creates in an offhand manner. For all this extra trickery you will pay a £10k premium, bringing the Track Pack in at £84,480. What’s it like? Get it onto a circuit, and it’s clear that the Track Pack has been dialed a notch towards being more playful; a subtle attempt to make the GT-R feel as if it’s relying more on the driver and less on its extravagantly complex four-wheel drive system. It’s keener to step-out, to give you the opportunity to unsettle it should you wish to. That will be a good thing for many. There’s no doubting that the improved brake cooling, which Nissan claims can reduce operating temperature by up to 100 degrees during heavy use, will be appreciated by anyone who has discovered how quickly non-carbon brakes can fade when stopping a 1.7-tonne car repeatedly from insane speeds. We can’t comment on how the firmer springs affect the on-road usability of the GT-R as we only had the chance to drive it on a track. All the adaptive elements of the GT-R, including the three damper settings, are still present but the standard GT-R is unforgiving in terms of its ride quality and the Track Pack is unlikely to improve that. Should I buy one? The Track Pack pushes the limits of being justifiable. Not because it isn’t exceptional – even at this price, the outrageous performance and handling makes it digitally clear that the GT-R is as much a milestone as ever. But the differences this upgraded car offers are subtle, and it’s a significant premium. Plus, if track use is such a priority, you’d be better off with something more pure – think lighter and rear-wheel drive – even if that comes at the cost of outright pace. Even so, when it comes to an £80k super-coupé for occasional track use, the GT-R is still unbeatable. We’d have the standard car and spend the £10k we’d saved on enjoying it. Vicky Parrott Nissan GT-R Track Pack Price: £84, 480; 0-62mph: 2.8sec; Top speed: 196mph; Economy: 24mpg; Co2: 275g/km; Kerbweight: 1740kg (est); Engine type: V6, 3799cc, twin-turbocharged; Power: 542bhp at 6400rpm; Torque: 623lb ft at 3200-5800rpm; Gearbox: 6-spd dual-clutch transmission
