DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
530 @ 6,400
Torque (lb-ft @ rpm)
448 @ 3,200-6,000
Six-speed auto-double-clutch manual with console shifter and column-mounted paddles with sport/competition modes
Transmission and axle ratios (x:1)
Traction at launch is critical to an optimal run. This car easily spins all four tires even in Launch mode, especially on this surface with tires set to "door-post" pressures (rather than lower in rear as Nissan suggested). I had to progressively brake-release/launch rpm from 4,400 (steady) down to 3,500 (releasing brake while needle is swinging past it). Also, had to request 1-2 shift at 6,000 rpm because the tachometer doesn't keep pace with engine speed. The 2-3 shift as the shift light changes from amber to red worked just fine. (I tried not to shift to 4th, but was afraid I'd hit the limiter at the finish line so I usually did. Close data analysis will tell us if I needed to.) Gob-smackingly fast and smooth shifts in R.
Needed five stops to find best/shortest stop. The anomalous fourth stop (115 feet with a squishy pedal and locked-up tires) was somewhat expected because the brake system was bled only the day before. The next stop was the best where the pedal was very firm, and this was maintained throughout the stop. Arrow-straight and zero dive (in R, R, R).
Skid pad: With ESC off (R, R, Off), I could sneak up on very mild understeer, but I wasn't able to "drive through it" with the typical lift-stab at the throttle to coax rotation. Still, tremendous grip and poise, steering with throttle pedal alone. With ESC on, in (R, R, R) it felt very similar, but the understeer seemed to come on slightly earlier, couldn't really detect anything being trimmed or closed. Either mode, steering delivers volumes of info regarding front tire grip and impending slide. Appropriate weight and delicacy. Slalom: With ESC on (R, R, R), the car turns in very crisply/immediately and sets up immediately. Alert and ready for attack right from the first gate. However, there seems to be a slight delay-gain for the remaining cones, not what I'd ever call unpredictable or something that causes it to get "late," but it was different from the first set. Even with suspension in R, the GTR didn't even once acknowledge the dip at near the third cone. I fought with a little understeer at the exit, but mashing the throttle seems to help. With ESC off (R, R, Off), I could tell it didn't turn in quite as well, but it worked better everywhere else where I could rotate the car at will with the throttle and really attack the exit at WOT. Overall, this is almost too easy to do. This is still amazing technology made even better for this year.