2011 Nissan Gt R

April 6, 2011 by staff 

2011 Nissan Gt R, The starters for the Nissan GT-R run in this way: His power has increased from 478bhp to 523bhp and torque is up to 18 lb.-ft. to 451 lb.-ft. of Godzilla is now even more fleet of foot, by So, with that extra power combined with a new launch control system to catapult the GT-R from 0 to 62 mph in .0secs flat, and then to 196 mph.

The thing, as anyone who has read a newspaper I say, is that headlines rarely tell the whole story. And the same goes for the revised version of Nissan GT-R, and you really need to delve into the details of the changes 2010 and 2011 to understand why the GT-R feels so different. In summary, the revisions to the GT-R are much larger than some horses for VR38DETT and a good new engine cover in red.

For starters, the top speed is aided by a low drag coefficient from .27 to 0.26. That does not sound like much until you consider the fact that the aerodynamic load has increased by 10 percent.

This is achieved by a slightly redesigned front bumper now has “fins rectifier” double that help increase front downforce by 10 percent and improve airflow to radiator and reducing air resistance. In the back, meanwhile, a new rear bumper with a lower center of gravity and light LED lights integrated into extended rear diffuser (light fog does nothing for aerodynamics, of course, but the speaker does not help both downforce and cooling.

As for the current chassis, springs, shock absorbers and stabilizer bars have been adjusted, while the front caster angle has increased. In the rear, a free piston damper has been developed to help provide more responsive cushioning and a smoother ride. Bigger brakes, a new compound for Dunlop and lighter, stiffer spoke wheels complete the dynamic adjustment.

After the first mile, and in isolation (ie without an older model for direct comparison), the difference between old and new is hard to discern. But much as with the adjustments to the car’s overall appearance, changes gradually accumulate to make a noticeable difference.

Basically, the series of minor adjustments-ish is reduced to two major changes, more measured pace and a newfound refinement. Besides being faster, the engine is smoother and more linear in its power delivery. No car is naturally aspirated or Ferrari M, and there is still movement broke out running forward when the turbos spool up to full speed (which is not a GT-R without it), but is more controlled, more manageable – and more easy to drive faster as a result.

Also, the suspension, which used to hit the road to faster submission was now really seems to work the road. You will not confuse your ride quality with a hydropneumatic Citro├źn, but there is a degree of fluidity to the way the GT-R controls the body and removes lumps and bumps that definitely was not there before.

Everything is a little hard to define really, it’s almost as if the “maturity” and check “refinement” have become as much as 5 percent, overlaying the character raw nuts technological turbo GT-R, but undiluted.

I suppose the best example is the drivetrain. 6 mph then the car is now two-wheel drive, so leaving the crossing, or the execution of a three-point lap and does not cause a series of graunches and squawks of difference, but the line driving and yet complain shunts, especially if you are clumsy over the suburbs to speed but the car in full manual mode.

The GT-R is very much version 1.1 of the R35 GT-R concept, an evolutionary refinement that softens the edges rather than make any significant change in the spirit of the car. It might be more presentable, more manageable (and a little more capable), but still the relentless fast, high-tech monster always has been. And thank God for it.

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