Nissan South Africa (May 28, 2016)
Making its global debut at the New York International Auto Show this past March, the 2017 Nissan GT-R has been updated with an exciting new look both inside and out, as well as receiving major driving performance enhancements in key areas, which include a significantly reinforced chassis and more power from its twin-turbocharged 3.8-liter 24-valve V-6. The new GT-R is also more comfortable than ever before, with a new sense of elegance and civility that one would rarely find in such a high-performance super sports car. In all, these revisions represent the most significant changes made to the model since it was introduced in 2007.
Output for the GT-R's award-winning 3.8-liter V-6 24-valve twin-turbocharged engine has been increased by 20 hp compared to last year's model. It now delivers 419kW at 6800 rpm, thanks in part to an increase in boost pressure and an ignition-timing system that's controlled at each individual cylinder--technology previously reserved for the GT-R NISMO. The new changes result in improved acceleration in the mid-range (3200 rpm and above) with maximum torque output available across a wider range of the powerband. Also like the GT-R NISMO, by more precisely controlling ignition-timing at each cylinder, engine knock (imprecise detonation) has been significantly reduced while concurrently enhancing environmental performance through a cleaner, more efficient fuel burn.
Dubbed the "VR38DETT," the engine features plasma-sprayed bores (versus cast iron liners) for reduced friction, lighter weight, enhanced cooling, superior power output and fuel efficiency. It also boasts a symmetrical independent intake and exhaust manifold system with twin high-performance turbochargers; a secondary air management system for improved cold-start emissions performance; a thermostatically controlled oil-cooling system; an oil scavenger pump to maintain oil flowing to the turbochargers; and a lateral wet and dry sump oiling system. Each engine is hand-assembled from beginning to end in a special clean room by meticulously trained technicians. An aluminum plate is added to the front of each engine showing the name of the TAKUMI engine craftsman.
Also new is a titanium exhaust system that better manages the high temperatures of the exhaust gas from the engine. The system includes a NACA duct on the vehicle's undertray just forward of the muffler, which guides air into the rear diffuser section to help cool the muffler and evacuate hot air from within this section of the vehicle.
The transmission shift-management control of the sequential 6-speed dual clutch transmission has been updated for better refinement and performance in a variety of driving situations. For example, when the vehicle begins moving from a standstill at a slow rate of acceleration, the gear shift change from 1st to 2nd gear is now much smoother than before.
With the previous GT-R, once the vehicle began moving from a standstill under light throttle, the engine torque would be reduced, which could in turn produce a somewhat sluggish response. For the 2017 GT-R, under similar circumstances, the engine torque is not reduced, helping to improve smoothness upon initial acceleration even under light throttle. What's more, the exhaust note is noticeably quieter for a more pleasant experience during normal every day driving. When driving in low-load conditions--such as on city streets or parking lots--the increased preciseness of the shift-actuator allows the transmission to operate more quietly.
Engine power is transferred to all four wheels of the GT-R via the world's first independent rear transaxle called the ATTESA E-TS all-wheel drive system. During normal driving, the GT-R behaves like a rear-drive vehicle, with the torque split set at 0:100, but it can be adjusted up to 50:50 depending on speed, lateral acceleration, steering angle, tire slip, road surface and yaw rate. A special GT-R-specific yaw-rate feedback control measures the differences between the target yaw rate calculated from the steering angle and actual yaw rate detected by the yaw-rate sensor and G sensor, and adjusts the torque bias accordingly. The GT-R's Premium Midship Platform layout places the transmission, transfer case and final drive at the rear of the vehicle, without the use of traditional torque tubes, allowing the suspension to operate independently and optimizing weight distribution and maximizing tire grip at each corner.
For 2017, the handling capabilities and athletic performance of the new GT-R has been taken to another level, thanks to a refined suspension system and a more rigid body structure that results in improved handling and better overall vehicle stability.
Intensive engineering updates around the windshield frame, which is housed within the A-pillars, have increased the structural rigidity of the GT-R's front end, resulting in reduced deformation and crisper turn-in response. Reinforcements around the trunk have resulted in an increase in stiffness at the rear of the car. As a result, the rigidity levels at the front and rear of the car are more uniform, resulting in a better balanced chassis.
The GT-R's special Bilstein® DampTronic driver-adjustable shock-absorber system--which utilizes information from multiple vehicle systems to provide appropriate damping forces and high level of control for a variety of driving situations--has been enhanced by way of a new valve housing that reduces resistance losses. Also, rigid attachment points for the suspension system enhances cornering stability and turning response by allowing all of the wheels to be placed under even a greater load while maintaining optimal contact with the road surface.
Like the previous model, the DampTronic system features three driver selectable settings: Normal; Comfort, for maximum suspension compliance; or R. The same three-stage adjustability is also available for the VDC system and transmission shift operation. For 2017, the "R" and "Comfort" settings now offer the driver enhanced sportiness and a smoother ride quality. Because of the increase in structural rigidity, the "R" mode now enables the vehicle to achieve the same yaw rate with reduced steering angle for a crisper, more communicative steering response, while the "Comfort" suspension setting produces less vertical G-loading in testing when compared to the "Normal" suspension setting. And, speaking of steering, the GT-R's system--a speed-sensitive power rack-and-pinion design with aluminum steering rack, four-point mounting and stiff insulators--possesses sharper response during spirited driving, with reduced effort for around-the-town commutes and exceptional feedback on the open highway.
At the test track, the new GT-R demonstrated its awesome cornering prowess by going four percent faster through the slalom than the previous model. Also, its straight-line stability at high speed (250 km/h) has been greatly enhanced while requiring less steering correction and inputs; tests revealed a steering correction decrease versus last year's model.
Stopping power is provided by Brembo® monoblock six-piston front and four-piston rear calipers with 15.35-inch front and 15.0-inch rear Brembo® full-floating, cross-drilled two-piece rotors and low-steel, high-stiffness brake pads that minimize fade and provide intense stopping performance. The calipers utilize race car-style radial mounting to minimize caliper flex during extreme braking.
With its enhanced body/chassis structural rigidity, more efficient suspension system, and fitment of tires with improved lateral stiffness, the 2017 Nissan GT-R rewards the driver with better handling capability, increased vehicle stability and a more comfortable ride than ever before.
By removing unwanted noise while concurrently augmenting the welcome sounds that please the ear--specifically the pulse-quickening sounds coming from the GT-R's free-flowing quad-exhaust--the new GT-R invigorates the senses like never before, while maintaining a much quieter cabin at cruising speeds.
The Active Noise Cancellation (ANC) system identifies and reduces unwanted low-frequency sounds by using strategically placed microphones within the cabin and using a sound wave at the same amplitude through noise cancellation speakers to mask unwanted sounds. Improved sound absorption material behind the instrument panel, an acoustic windshield, a dashboard insulator and noise insulators housed within the rear fenders have been engineered to act as countermeasures to remove undesirable noise from both the engine compartment as well as the rear tires. Additionally, the electronic control valve housed within the new titanium exhaust helps to control muffler resonance, which could otherwise create an unwanted "booming" sound from the exhaust system; ANC and the exhaust's electronic control valve essentially eliminate this issue by controlling such unwanted low frequency sound.
Also, thanks to the fitment of new titanium mufflers with an electronic control valve, Active Sound Enhancement (ASE) brings the engine's power directly into the cabin. ASE defines the sound frequency and volume of specific targets (such as the exhaust note) while simultaneously comparing it to pertinent information including engine speed and other key vehicle parameters. It processes the sound signal through the audio system's amplifier, then releases it into the passenger compartment through the speakers.
The driver can vary the sound control capability through the different vehicle mode settings--Normal, Comfort and R. Also, an exhaust sound control switch allows for a quieter engine start. By pressing the exhaust sound control switch prior to engine start, this will close the electronic valve within the exhaust system for more quiet operation at engine startup and continue for a brief time while the vehicle is driven with the engine running at low rpms. There is a 10 dB difference between having the electronic valve within the exhaust system closed and opened--a substantial difference in volumetric sound quality to the human ear.