The suspension is tweaked with new upper
links to enable higher caster angles, while a 17.3mm hollow anti-roll bar is
fitted at the rear. The springs and shocks are still adjustable through
Comfort, Normal and R modes, but are unique to the Nismo. Say they are simply
'stiffer' and Tamura snaps: 'Not stiffer! More resistant!'
Interestingly, the 2014 MY GT-R has less
'resistant' suspension than the 2013 model (although refer to it as 'softer'
and Tamura snaps again - he hates the word 'softer' even more than 'stiffer').
Either way, it's an interesting philosophical shift in GT-R thinking and
creates clear distance between the Nismo and the standard GT-R.
Red touches
continue inside, with Nismo-branded rev-counter
As you approach the Nismo, keyless button
in hand, you can't help but notice the striking red hemline around the lower
edges of the body. It looks like the underside of the car is glowing red-hot
after a re-entry from space. As we're about to find out, that isn't too far
from the truth.
Compared with the exterior, the cabin
styling is timid. The central display dominates, and while the instruments
adjust neatly for rake with the steering wheel, there's little to enjoy from an
aesthetic point of view. However, the new leather bucket seats grip you tightly
and the driving position is adjustable and comfortable. You grip the new
Alcantara-wrapped wheel, stare down at the new carbonfibre instrument faces and
then press the red starter button.
The GT-R Nismo is
powered by a 3.8-litre turbocharged V6 petrol engine
A gruff rumble fills the car. It's
unmusical but menacing. It's a more hollow sound than that of the standard GT-R
but not as loud as you would expect, which bodes well for running on
noise-restricted racetracks. With your foot on the brake, you shuffle the
gearlever down, across and down into Drive, then flick it right for manual
control. 'M I' appears on the gear indicator and you give it full beans. Then
you swear. Loudly.
From 0 to 62mph, the standard GT-R is one
of the quickest production cars in the world at 2.8sec. The Nismo is even
quicker, finding quite astonishing traction and slamming your head into the
seat with a real wallop. First, second and third gears come and go with barely
any reduction in thrust. While the twin-clutch transmission, gearshift speed
and gear ratios are unchanged, the car feels more alert, a feeling that
continues as you approach the first few corners of the Sodegaura Raceway, the
1.5-mile circuit on the far side of Tokyo Bay that's hosting this test.
While
the front bumper is widened, the rear bumper design is elongated yet tapered
With cool tyres, the Nismo oversteers
slightly on comer entry, even with the stability systems activated. Switch them
off and disrespect the throttle pedal on cold tyres and you'll spin, as a
fellow journo found out at a mildly embarrassing 30mph. However, the Dunlop SP
Sport Maxx tyres (unique to the Nismo) find not only temperature but also
significant grip very quickly and you can start to exploit the stiffer (sorry,
more resistant) suspension and body structure.
