A&Q about 350Z
Q:
Cool no
http://site.aol.com/autos/index.adp?ref=ws3
Preview: Nissan GT-R
GT-R Prototyoe is close to production.By Paul A. Eisenstein
Better take a good look at these pictures of Nissan's GT-R Proto. The sharp-edged concept car was the star of last month's Tokyo Motor Show. But a well-placed source at Nissan tells TheCarConnection the Proto is going back under the covers and won't be seen again until late 2007, when the next-generation GT-R goes into production.
The GT-R is one of the most feared and admired performance cars ever built by a Japanese automaker, appearing both on track and in the showroom. The badge has been worn by a variety of different Nissan models, starting way back in 1969, though perhaps the strongest entry was introduced in 1989. Codenamed R32, the version based on Nissan's Skyline quickly dominated the Japan Touring Car Group A racing series. In fact, it went undefeated in its first four years and 29 races. The car continued its campaign overseas, scoring victories in endurance races at some of the toughest European tracks, including Spa and the Nuerburgring.
An updated edition, dubbed R33, stayed in production from 1995 through 1998. In 1999, the automaker launched the third version of the GT-R, known to aficionados as - no surprise - the R34. Last sold in 2002, various versions were putting out well in excess of 500 horsepower.
The GT-R was primarily aimed at the home Japanese market, and it was never homologated to comply with U.S. emissions and safety standards. But four years ago, Nissan CEO Carlos Ghosn announced plans to redesign the GT-R as a global offering.
The version unveiled in Tokyo last week is "the crystallization of all our technologies," said Nissan's new chief operating officer, Toshiyuki Shiga.
Twin turbos and 450 hp
Exactly what those technologies will be, Nissan isn't saying, though insiders reveal the production version due out as a 2008 model will likely feature a twin-turbo V-6 displacing somewhere between 3.5 and 3.8 liters. Look for something "in excess of 450 horsepower." Well in excess.
The styling of the GT-R Proto is "80 to 90 percent close to production," according to Nissan Design Director Shiro Nakamura, who attempted to underscore the iconic nature of the new model, while emphasizing both technology and emotionality.
While there's a bit of a Coke-bottle shape to the Proto's profile, the emphasis is on angularity. The greenhouse is low and sharp-edged, something you might expect to see driving off the pages of a Japanese manga comic book. Curiously, the front end of the new concept vehicle reminded more than a few viewers of the Cadillac CTS, especially the tall headlight assembly. The round taillights, meanwhile, hinted just a wee bit of the latest Corvette.
A distinctive character line rises towards the tall decklid - which is topped by a chrome-and-black wing - giving the GT-R Proto the appearance of being in constant motion. The large front air intake clearly evokes previous versions of the GT-R, though the new version is notably more aerodynamic in appearance. What appear to be large brake cooling vents emerge from the fenders just behind the front wheel wells. Chromed quad exhausts burst out of the rear skirt.
The GT-R has "an international cult following," asserted CEO Ghosn, as he formally introduced the Proto last Wednesday. "Those expectations will not be disappointed."
Not in the long-run, anyway, though fans will be in store for another two-year wait. Nissan has studied well what happened when other manufacturers tried to over-promote their most iconic cars. Ford, for example, spent more than two years hyping the return of the retro-styled Thunderbird. When it finally reached showrooms, the market responded with a collective yawn.
"We don't want that to happen with GT-R, so it's about to go dark," explained a senior Nissan executive, asking not to be identified by name. We're likely not to hear much more but the occasional, carefully cultivated rumor until a production version of the sports car is unveiled at the 2007 Tokyo Motor Show.
So study these pictures carefully and try to imagine what minor changes will be made before the first all-new GT-R in eight years finally goes into production. Expect the car the reach Japanese showrooms soon after the '07 Tokyo Show, with a U.S. launch in early 2008.
Visit TheCarConnection.com for more Sports Car information:
04 Track
A:
Maybe someone out there could answer this for me. I most of the British car information they refere to horse power as braking horse power. As in this country we talk about horse power at the fly wheel. Which is more true to the actual horse power of the car.
Bristol
2005 enthusiast Silverstone 6 speed
The faster you go the slower the world turns!
Michael Hayes
A:
not "braking horsepower".. you mean "brake horsepower"
From Wikipedia:
Brake horsepower was a term commonly used before the 1970s in the United States, and is still common in the United Kingdom. It refers to the brake dynamometer, the device for measuring the true power of the engine. Stating power in 'bhp' gives some indication that this is a true reading, rather than a calculated or predicted one. However, it does not tell where the power reading was taken — at the flywheel, transmission or drive wheels.
In the United States the term "bhp" fell into disuse after the American Society of Automotive Engineers (SAE) recommended manufacturers use "hp (SAE)" to indicate the power of the engine, given that particular car's complete engine installation. It measures engine power at the flywheel, not counting drivetrain losses.
Prior to 1972 most American automakers rated their engines in terms of SAE gross horsepower (defined under SAE standards J245 and J1995). Gross hp was measured using a blueprinted test engine running on a stand without accessories, mufflers, or emissions control devices. It therefore reflected a maximum, theoretical value, not the power of an installed engine in a street car. Gross horsepower figures were also subject to considerable adjustment by carmakers: the power ratings of mass-market engines were often exaggerated, while those for the highest-performance muscle car engines were frequently underrated.
Starting in 1971 automakers began to quote power in terms of SAE net horsepower (as defined by standard J1349). This reflected the rated power of the engine in as-installed trim, with all accessories and standard intake and exhaust systems. By 1972 U.S. carmakers quoted power exclusively in SAE net hp. The change was meant to 'deflate' power ratings to assuage the auto insurance industry and environmental and safety lobbies, as well as to obfuscate the power losses caused by emissions-control equipment.
SAE net ratings, while more accurate than gross ratings, still represent the engine's power at the flywheel. Contrary to some reports, it does not measure power at the drive wheels.
Because SAE gross ratings were applied liberally, at best, there is no precise conversion from gross to net. Comparison of gross and net ratings for unchanged engines show a variance of anywhere from 40 to 150 horsepower. The Chrysler 426 Hemi, for example, in 1971 carried a 425 hp gross rating (often considered to be underrated) and a net rating of 375 hp.
A:
so i'm sure that if they go with 450HP on the GT-R it will only see about 390 of it on the pavement... but damn that's still fast...haha
---------------------------------------------------------------------
Chrome Silver '03 Touring -MT-
C.F. Nismo Wing
Shorty Antenna (Stolen!!! Thanks alot!)
Kicker Solo Baric L7 1200w
I don't think, I know...
Well, I don't think you know either
A:
yeah Nissans specs are usually taken at the flywheel. Thats why no new 350Z actually puts 287 or 300 to the ground.
With all wheel drive you lose a lot more of your total power to friction and inertia than with other setups. so if 450 is what they claim for the GTR, 390 seems pretty reasomable for the wheels.
----------
1985 300ZX n/a