Summary of this week’s contents:
1. The R35 GT-R Story
R35 GT-R NISMO Club Sports Package Released
The Club Sports Package, released on August 29, 2008, was jointly developed by NISMO and Nissan GT-R development engineers, and uses parts from the more track oriented Spec V model. Described as “An option pack to bring the most out of driving potential without ruining the quality of the car” it obviously was designed with circuit runs, and highway driving, in mind. Developed at the Sendai Hi Lands track, where the package resulted in the car shaving 1 second off its stock best time.
The package consists of a chassis package consistent of a special suspension, special tires, and special wheels, along with carbon bucket seats and titanium exhaust system. Of these, the wheels, carbon seats, and titanium exhaust are the same as those found in the Spec V.
The package was not sold as parts, but rather as a whole “upgrade menu” to include installation and alignment. Thus, it was offered only at GT-R specialty shops such as the NISMO Expert Shops, Nova Engineering, Nordring, and NISMO Omori Factory, where specially trained “NISMO technical masters” worked. Of course installation of this package maintained the factory warranty, the parts themselves carried a 3 year/60,000km warranty , and cost 5,460,000 yen.
Page 6 – Parts up close:
The Spec V titanium exhaust – developed for the Tokachi 24 hour race car, these are all handmade by a former Group C manufactuer. About 5kg lighter than the stock exhaust. Using a special heat resistant titanium alloy, it further has special fins attached to provide for increased cooling – very different than any other aftermarket titanium exhaust. Purchase price, with the special diffuser – also designed to improve cooling with the addition of two NACA ducts, is 1,890,000 yen. (tax and installation included).
Carbon fiber racing seats – jointly developed with Recaro, a carbon shell covered in real leather – not just a sport seat for the circuit but a racing seat for the street. 6kg lighter per seat compared to OEM. Price per pair is 1,890,000 yen.
Tires are the same Potenza RE070Rs but with stiffened tread pattern for higher cornering ability.
Suspension – spring rates increased by 1 step up. Shock absorbers are same as OEM Bilsteins. In “R” mode a special setting for compression.
The select “NISMO Technical Masters” receive instruction on the R35 from the R35 development team members, including Mizuno-san. Not only do their learn how to install the package, they gain knowledge in the parts, how to set up the car for circuit runs, how to inspect the tires and brake pads for wear, and are also given driving and race mechanic-like instruction in R35s at Sendai HiLand Raceway.
2. Mechanism & Factory
Secrets of the High Capacity Radiator
With a highly efficient (combustion) engine like the VR38DETT, lots of heat is generated. So cooling is a major issue. Because the engine is liner-less, water cooling channels are closer to the combustion chambers. The exhaust, even after spinning the turbos, is close to 1000 degrees C. FYI, previous turbo cars had exhaust reaching only around 700C after the turbos.
Inset pictures, page 8 –top: the radiator is attached to a carbon component structure for lightweight and high rigidity. Bottom: shows racing car like air diversion plates and intercooler air guides to maximize air flow.
Page 9 – even though the 2011 model puts out over 530ps, the radiator is the same as previous models! While this speaks to the high quality of the radiator – it also shows how good the cooling system itself is.
Like a race car, the GT-R has a high pressure, large capacity cooling system. Radiator cap is 1.35atms (up until normally it was 1 atm, a tuned car was 1.30atms). The water pump is high capacity. However aerodynamics also plays a role – the front bumper being designed primarily for getting cooling air in, and with the transmission in the rear of the car, one can see in the diagram above how the hot engine air flows out under the car. This also explains why the radiator and cooling system in general did not have to be modified for the higher power 2011 cars.
Page 9, bottom – even the race cars used the OEM radiator!
3. Racing Legend
Completes its First Ever 24 Hour Endurance Race.
So despite having its shakedown test at Sendai Highland in early July, and then a week later testing a Fuji Speedway, the Motul Nismo R35 GT-R ran the 24 hour race at Tokachi International Speedway. There were 2 classes – the large engine capacity ST1 class, and the 2 liter turbo, 4WD ST2 class. Compared to either, the R35 was clearly a fast car.
Once the race started, Nismo driver Masami Kageyama leaped into second place in the R35. Alas, the car was handicapped by a smallish fuel tank, requiring refueling every 50 minutes, and the OEM brakes had to be replaced on occasion. Also, there was fuelling trouble, which required repairs in the pit, but even though when leaving the pit the R35 was showing only a 2 second lap time difference with the fastest car . In the end, the R35 finished in 21st place, not bad for a race car that is near production car spec.
Pictures inset, page 11, Top
1. The engine is basically standard. The biggest difference being the oil tank added to the engine bay.
2. Not only was the car being tested, but was so was the oil developed in conjunction with Motul
3. Tires were 20 inch S-tires – Bridgestone RE55s. For rain, standard RE070 were on standby
4. Wind deflectors for the front brakes. These are carbon, but on the Spec V they were changed to ABS
5. Brakes were OEM, same as the production cars.
6. The rear brakes. During the race the rear driveshafts were changed, but this had nothing to do with the brakes.
7. Other than the steering wheel, seat, and rollcage – the cockpit is basically the production car.
8. Although lots of effort was made on cooling the brakes, another issue was cooling the exhaust.
Pictures inset, bottom:
1. The pit was lined with several sets of OEM (rotors and calipers) brakes
2. These brakes were the same as the production cars, both front and rear. Detailed maintenance being done here
3. When pitting in, the brakes were so fading due to the heat, even the wheel nuts were burnt
4. During the race, the only non-routine maintenance was the replacement of the rear driveshafts.
1. Start of the race, the 4WD helps Masami Kageyama jump up to second place.
2. Pit ins were performed flawlessly by the team during the 24 hour race
3. As evening approached, could see the track being littered with tire rubber
4. Team finished in 21st place.
4. How to Build.
Front Diffuser Panel.
Mizuno-san says: what is unique about the superior aerodynamics of the GT-R is, while very low wind resistance, having extremely large downforce generated. By using the power of air, this contributes to high cornering performance. With this front diffuser, underbody aerodynamics are improved, downforce is generated, and thus the GT-R’s high grip is born.
Note: nothing assembled this week.
Article on page 13 – Usually, low drag means low downforce, and high downforce means high drage. But the GT-R, even with a CD of 0.26, is able to generate large downforce. This increases traction, and high cornering speeds. The GT-R has racing car like underbody flat panels, which were the result of over 100 hours of testing. By having the diffuser fitted – air under the body of the car flows smoothly, creating downforce, allowing the tires to press into the road, thus increasing grip.
Shown – mock up model, still in the development stage and thus different from the production model.
5. History of Nissan
Ancestor of the Z car – 6 years after the end of the War.
The Datsun Sports DC3. The car was released in 1951. In 1957, a prototype car received a 1 liter engine, and FRP body, and by 1959 the Type S211 was sold, followed by the 1.2liter SPL212, then SPL213. In 1962 a full model change meant a 1.5liter engine in the SP310, the SR311 receiving an OHC engine with speeds up to 205km/h – really beginning to make a name for Datsun as a sports car maker. In 1969, Datsun released the Z car (S30) both in Japan and overseas.
The DC3 was designed not to be a race car, but a car one could leisurely and pleasurably drive on country roads – in part designed by Yutaka Katayama, father of the Z car. The leader of the project was Yuichi Oota, of Oota Automobiles, who at age 21 built and raced 3 Oota racers with his father and brother pre-war in 1936.
Another Datsun making waves in the world motorsport scene was the Datsun 210 – which in 1958 entered the Australian Mobil Gas Trials (rally race) and won in the small car class. In this way, the entire company was becoming gaining a “Sports Car Mindset.”
Next week – Assembling the Rear Muffler.