By Jared Holstein
Photography: NISSAN MOTOR CORPORATION
Article from SPORT COMPACT CAR
56k friendly. Click on pictures to enlarge.
Tear that McLaren poster off your wall. And the Enzo lithograph. And the Porsche calendar. Strip the Speed Racer sheets off your twin, mama's boy. There's a new king in town. BMW likes to think it makes "the ultimate driving machine," but NISMO, even more brazenly, titled its R34 GT-R Z-tune the "ultimate road-going car in the world."
Using the quarter-mile dash as a partial indicator, NISMO might be right. It's probably the quickest. Chat room disciples, you may proceed to whip each other into a foaming, flaming frenzy. Ah, you say, what about the Enzo? Slow. The McLaren F1? Fancy pants Hyundai Excel. Saleen S7R Twin Turbo, quickest car on the planet? Turdlike. If numbers whispered by NISMO staff in the halls of the Tokyo Auto Salon are to be believed, the Z-tune ran 0-400 meters (a little shorter than a quarter mile) in 10.06 seconds during development. That's more than 6/10 of a second faster than any production car ever tested. And this is no drag car.
NISMO is handcrafting 20 Z-tune GT-Rs to mark the 20th anniversary of the birthdate of Nissan's racing arm. Ah, you argue, Nissan hasn't made the GT-R since 2003. That's true. The 20 very lucky and rich people whom we want to say bad things about are actually buying used GT-Rs. NISMO bought used GT-R V-Specs, each with less than 18K miles on the clock, and stripped them to bare shells. The Z-tune is built at the NISMO facility by the same NISMO engineers who sculpt the factory racecars, using the same techniques, the same tools and the same expertise. To build an all-conquering Skyline GT-R is no challenge to NISMO engineers, but building one that is truly a street car presents a challenge: total supremacy, taking into account emissions, crash friendliness, potholes, rain, hot days and traffic.
Upper: Z-tune-specific Sachs coil-overs are three-way adjustable to handle any number of track and street setups. The 782 lb/in. springs, however, are an indicator that supercar handling comes with a supercar ride.
Lower: Working jointly with engineers from Brembo, NISMO created a brake package for the Z-tune with the goal of producing 1.6g of decelerative force on R-compound tires. The front mono-block calipers house six pistons and squeeze two-piece, 14.3-inch rotors. The rear four-piston calipers clamp one-piece 13.9-inch rotors developed with KIRYU. The ABS computer was reprogrammed to take advantage of the greater available braking force.
Carbon-fiber fenders are flared 15mm to fit the larger wheel-and-tire package and pinched in the upper shoulders to create a gap for hot air to exit the engine compartment.
Forged LM GT4s by Rays are painted black to emulate the wheels used on the GT500 Skyline, and feature a Z-tune-specific +5mm offset to fit the large 265/35-18 Bridgestones. Two tire compounds are available: sticky RE55Ss for the track and RE01Rs for street use.
Rather than taking the easy way out and installing a cage, NISMO spot welded portions of the chassis, mostly around the door frames, in addition to adding structural load-bearing dry carbon-fiber panels to the upper front strut towers, hood reinforcement area and transmission tunnel. The strut tower brace is, of course, titanium.
The crankshaft is also GT500 spec, die forged and fillet rolled for robustness, and it kicks the connecting rods up 4mm more than stock for a 77.7mm stroke. Combined with the 87.9mm bore of the larger 2.8-liter block, the engine is still oversquare and is part of the reason this big six can rev to 8000 rpm.
As a production street car, NISMO engineers had to balance power production with emissions compliance and good idle and driveability. Increased displacement, larger turbochargers and modified combustion chamber design required a custom grind.
The stock RB26 intake design is already impressive, featuring individual throttle bodies for crisp throttle response. Six butterflies are now fed by a reshaped and resized cast intake manifold designed to maximize midrange torque production.
Highly rigid 8.5:1 compression pistons, balanced to within 1 gram, are forged to handle the 21 pounds of boost seen regularly. Cooling channels were machined into the pistons that interface with oil squirters in the block to cool the pistons and lubricate the wrist pin.
Another GT500 carryover, the 4.8-inch long connecting rods are formed from chrome-moly steel, both light and strong, and are balanced to within 1 gram.
Inside, there's a go-fast makeover with a luxurious interior made a bit more jaunty. Leather seats receive an Alcantara center to keep your butt planted, and red Alcantara accents continue to the door panels.
The XBox-like multi-function display stock on R34s features a data logger and lap timer in addition to its other normal functions. The Z-tune gets a special airbag steering wheel and most fittingly, a 320 km/h (200 mph) speedometer. All 20 cars are painted special silver and reflect the Nissan corporate colors: silver, black and red.
Stable oil temperatures are key to engine longevity, here handled by twin oil coolers installed on either side of the bumper and fed by scoops.
The rear toe and camber links are replaced with adjustable units, and suspension bushings are swapped for rubber pieces of harder durometer. Additonal tubular reinforcements tie the suspension pickup points to the crossmember to reduce flex. Hard rubber bushings are used in lieu of urethane or spherical bearings to avoid bind.
Twin IHI internally wastegated ball-bearing turbochargers based on the units used in the GT500 and endurance racing programs offer the kind of commanding top end expected of a GT-R with strong midrange tractability.
Nothing was written for this picture but I believe those are Zele LED tail lights. ;)
The new carbon-fiber driveshaft weighs 16 pounds, removing 9 pounds of rotational mass from the drivetrain. On either side of the transmission, notice the structural carbon fiber bonded to the floorpan. Anodized aluminum AN fittings are visible attached the fuel line, larger than stock, which is hidden inside stock- appearing looming.
The NISMO Z2 engine package is a complete strategy rather than an amalgam of trick parts. In typical Japanese fashion, components are understressed and the iron lump should last forever. Despite the fact that this engine makes more than 178 hp per liter, it is not an exoticar grenade. What is essentially the same engine has made this tremendous specific output for 24 hours straight, winning its class at the Nürburgring 24-Hour Endurance Race and coming in fifth overall in 2004. NISMO claims more than 500 hp and 400 lb-ft of torque; judging from the acceleration claim, these numbers are more conservative than Jesse Helms.
Spent fuel lucky enough to have served in the Z-tune's combustion chamber drops down stainless-steel downpipes, through catalytic converters and into twin titanium pipes that converge into a single titanium can. The rear limited-slip differential receives its own heat exchanger seen behind the large oil pump. The electronic wizardry responsible for so much of the GT-R's magic is the ATTESA ET-S all-wheel-drive system. A front mechanical limited-slip differential, ET-S-controlled active torque-sensing center differential and ET-S-controlled active electronic rear differential provide the driving experience and tossability of a rear-wheel-drive car and awesome grip of an all-wheel-drive machine. All three differentials are tweaked to accommodate the extra power and grip.
At $170K each, the Z-tune is a tremendous bargain. In addition to it being a hand-built, obsessively finished and technologically saturated supercar, you get absolute exclusivity and rarified performance-for less than the cost of the cheapest Ferrari. If Nissan's PR flacks wanted a means of reinjecting "GT-R" into our brains to build toward the upcoming launch of the R35 GT-R, they have succeeded.
Photography: NISSAN MOTOR CORPORATION
Article from SPORT COMPACT CAR
56k friendly. Click on pictures to enlarge.
Tear that McLaren poster off your wall. And the Enzo lithograph. And the Porsche calendar. Strip the Speed Racer sheets off your twin, mama's boy. There's a new king in town. BMW likes to think it makes "the ultimate driving machine," but NISMO, even more brazenly, titled its R34 GT-R Z-tune the "ultimate road-going car in the world."
Using the quarter-mile dash as a partial indicator, NISMO might be right. It's probably the quickest. Chat room disciples, you may proceed to whip each other into a foaming, flaming frenzy. Ah, you say, what about the Enzo? Slow. The McLaren F1? Fancy pants Hyundai Excel. Saleen S7R Twin Turbo, quickest car on the planet? Turdlike. If numbers whispered by NISMO staff in the halls of the Tokyo Auto Salon are to be believed, the Z-tune ran 0-400 meters (a little shorter than a quarter mile) in 10.06 seconds during development. That's more than 6/10 of a second faster than any production car ever tested. And this is no drag car.
NISMO is handcrafting 20 Z-tune GT-Rs to mark the 20th anniversary of the birthdate of Nissan's racing arm. Ah, you argue, Nissan hasn't made the GT-R since 2003. That's true. The 20 very lucky and rich people whom we want to say bad things about are actually buying used GT-Rs. NISMO bought used GT-R V-Specs, each with less than 18K miles on the clock, and stripped them to bare shells. The Z-tune is built at the NISMO facility by the same NISMO engineers who sculpt the factory racecars, using the same techniques, the same tools and the same expertise. To build an all-conquering Skyline GT-R is no challenge to NISMO engineers, but building one that is truly a street car presents a challenge: total supremacy, taking into account emissions, crash friendliness, potholes, rain, hot days and traffic.
Upper: Z-tune-specific Sachs coil-overs are three-way adjustable to handle any number of track and street setups. The 782 lb/in. springs, however, are an indicator that supercar handling comes with a supercar ride.
Lower: Working jointly with engineers from Brembo, NISMO created a brake package for the Z-tune with the goal of producing 1.6g of decelerative force on R-compound tires. The front mono-block calipers house six pistons and squeeze two-piece, 14.3-inch rotors. The rear four-piston calipers clamp one-piece 13.9-inch rotors developed with KIRYU. The ABS computer was reprogrammed to take advantage of the greater available braking force.
Carbon-fiber fenders are flared 15mm to fit the larger wheel-and-tire package and pinched in the upper shoulders to create a gap for hot air to exit the engine compartment.
Forged LM GT4s by Rays are painted black to emulate the wheels used on the GT500 Skyline, and feature a Z-tune-specific +5mm offset to fit the large 265/35-18 Bridgestones. Two tire compounds are available: sticky RE55Ss for the track and RE01Rs for street use.
Rather than taking the easy way out and installing a cage, NISMO spot welded portions of the chassis, mostly around the door frames, in addition to adding structural load-bearing dry carbon-fiber panels to the upper front strut towers, hood reinforcement area and transmission tunnel. The strut tower brace is, of course, titanium.
The crankshaft is also GT500 spec, die forged and fillet rolled for robustness, and it kicks the connecting rods up 4mm more than stock for a 77.7mm stroke. Combined with the 87.9mm bore of the larger 2.8-liter block, the engine is still oversquare and is part of the reason this big six can rev to 8000 rpm.
As a production street car, NISMO engineers had to balance power production with emissions compliance and good idle and driveability. Increased displacement, larger turbochargers and modified combustion chamber design required a custom grind.
The stock RB26 intake design is already impressive, featuring individual throttle bodies for crisp throttle response. Six butterflies are now fed by a reshaped and resized cast intake manifold designed to maximize midrange torque production.
Highly rigid 8.5:1 compression pistons, balanced to within 1 gram, are forged to handle the 21 pounds of boost seen regularly. Cooling channels were machined into the pistons that interface with oil squirters in the block to cool the pistons and lubricate the wrist pin.
Another GT500 carryover, the 4.8-inch long connecting rods are formed from chrome-moly steel, both light and strong, and are balanced to within 1 gram.
Inside, there's a go-fast makeover with a luxurious interior made a bit more jaunty. Leather seats receive an Alcantara center to keep your butt planted, and red Alcantara accents continue to the door panels.
The XBox-like multi-function display stock on R34s features a data logger and lap timer in addition to its other normal functions. The Z-tune gets a special airbag steering wheel and most fittingly, a 320 km/h (200 mph) speedometer. All 20 cars are painted special silver and reflect the Nissan corporate colors: silver, black and red.
Stable oil temperatures are key to engine longevity, here handled by twin oil coolers installed on either side of the bumper and fed by scoops.
The rear toe and camber links are replaced with adjustable units, and suspension bushings are swapped for rubber pieces of harder durometer. Additonal tubular reinforcements tie the suspension pickup points to the crossmember to reduce flex. Hard rubber bushings are used in lieu of urethane or spherical bearings to avoid bind.
Twin IHI internally wastegated ball-bearing turbochargers based on the units used in the GT500 and endurance racing programs offer the kind of commanding top end expected of a GT-R with strong midrange tractability.
Nothing was written for this picture but I believe those are Zele LED tail lights. ;)
The new carbon-fiber driveshaft weighs 16 pounds, removing 9 pounds of rotational mass from the drivetrain. On either side of the transmission, notice the structural carbon fiber bonded to the floorpan. Anodized aluminum AN fittings are visible attached the fuel line, larger than stock, which is hidden inside stock- appearing looming.
The NISMO Z2 engine package is a complete strategy rather than an amalgam of trick parts. In typical Japanese fashion, components are understressed and the iron lump should last forever. Despite the fact that this engine makes more than 178 hp per liter, it is not an exoticar grenade. What is essentially the same engine has made this tremendous specific output for 24 hours straight, winning its class at the Nürburgring 24-Hour Endurance Race and coming in fifth overall in 2004. NISMO claims more than 500 hp and 400 lb-ft of torque; judging from the acceleration claim, these numbers are more conservative than Jesse Helms.
Spent fuel lucky enough to have served in the Z-tune's combustion chamber drops down stainless-steel downpipes, through catalytic converters and into twin titanium pipes that converge into a single titanium can. The rear limited-slip differential receives its own heat exchanger seen behind the large oil pump. The electronic wizardry responsible for so much of the GT-R's magic is the ATTESA ET-S all-wheel-drive system. A front mechanical limited-slip differential, ET-S-controlled active torque-sensing center differential and ET-S-controlled active electronic rear differential provide the driving experience and tossability of a rear-wheel-drive car and awesome grip of an all-wheel-drive machine. All three differentials are tweaked to accommodate the extra power and grip.
At $170K each, the Z-tune is a tremendous bargain. In addition to it being a hand-built, obsessively finished and technologically saturated supercar, you get absolute exclusivity and rarified performance-for less than the cost of the cheapest Ferrari. If Nissan's PR flacks wanted a means of reinjecting "GT-R" into our brains to build toward the upcoming launch of the R35 GT-R, they have succeeded.
