Audi R8 V8 Test Drive since 2007 compartment

Nissan GT-R against Audi R8 V10: Pyrrhic victory?

Do not wear white, tight not to wear and, finally, not dance!. Many probably remember this old stupid advertisement for female hygiene. The funny thing is that she got into the head precisely when we took the Nissan GT-R test! I have never had to sign paper with such a bunch of instructions before getting behind the wheel: not to pump up the tires (!), Not to allow the heating of the transmission and motor oils over 140 degrees, not to jerk the engine until it works for several minutes on idle, And under no circumstances to disable the stabilization system. Not a car, but a spaceship some kind


And what else to call it tsunami, bursting into a quiet harbor of supercars in 2007? Down with the authority, we are the fastest! And after all, the moment for this was chosen the most successful Tosio Suzuki, the Nissan test-pilot, blocked the time of the Porsche 911 Turbo circle on the nourburgering, exactly before the start of the Japanese sales of the revived and long-awaited Godzilla (this nickname was switched to GT-R from its ancestors Skyline GT -R). The audience rages with delight and violently discusses the success of their idol, not forgetting to buy a fresh Gran Turismo 5 Prologue for its Play Station.


Fuel consumption on the racing highway is shocking. Nissan had to refuel a 71-liter tank too much twice. But in the city cycle it is quite possible to fit at 25-30 liters, depending on the driving style

Moreover, in the spring of 2008, Suzuki improves the result for more than 10 seconds, rushing the circle in 7 minutes 29 seconds (in 2009 he took off another three seconds on other tires). The label of Porsche-Killer finally fixed the angular GT-R. Rumors, accusations and reproaches in a dishonest game crawled. However, the Japanese with stone faces laid out videos and demonstrated serial tires. So we decided to personally verify whether it is so fast GT-R and what was sacrificed to speed. And are there enough success on the racing track to become a supercar?


The differences of the R8 V10 and the eight -cylinder version are minimal chrome radiator grille, a reduced number of ribs on bumers, expanded side air intakes and v10 nameplate on the front wings. The easiest way to identify by the exhaust nozzle in V10 they are oval, and in the base R8 dual round

Of course, it will be a duel. Unfortunately, the updated Porsche 911 Turbo was not yet available at the time of the test, but we tried to find him a worthy alternative. So, Japan against Germany (although they were allies in the Second World War), a turbocharged V6 against the atmospheric V10, two adhesions against one, a classic layout against the central -motor, black against white, after all! In one corner of the Nissan GT-R ring, in the other Audi R8 V10.


Despite the huge diameter of the exhaust pipes, the Nissan GT-R sounds much easier than you expect. Four eyes of the rear optics tribute to the former Skylaines

Nissan GT-R Black Edition is effective! Despite the fact that the black color steals a lot of interesting details, and the dark discs visually seem less than it is actually, attention is focused on the machine. And how much up to a hundred acceleration?, How does it bullet?, How much does it cost?. And even the guard at the office, usually gloomy and not very talkative, seeing GT-R, immediately asked what the maximum speed he had.


Audi is not overloaded with an abundance of details pure design. The wiped left front tire result of its incorrect installation by an official dealer (it stood backwards). The rear spoiler automatically rises at a speed of 100 km/h (and, of course, you can raise it yourself, button). And in addition to the clamping force, it also contributes to the better ventilation of the engine (hot air comes out under it)

But this is only until the moment when Audi rolls up to GT-R. Dazing beauty! If Nissan attracts the gaze with its brutality and undisguised aggression, then the R8 V10 gives real aesthetic pleasure. In the 10 minutes that we overloaded the camera and things from GT-R to R8, not a single passerby looked at Nissan! Not surprising. Next to such and such a companion.


But GT-R is just interesting to examine not in general, but in pieces. The door handle is exclusively a tribute to style and aerodynamics. It is very inconvenient to use it. On both machines, composite brake discs with an aluminum hub are installed. Audi front rotor diameter 365 mm, Nissan 380 mm

True, in the road flow, the hit parade still leads GT-R. He is still in the novelty. All sorts of imprecles and Eviks scurry around him, youth from the red chord peering dreamily, breaks down from the place of Mazda3 MPS, barely seeing the wide GT-R muzzle in the mirrors. With curiosity, they also look from all sorts of Lexus-Mercedes. Moreover, only people who are not at all interested in cars do not know about the battles on Nurburgring. Audi R8 has already become embarrassed in Moscow, and the visual differences of the ten -cylinder version can be counted on the fingers.


In the GT-R cabin, everything is well fitted, and the stylistics here in the spirit of previous skyline. But the general impression is spoiled by details and little things. The central console is simply defiantly primitive for a car, stuffed high-seo, and more resembles an old Japanese tape recorder. And the buttons on the steering wheel seemed to migrate from the Nintent Gamboy. Everything that seems aluminum really seems to them. This is actually plastic. But sitting is convenient. The landing is quite civilian, not bad and visibility. But just not in the rear window it is overlapped by the anti -wing. The lack of parking sensors with such dimensions was surprised by it is quite relevant. The inner door opening and the inner handle of the door

Rolling in a traffic jam under universal approval and is really more pleasant on GT-R. He has a completely human visibility, bad dimensions are well felt (the wheeled base and width are larger than Toyota Camry!), Bose music is pleasantly playing. And most importantly, a double clutch robot works much more smoothly than the Audi R8 V10 box. It feels like an ordinary hydromechanical automatic machine!


The front seats are good. And the upholstery is tenacious, and they are regulated by a comfortable round washer control. But there is a nuance, the pillow is adjusted in height regardless of the back. But the back is simply impossible to sit. And the point is not that there is no place for the legs there, you can move forward the front passenger and at least three. The problem is that the pillows are very hot behind. It was impossible to make a normal rear sofa, they cover the gas tank and gearbox. But the trunk is truly giant by the standards of a sports coupe in a 315-liter hold, I stuffed five 15-inch wheels in boxes!

In the German, she is also robotic, R-Tronic, but there is only one clutch. Therefore, any touch from the place is accompanied by a small jerk. And the R-Tronic independently goes to the neutral, if you stand for a long time in place with the transmission on. In this case, a quiet sound signal is heard. But you often don’t hear it and therefore from time to time you find yourself in a fairly stupid situation, when the car has already moved ahead and left, and you are standing still and growl.


V10 FSI is put on public display, it is covered with transparent glass. But it’s better not to look at him, but to listen. The sound is amazing!

However, it is difficult to force yourself not to press without the need for the right pedal in the Audi R8 V10. The atmospheric ten of 5.2 liters sounds delightfully, exciting, instantly changing the timbre from the displeased roar on the bottom to literally formula groan with metal notes at the top. Ecstasy! The ideal way to enjoy finding an empty tunnel, lower the windows, throw off a couple of steps and drown the gas pedal on the floor.


But the Nissan V6 with two turbines and looks usually, and does not sound defiant. The Carbon Fiber Composite inscription warns that the front panel of the engine compartment is made of carbon fiber. Do not put potatoes, do not put canists!

Nissan GT-R after this living rock concert is like popping on the radio. The VR38Dett engine is not completely emitting what you expect from the heir to the legendary Skylaines. And this is with such an immodest diameter of exhaust pipes! At first it is just a whistle of turbines, and after some dull buzzing. But then inside. Outside, the GT-R rumbs is much more pleasant and deeper, although it cannot be compared with the loud song of atmospheric V10 Audi.


The interior of Audi unconditionally wins the Salon GT-R. Corporate style, beautiful materials. And you sit here much lower than in Nissan. But it does not bother. The overview of the forward does not suffer, and with restructuring, fairly large mirrors save. And what is the R-Tronic lever! Although it is not necessary to touch it (steering wheel levers are more convenient), but I would like to once again pick up a massive aluminum tan. The aluminum climate handles are pushing with precisely verified effort, but it is single -zone here, unlike Nissan. The fact that the radio is equipped with a CD -chenger, but does not reproduce MP3!

The Japanese takes others. Acceleration from a place! As soon as the green lights up, GT-R instantly breaks down and goes to the point. And just have time to follow how large numbers in a special window on the dashboard, indicating the transmission number. It is better to look at the speedometer, otherwise it is possible to rattle for half-year holidays for excess speed.


The seats in the R8 V10 are designed for more dense drivers than in Nissan, but optional buckets with adjustable lateral support and the back and pillows are available. For lovers of track days, this is simply a mandatory option, they perfectly hold the body of any complexion (I happened to travel on the Audi RS5 test). Trunk in R8 nominal, only 100 liters of volume

And this even without activation of a Lonch control fast start is possible exclusively with a disabled stabilization system. Remember, remember, you can’t touch it. Like, in this case, the car is immediately removed from the guarantee. Rumor has it that in this mode, 588 Newton meters literally grind with giblets the presettatic box of BorgWarner. Well, no, GT-R is already very fast. It has never been so easy to get a hundred in 3.5 seconds on four wheels!


Driving electronics control in Audi are entrusted to buttons near the gearbox lever. The button for turning on the sports regime (by the way, manually, unlike Nissan’s box, R-Tric holds the transmission!), Transfer of shock absorbers to a more stringent work algorithm and traditional ESP OFF. In GT-R, there are three toothprokes under the central console for this. The left controls the gearbox (winter, normal and sports R -mode), the middle one is adjusting the rigidity of the suspension, and the right one changes the logic of the VDC stabilization system

The Audi R8 V10 is slightly inferior, despite the winnings of 40 horses (525 versus 485 by Nissan) and a 115-kilogram handicap. Passport acceleration to 100 km/h 3.9 seconds. The fault is R-Tronic, due to which the Audi accelerates jumping. The first, the arrow takes off to the limit of 8700 revolutions, a pause, then again kicks before cutting off. But therefore, emotions from acceleration of Audi are more pleasant to feel powerful shocks in the back during switching. Why not put a S-Tronic company with double clutch? In Audi, they are sluggishly denied: expensive, 30 kg is harder, and you will have to redraw the whole car. But, it seems, the main reason is called Lamborghini Gallardo is not supposed to have Audi to have a more effective checkpoint until it appears on Lambo. Corporate subordination ...

A mass of emotions appears in GT-R on the go. But, alas, this is not only a delight from crazy dynamics. GT-R is very noisy! The wide half -wry Bridgestone Potenza Re070R, which the Japanese call road tires, absolutely do not want to be friends with our coarse -grained asphalt. And if the noise, in the end, can be drowned out by the same music, then you can’t do anything with the second unpleasant moment.

This, as one might guess, is smooth. She simply does not. Absolutely! The combination of rigid suspension and oak bockeys of theless tires makes a stool of the gt-r worse than the younger episodes of BMW. And, alas, with all the ensuing consequences, the car jumps from the trajectory and at the junctions, and even on minor irregularities, completely repulsing the desire to go quickly. The change of suspension operating modes in the most comfortable algorithm of fluctuations does not help unpleasant for the body. Therefore, it is better to ride in the standard.

Audi is more comfortable. The suspension is softer exactly so much as not to be unconscious on the tight paths and at the same time do not shake the seals from the teeth on city streets. Moreover, even in the sports mode of the Magnetic Ride shock absorbers. There is also a contribution of tires. More civilian pirelli p zero do not have such large tread blocks and super -burned sidewalls, so they are less noisy and better smoothing irregularities. And in the Rot R8 V10 is much calmer. It seems that and not the most important qualities, but even such cars have to drive along ordinary roads (and in Moscow you can’t lure them on the track).

Another nuance became clear. Despite the jerks, the R-Tronic is more predictable and quickly goes down, you just need to stomp along the gas pedal. But the Nissan robot is too fond of the highest gears. You see the window, if you want to overtake on a two -lane road, you go out onto the oncoming road, and the box still has not stuck you the so necessary third gear! And only after a second confusion, the long hood GT-R rises up, and the car rushes forward. Helps manual mode. Moreover, working with Nissan's large steering petals to work with overwhelming skin. By the way, on the Audi, the manual pulls even more then R-Tronic goes down with very spectacular inflames. Ryvk-Ryavk!

But the supercar test on public roads means that you will not recognize the true nature of the machine. The limits are too far to try to catch the nuances in such conditions. So, we go to the racing track! Moreover, Maxim Travin, a professional pilot, a master of sports in ring racing and a former pilot of the Rus and Formula 3 formula, now performing in the German championship ATS Formel-3-Cup, agreed to express his opinion about cars.

And now we are already on the sink near the highway. We leave, and R8 stalls! Opa-on, a lamp is burning, symbolizing about the adhesion of the clutch. What is overheating? The car stood on the sink, and before that it drove an hour and a half in a sluggish traffic jam. Restart, everything is fine. We reached the highway without incident, but the jerks of the transmission became clearly more noticeable. It's a shame!

So the first to go to battle Nissan. I hang the timing sensor (to determine the circle) and leave. This is where the tenacious half -wrys and a hard suspension are needed! In the turns, the holder is fantastic, and a smart transmission allows you to open gas earlier than you can imagine. And the main thing is to go to GT-R extremely easy. From the first circle. This inspires confidence, and you begin to imagine yourself a real racer. The machine fixes almost any errors! It does not fit in my head, like a car with such a mass (1740 kg!) Could go like this on the track.

But the box did not please in these conditions. It’s very reluctant to go down on its own, as well as on ordinary roads, so you have to use the left petal on braking. It seems that the Japanese were too carried away by Nurgurgring. There are practically no cool turns on the northern loop, and on the high -speed arc, an excess transition down can only harm. And when Travin went, then four combat circles began to burn brake pads! The stabilization system, even in R mode, sometimes rubs Nissan at the exits from the turns, which does not affect the survivability of the brakes in the best way.


The brakes on GT-R still overheated! But after a few minutes, the pads cooled down, and the effectiveness was restored. GT-R tires are almost racing slick certified for public roads. Even after a slow circle of return to boxes, the Bridgestone temperature exceeded 70 degrees. No wonder at the operating temperature of the tires in the region of hundreds

And the main problem GT-R is very hot! No wonder the Nissanists asked us to look at temperatures. Four or five circles are enough to not only set fire to the brakes, but also get to the oil heating limit in the checkpoint. It seems that the configuration of the route in Myachkovo with its constant acceleration and braking turned out to be too high for the box cooling system. Weird. As if there were no thousands of test kilometers ...


Nissan GT-R Excellent tool for those who want to feel Schumacher. Never before was the right to be the fastest worth it was so cheap! But do not flatter yourself. Leaving him, you leave Schumacher inside. Any more or less experienced driver can go quickly to GT-R. This is the power of GT-R, but it destroys it. Supercar must hold the driver for ... well, you yourself understand why. And if the R8 V10 strokes them before clenching into a fist, then GT-R is basically not interested in them

We leave GT-R Rest and transplant to Audi. Unfortunately, we went to Audi along the most abbreviated program so as not to finally finish off the clutch. But even a few circles were enough to understand the R8 V10 much more interesting on the track. It is more multifaceted and easily responds to any actions of the driver. You can go absolutely as you like. Initially, neutral rotation, if desired, easily turns into excess! No wonder, with such a rear-wheel drive distribution of torque (the transmission transmits a maximum of 35%to the front axle). Of course, for spectacular ESP sliding, it is better to immediately transfer to a sports mode, which pushes the threshold of the response, and if this is not enough, then it can be completely turned off. But you have to be on the alert, the central motor -motor R8 V10 immediately ceases to be a rogue, it is worth tearing the rear axle.


Audi has a 90-liter tank, and the consumption is slightly less than that of GT-R, but in general, the order remains the same more than 20 liters per 100 km in the city cycle

Naturally, the Nissan GT-R turned out to be faster than the Audi R8 V10, on which we took care of the clutch and were forced to switch with delays. On Nissan, I drove for 1: 52.835, on Audi for 1: 55.012. Yes, and with a working checkpoint Audi would have lost to Nissan. Firstly, she does not have such tenacious tires, and secondly, in order to go on it really quickly, you must first sit down, get used to behavior. And Nissan GT-R turned out to be extremely friendly and understandable in management. And judging by the time of the circle, then on the track GT-R is won an unconditional victory. But leaving the steering wheel, you are surprised to notice that Kaifa did not even get! You won, but the soul does not sing. Audi is different. You are not superfluous in it, you are the main participant in the process. And this process brings a storm of emotions. Time? What's the difference! Can I still have a circle?


Despite the angular shape, GT-R has excellent aerodynamics! It was one of the key aspects when creating a model. Many complex surfaces, a flat bottom and even the notorious door handles, they all contributed to the achievement of a coefficient of 0.27. At the same time, according to Nissan, even 300 km/h on the GT-R, the clamping force acts

Maxim Travin agrees with us. Nissan GT-R (1: 52.336): Very understandable behavior, you can safely dilute into turns, the car will cope with the pilot's errors. The box works perfectly at the acceleration, but it is better to use the petals on braking, otherwise you can get into the turboyam at the exit. The holding of other Dunlop tires is better than on these Bridgestone. The rear differential works well, literally twisting the car into a turn. But the stabilization system constantly pulls out at the exit.


But Audi, although it looks much more streamlined, can actually boast of only a coefficient of aerodynamic resistance 0.34

Audi R8 V10 (1: 54.700). Audi irritates primarily a gearbox that switches up with delays. But the medium-measurement layout gives the R8 V10 a much more interesting character than the Nissan GT-R. I liked the brakes more on Nissan, but on Audi they are not so overheating. In general, there is nothing special to shake here. If you need a result on the track, then you need to take GT-R, and if the process R8 V10 itself.


By the way, both cars can easily drive not only on the perfect asphalt of the racing track, but also on ordinary roads. In any case, the Moscow region. Sliding police officers overcome easily both Audi and Nissan. Nissan has more road clearance, but it is too hard and nervous on bad roads. And we still have to look for good ...

This is a key point that fully reveals the essence of the Nissan GT-R. For years, engineers set up gt-r prototypes on the north loop of Nürburgring, and Nissan testers seemed to have more circles there than all Porsche taken together. No, the new GT-R is not Godzilla. This, by analogy with the famous Japanese saga, Mechagogodzilla 2. Synthetics, robot. A car created by a person for one goal. Victory, records at all costs! It seems a little more, and he would go himself.


But where Audi will definitely recoup Nissan so on the service. Nissan must be served every 10 thousand kilometers (the first service immediately after running in, at 2000 km, with the adjustment of the gathering), and on each it changes not only the oil, but also the candles (!), And the salon filter. At the 30,000th line you will have to change the transmission oils (gearboxes and two differentials). Air filter and antifreeze are 40 thousand. At the same time, dealers are happy to use their exclusive status. How do you like the original brake pads for 49 (!) Thousands of rubles? After each test, the computer is connected to the GT-R, and the engineer reads all the indicators of the black box installed in the machine. Plus mandatory checking the angles of the installation of wheels. Audi is served with a standard 15,000th interval, and candles and air filters change once every 90 thousand km. Parks for R8 V10 can be bought within 20 thousand rubles

The price is high. And we are not talking about those 4 million 289 thousand rubles that the Nissan GT-R Black Edition costs in the salons of one of the three Russian dealers certified for the sale and maintenance of GT-R, this is just a unique offer for such superpoweling capacities. It will be necessary to pay for outstanding qualities on the racing ring not only driver sterility, but also with comfort. Let no one be embarrassed by a large trunk and a conditional rear sofa. Frankly track tires that Nissan uses on GT-R (Bridgestone Potenza Re070R RFT and Dunlop SPORT 600 DSST CTT), a constant source of noise and nervousness in the ruts. And, besides, they are helpless in the rain. And the clamped suspension will shake the whole soul on Russian roads. No, GT-R is rather a weapon. He arrived, saw, won. For workdays, it is better to buy something softer.


The only thing that does not please on the track in the Audi R8 V10 is the R-Tronic box. True, we went with a problematic clutch. It is possible that, being serviceable, she would work much better. But in Myachkovo, the second is right here to 120 long gear! Therefore, it was not even necessary to go up in the third sector. We want a S-Tronic-Tronic Premettes in a restyled model! If one, of course, appears. Or at least in the next generation ...

Audi R8 V10 another pole. This is not a racing car, barely adapted to existence in a cramped city. It is convenient and comfortable enough to ride even every day. Yes, the R8 V10 will give in to Nissan the palm of the championship on the racing ring, but will delight with a beautiful balance and pleasant habits. She gives not only speed, she gives joy! True, for the breed, status, emotions and relatively careful attitude to the driver and the passenger you will have to pay as much as 2 million in excess of the cost of Nissan (total 6.2 million). And from not the most modern robot (and even unreliable), you can easily get rid of the classic six -speed mechanics. Also, saving 200 thousand rubles on this.


However, Nissan took into account the experience gained in 2 years. In Russia, an updated version of GT-R is already selling. With a reconfigured suspension, with improved heat sink in the rear of the machine and a modernized gearbox cooling system. And even with navigation. The price has not changed. A good reason to compare it with Porsche 911 Turbo! But, it seems to us, the GT-R DNA will not be able to change any mutations. In order to be called a supercar, it’s not enough to drive the fastest on the racing ring. We need a character, image, a brand that is not produced by million circulations. Although it is secondary. The main thing is that he must plunge into awe, play on every string of the soul and cause delight! And even if the Nissan GT-R is the most affordable among the powers of this world and the fastest for this money, it still remains the most expensive simulator. The triumph of the result over the process and high technologies over human emotions.


Vadim Gagarin
Photo: Vitaly Kabyshev

Technique


The R8 V10 aluminum body is produced using ASF branded technology (Aluminium Space Frame). Winged metal gives a good advantage in the mass of the body skeleton (without glass) weighs only 210 kg. Compared to the eight -cylinder version, the suspension settings changed, the rear brake discs were enlarged. But the full-fluidity here is a rather conditional torque transmitted to the front axle through the usual viscous factory, and even then in the range is 10-35%. Everything in favor of the rear -wheel drive character of the machine


V-shaped ten 5.2 liter of the closest relative of the Lamborghini Gallardo LP560-4 engine. True, if the engine develops 560 forces on the Lamborghini, then the R8 V10 has only 525 at 8000 rpm. Corporate subordination torque 530 Nm at 6500 rpm, but in general the crankshaft can be promoted to the maximum 8700 revolutions! The V10 is equipped with a lubricant system with a dry card, which avoids oil fasting during overloads up to 1.2 g. By the way, the engine weighs 258 kg, which is only 32 kg more than the V8 of the basic Audi R8.


Nissan GT-R uses its own platform called Premium Midship. The engine is located in front within the wheeled base, which reduces the moment of inertia and has a beneficial effect on the weight (54:46 in favor of the front axle). And the Japanese placed the robotic checkpoint of BorgWarner production behind this is the only serial all -wheel drive machine in the TRANSAXLE scheme! Interestingly, Damptronic shock absorbers for GT-R are supplied by Bilstein, as for Porsche 911 Turbo. The difference is only in the thickness of the case and the control unit. By the way, the body of the GT-R steel (only doors, hood and trunk lid are made of aluminum), but fantastic wiping hardness: 50,000 nm/city!


This is not an optical illusion of cardan shafts here really two! One transfers torque from the engine to the gearbox, and the second, if necessary, gives up to 50% traction to the front. The branded system of ATTESA E-TS is also quite simple. Like Audi, the front axle is connected by a coupling, but the coupling itself has an electromagnetic drive. Plus a regular self -block behind. True, unlike previous modifications, ATTESA E-TS on GT-R uses more electronic sensors. But no active differentials and traction vector control systems! And the result is excellent


The VR38Dett engine was created with an eye on racing engines for the Nissans of the JGTC and Nissan R390 series. For the first time, a V-shaped six is \u200b\u200bplaced in cars with a Schildik GT-R-before that they were all in line. It is noteworthy that the semi -blocks of the cylinders are cast from aluminum and do not have cast -iron sleeves instead of this the thinnest layer (0.15 mm) using plasma spraying is applied low -carbon steel. This saved 2.8 kg, and the oil crankcase (the lubrication system is ordinary here) and valve lids made of magnesium alloy allowed to cut another 3.5 kg. The engine really turned out to be 8 kg easier than that of the Audi R8 V10, but the German has four more cylinders! Two turbochargers of the Japanese industrial giant IHI at the peak blow at 1.75 bar and integrated into the graduation collector, which complicates the life of tuning companies. But even with regular turbines, the motor gives 485 hp. at 6400 rpm and 588 nm in the range 3200-5200 revolutions


Flagmans


Audi R8 V10 is by no means the fastest option R8. Now the role of the flagship supercar is performed by the R8 GT. The engine is forced up to 560 horses (or simply removed from the Lamborghini Gallardo LP560-4), and total relief (a thinner windshield, light bumpers, a seat with a plastic frame, a reduced capacity of a cutting insulation) allowed to save a centner. It turned out not bad: 560 forces at 1525 kg, which, in combination with the R-Tronic robot (mechanics for GT is not provided), reduced acceleration to hundreds from 3.9 to 3.6 seconds. But the main thing is not even that. R8 GT is a limited version, 333 cars will be released in total, 33 of which the British will get


The Nissanists managed to be noted by a faster version. Nissan GT-R SPECV (by the way, Skyline GT-R, such modifications were called V-SPEC) is distinguished by a reduced one by 60 kg (minus the rear sofa and replacement of the standard anti-wing and radiator grille with carbon fiber), carbon-keramic brakes and new 20 -Inch wheels of the famous company Rays. The exhaust system is covered with titanium, and as an option, the Recaro seats with a carbon plastic frame are offered. The maximum power and torque remained unchanged, but in the highest gears they raised a little boost pressure. In addition, the suspension settings are changed


Competitors

Of course, the main competitor (of course, only on the racing highway), a real red rag and a reference machine in the development of Nissan GT-R is Porsche 911 Turbo. The car has very come up with the update. The new motor with a volume of 3.8 liters already gives out 500 forces and 650 nm, and in Overboost mode, torque increases by 10 seconds to 700 nm! Plus a great robotic PDK box, plus active engine supports, plus new tires. And minus 25 kg in comparison with the previous version with an automaton. The price corresponds to the status and capabilities: from 7.61 million rubles

But, you see, the Japanese upstart served seriously as Porsche engineers, and they released 911 Turbo S. 530 forces, 700 Newton meters, overclocking 0-100 in 3.3 seconds and the status of the Flagship all-wheel drive Porsche model will cost 8 million 946 thousands of rubles

Lamborghini Gallardo LP560-4 is present here perhaps nominally, as an all-wheel drive supercar. With a three-fold difference in price with Nissan GT-R, hardly anyone will really compare them. Buyers are exquisite

Source: Auto.mail.ru