Autoblog : 2012 Nissan GT-R First Drive

Michael Harley from Autoblog had the chance to attend the media event for the release of the 2012 Nissan GT-R. Here are a few of the excerpts from the article.

The seven-spoke forged alloy wheels found on 2009-2011 Nissan GT-R models have been replaced in 2012 with new ten-spoke forged alloys that are reportedly more rigid and slightly lighter than their predecessors, coming in at 26.4 pounds each.

Lighter is better.  No matter what Mizuno said to Pistonheads in one video interview.  Lighter is faster, turns easier, brakes sooner.

In addition to the aforementioned increased airflow to the brakes, the coupe's standard Brembo monobloc six-piston front calipers clamp down on slightly larger 15.4-inch rotors (up from 15-inches), while the rear four-piston calipers and rotors are carried over from last year.

I have been thinking that the front and rear rotors had been upgraded to 390 mm. Its just the front rotors. Is that extra 5 mm OD really worth it?  Why not 400 mm?

The engineering team also tweaked and massaged the GT-R's dual-clutch six-speed transmission. Most of the work focused on eliminating the brutal shock of engagement during periods of maximum stress (leaving more than a few early owners with shattered gearboxes).

Brutal clutch dump turned into wheel spin, and wheel hop.  Wheel hop kills hard parts, which is what it did to first gear in the GR6.  Eventually the launch rpm was lowered to 3000, then upped to 3300 rpms.

A simple three-finger salute is required to activate "Launch Control" mode. The easy one-handed operation refers to the process of lifting the trio of console-mounted switches from their standard neutral resting position into "R-Mode" (simply hold them for two seconds).

Instead of this - go  R - Norm -R for the best 0-60 times, and 1/4 mile times.

The GT-R's upgraded brakes were overly taxed at the limit. More than once I found myself at the end of a straight coming up on 120 mph, pressing the brakes as hard as I could (according to the multi-function digital display, they were maxed at 100 percent), yet I couldn't activate the ABS. The tire's rubber compound afforded plenty of stick but the street-compound brake pad material just couldn't deliver the friction against the expansive rotor surface at the limit. Pro Tip: Those who track the GT-R will need to invest in some race-compound brake pads.

If you are going to track the 2012, you are going to need at least some pads. Swap the fluid out for some AP608, the pads for something more aggressive, and a AP J-hook upgrade.