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NISMO Z-Tune Skyline The Quickest Pruduction Car Ever
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PostPosted: Wed May 11, 2005 12:21 pm    Post subject: NISMO Z-Tune Skyline The Quickest Pruduction Car Ever Reply with quote

NISMO Z-Tune Skyline: The Quickest Pruduction Car Ever.

By Jared Holstein
Photography: NISSAN MOTOR CORPORATION

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.
...


Last edited by 2GGsx on Wed May 11, 2005 12:31 pm; edited 1 time in total
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PostPosted: Wed May 11, 2005 12:21 pm    Post subject: Reply with quote

...


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.

...
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PostPosted: Wed May 11, 2005 12:23 pm    Post subject: Reply with quote

...



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 Nrburgring 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.












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PostPosted: Wed May 11, 2005 12:34 pm    Post subject: Reply with quote

es domaaju ka sho vareetu nolikt blakus jaunajiem vaacu tehnologjiju briinumiem. Jaunajam M5 V10 un Audi RS6 un Proschiem. un mieriigi atslaabt Mr. Green
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PostPosted: Wed May 11, 2005 12:38 pm    Post subject: Reply with quote

Jā, šis liekas patiešām labs! Shocked
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PostPosted: Wed May 11, 2005 12:54 pm    Post subject: Reply with quote

Shocked Shocked Shocked Rock Yo
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PostPosted: Wed May 11, 2005 1:10 pm    Post subject: Reply with quote

WOW Shocked Good news
Tikai vai nu jauda vai nu 1/4 laiks stipri nepareizs.

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PostPosted: Wed May 11, 2005 1:13 pm    Post subject: Reply with quote

Laimiigs tas subjekts kursh dabuus kaadu no siem, skaistuliem! Crying or Very sad
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PostPosted: Wed May 11, 2005 1:18 pm    Post subject: Re: Reply with quote

Vetal wrote:
WOW Shocked Good news
Tikai vai nu jauda vai nu 1/4 laiks stipri nepareizs.


kapeec?

es domaaju ka vinjsh ir "nenormaali" viegls paskaties kaa buuveets puse no shkjiedras un titaana.
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PostPosted: Wed May 11, 2005 1:59 pm    Post subject: Reply with quote

Nav gan puse no carbona,
vispaar jau ir, tikai blekji jau nav nekur pazudusi, karbons pa virsu stipriibai Wink
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PostPosted: Wed May 11, 2005 2:07 pm    Post subject: Reply with quote

nu jums jau labaak zinaams par nismo. ir reaali vai nav reaali 10sec 1/4 juudze Wink
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PostPosted: Wed May 11, 2005 2:10 pm    Post subject: Reply with quote

kam tas ir MUMS Rolling Eyes

man virsbuves tehnologija un paareejaas sajaa gadiijumaa vairaak interesee nekaa sekundes, taas JUMS labaak zinaams Wink
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PostPosted: Wed May 11, 2005 2:57 pm    Post subject: Reply with quote

Nismo Skyline GT-R Z-Tune
This final fling for the R34 Skyline is a roadgoing racer, and we love

Nissan never expected the Skyline GT-R to become the legend that it has. Back in 1989 when the first R32 model surfaced, the company had just one aim: to win races in Japan's Touring Car Championships. But when it started monopolising the podium, the unexpected happened: the coupe, on which the race car was heavily based, started to sell.

Nissan never really planned to make a whole lot of GT-Rs, and never planned to export the car either, reasoning that the GT-R's race-bred chassis, twin-turbocharged engine and phenomenal four-wheel drive handling would only ever find a cult audience at home. Well, it didn't really work out like that either.

Nissan had hit upon a hi-tech package that the whole world wanted to know about and pretty soon private exports started arriving in places as far away as the UK, Australia and the US. But while everyone who tested the car raved about its superb chassis and cornering potential, few were satisfied with the grunt under the bonnet. As US and European cars were pushing through 300bhp and then 400bhp by the late '90s, the road-going GT-R stayed at a self-regulated 280bhp. And it wasn't just the modest power output that had pundits raising their eyebrows. Because they all knew that this race-honed chassis could be tweaked to take a lot more horsepower which, of course, is what the tuning fraternity has been doing virtually ever since the chisel-faced coupe's launch.

Now, more than 18 months after Nissan officially canned production of the R34 GT-R, the lads at Nismo, the company's racing arm, have resurrected the R34 for a last, power-crazed fling. And the result is mind-boggling. This is the GT-R that Nissan should have made in the first place, and the perfect limited-edition model to whet the appetites of potential buyers for the next-generation GT-R, due in late 2007.

Just launched in Japan, the hand-built limited-edition R34 GT-R Z-tune packs a fully reworked 500bhp engine, race-spec suspension and brakes, and costs around £90,000. But what really impressed at this early drive in the mountains just south of Tokyo was the development aim of Nismo's engineers: to build a GT-R specifically designed for 30-minute track sessions. That's right, these corporate petrolheads spent two years developing the ultimate Skyline GT-R to be driven flat-out for half an hour and not bat an eyeli

To achieve that, Nismo leaned heavily on 15 years of racing experience going right back to the R32 but taking its main inspiration from last year's Japanese GT Championship (JGTC) GT-R GT500 race car. With no new cars available to convert, the team had to find pre-owned GT-Rs. Nismo project team staffer Kojun Iwata said: 'We went through dozens of GT-Rs looking for cars with no body damage and less than 30,000km on the clock.' The cars were then stripped down to the bodyshell and transformed into road-going racers.

The results are breathtaking. This is a car that shouts its singularity of purpose: the Z-tune's lightweight aeroparts, for example, serve purely to maximise cooling efficiency to the engine bay and brakes. And the car's beefy-sounding exhaust is tuned to undercut noise decibel levels by the most slender of margins.

Acceleration mirrors that of a GT-R GT500 race car. The stock twin-turbo 2.6-litre straight-six has been bored out to 2.8 litres and is packed with race engine internals borrowed from the GT500, including a pair of heavy- duty race-spec IHI turbos. It pumps out 500bhp at 6800rpm and 398lb ft at 5200rpm; Iwata said he could easily tweak the car to a maximum of 630bhp but then they'd have to worry about emissions regulations. Torque comes on strong from 2000rpm, explodes from 3500-4200rpm and stays on tap all the way to 7000rpm. Keep it hovering around 4000rpm and the Z-tune makes you feel as though nothing could get past you.

It's a very physical experience. Drop the clutch at 5500rpm and you are battling nearly 1.5g as the Atessa-Pro four-wheel-drive system fights to retain grip. Jump on the perfectly balanced six-piston monoblock Brembo brakes with 365mm rotors up front, and you'd better be ready for nearly 2g of deceleration as the Bridgestone Potenza RE-01Rs chirp and struggle to absorb the forces. To be honest, while these tyres are widely accepted in Japan as some of the best high performance and club racing rubber available, the phenomenal braking power finds them wanting. For ultimate grip you'd need to switch to Bridgestone's latest racing rubber, the Potenza RE55S semi-slicks. (Depending on where you wish to drive your Z-tune, you can have it delivered wearing either the road-biased tyres or the track-ready semi-slicks, both of which are wrapped around 18in LM GT4 GT500 rims made by Rays.) Whatever tyre choice you make, you don't have to be Schumacher to realise that these brakes are extraordinary and won't fade even under constant punishment. Nismo has done a superb job.

The steering is pin-prick sharp and ideally weighted for such a car. Throw a regular R34 into a corner and you need to be prepared for kickback through the steering as the square-shouldered RE-01R tyres turn in and search for the biggest footprint. But Iwata and his team have tuned the suspension and camber settings in such a way that the Z-tune's turn-in is absolutely progressive without the slightest hint that these Potenzas employ such beefy shoulders.

No matter what you do in this car, your brain has to recalibrate its understanding of the laws of physics when it comes to cornering; nothing prepares you for the phenomenal grip this coupe generates. Even such cliches as 'it redefines cornering' seem inappropriate. On public roads, you run out of balls before you run out of roadholding.

For a car so highly tuned, it's pleasantly surprising that the Super Coppermix twin-plate clutch is almost as light as a stock clutch, providing smooth gearchanges through the six-speed Getrag 'box. The beefier low-down torque permits instant acceleration in any gear and makes pottering around town far less stressful than in the regular R34, even in sixth at 2000rpm. More evidence that the Z-tune is set up for flat-out abuse at track sessions, there are twin oil-coolers for the transmission and diff.

Along with its reinforced chassis, this GT-R also gets specially tuned, race-spec Sachs three-way adjustable dampers, costing £10,000 a set. They deliver a ride quality unheard of in a car this hardcore.

Inside, the leather and Alcantara-covered seats are comfortable but could do with more side support for quick cornering. A specially fitted 320kph (199mph) speedo and titanium gearknob hint at what the Z-tune is capable of on the track.

So, just when we all thought that the R34 was dead and buried, it's been pulled snorting and snarling from the grave to deliver the mother and father of all swansongs. And thanks to the glorious eccentricity of the Japanese, it has been turned into a track star with both attitude and extreme ability. It's just a shame only 20 will be built. If Nissan wanted to build up the Skyline's enthusiast credentials prior to the 2007 launch of the all-new GT-R - expected to house a 480bhp+, twin-turbo, 3.2-litre V6 - it has succeeded in magnificent style.

Words/Pictures: Peter Lyon/Masakatsu Sato
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PostPosted: Wed May 11, 2005 2:58 pm    Post subject: Reply with quote

...

It's a very physical experience. Drop the clutch at 5500rpm and you are battling nearly 1.5g as the Atessa-Pro four-wheel-drive system fights to retain grip. Jump on the perfectly balanced six-piston monoblock Brembo brakes with 365mm rotors up front, and you'd better be ready for nearly 2g of deceleration as the Bridgestone Potenza RE-01Rs chirp and struggle to absorb the forces. To be honest, while these tyres are widely accepted in Japan as some of the best high performance and club racing rubber available, the phenomenal braking power finds them wanting. For ultimate grip you'd need to switch to Bridgestone's latest racing rubber, the Potenza RE55S semi-slicks. (Depending on where you wish to drive your Z-tune, you can have it delivered wearing either the road-biased tyres or the track-ready semi-slicks, both of which are wrapped around 18in LM GT4 GT500 rims made by Rays.) Whatever tyre choice you make, you don't have to be Schumacher to realise that these brakes are extraordinary and won't fade even under constant punishment. Nismo has done a superb job.

The steering is pin-prick sharp and ideally weighted for such a car. Throw a regular R34 into a corner and you need to be prepared for kickback through the steering as the square-shouldered RE-01R tyres turn in and search for the biggest footprint. But Iwata and his team have tuned the suspension and camber settings in such a way that the Z-tune's turn-in is absolutely progressive without the slightest hint that these Potenzas employ such beefy shoulders.

No matter what you do in this car, your brain has to recalibrate its understanding of the laws of physics when it comes to cornering; nothing prepares you for the phenomenal grip this coupe generates. Even such cliches as 'it redefines cornering' seem inappropriate. On public roads, you run out of balls before you run out of roadholding.

For a car so highly tuned, it's pleasantly surprising that the Super Coppermix twin-plate clutch is almost as light as a stock clutch, providing smooth gearchanges through the six-speed Getrag 'box. The beefier low-down torque permits instant acceleration in any gear and makes pottering around town far less stressful than in the regular R34, even in sixth at 2000rpm. More evidence that the Z-tune is set up for flat-out abuse at track sessions, there are twin oil-coolers for the transmission and diff.

Along with its reinforced chassis, this GT-R also gets specially tuned, race-spec Sachs three-way adjustable dampers, costing £10,000 a set. They deliver a ride quality unheard of in a car this hardcore.

Inside, the leather and Alcantara-covered seats are comfortable but could do with more side support for quick cornering. A specially fitted 320kph (199mph) speedo and titanium gearknob hint at what the Z-tune is capable of on the track.

So, just when we all thought that the R34 was dead and buried, it's been pulled snorting and snarling from the grave to deliver the mother and father of all swansongs. And thanks to the glorious eccentricity of the Japanese, it has been turned into a track star with both attitude and extreme ability. It's just a shame only 20 will be built. If Nissan wanted to build up the Skyline's enthusiast credentials prior to the 2007 launch of the all-new GT-R - expected to house a 480bhp+, twin-turbo, 3.2-litre V6 - it has succeeded in magnificent style.

Words/Pictures: Peter Lyon/Masakatsu Sato
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Vetal

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PostPosted: Wed May 11, 2005 3:06 pm    Post subject: Reply with quote

Krievijaa 700Zs skailaini brauc ~11s dragaa.
Tas ir normali ja es kautko tajaa visaa saprotu

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