GearHead

It was actually a side impact and this GTR only had 4,000 km on the clock...this was then bought by an australian racing team as a 'parts car' for their racing GTR...

Drivers' Republic- GT-R Vs GT2 The Truth.. Click on the following link and download the offline version(48MB)..its a great write-up with some nice vids... http://magazines.drivers-republic.com/driv...ic/thetruth030/

2008 L.A. Auto Show: 2010 Nissan GT-R Loses Launch Control With the Internet bursting with ugly tales of GT-R launch control abuse, broken transaxles and void warranties, a nasty rumor began; that the 2010 Nissan GT-R won't have launch control. Could it be? Really? So we asked and asked and asked. We asked three Nissan employees: one from the public relations department, one from engineering and one high-ranking executive. The first two confirmed its removal was being considered seriously, but the decision had not yet been made. Then the high-ranking executive confirmed the bad news. "It's gone," he said when asked if launch control would return in 2010. "We just don't want to deal with the warranty nightmare anymore. It'll make the 2009 GT-R really special. It'll be the only R35 with launch control." -- Kelly Toepke, News Editor http://blogs.edmunds.com/straightline/2008...ch-control.html

GTR With Lambo doors.. http://au.youtube.com/watch?v=BOL1BGHVBts

The official announcement will be made by Nissan in early December (8th) but we have received the details early for those interested. Pricing for the Nissan GT-R in Japan is on the rise as expected and while we gave the figure of 5% last week the actual increase is closer to 10%. Base Model - Up 840,000 yen to 8,610,000 yen Black Edition - Up 892,500 yen to 8,820,000 yen Premium Edition - Up 892,500 yen to 9,240,000 Other changes Brake Hose stiffness increased Official name for the new white is Brilliant White Pearl and is a shared colour with the new Nissan 370z. Brilliant White Pearl officially replaces the Ivory Pearl white Ultimate Silver paint up 52,500 yen to 367,500 yen Wheel colour change - Not exactly sure on the details of this Black Edition will now be fitted with the Dunlop tires with a change to the Bridgestone as an option A few more changes are rumoured but not confirmed yet: European specification suspension will be fitted to the Japanese model iPod adaptor and MFD functions will come from the US version to the Japanese version Circuit mode enabled for more locations

and on other news, nissan has announced that they were gonna take the LC off the 2010 GTR.... will try to find the article and post it here later on..

thats what most of the others are also suspecting...lets wait and see what nissan would come up with..

Mr. GT-R Builds a Track Day Special You really do need a degree in mechanical engineering to understand everything that Kazutoshi Mizuno says. As the chief engineer of the Nissan GT-R, he's come to be known as Mr. GT-R, and his background as a racing engineer in charge of Nissan's effort at the 24 Hours of Le Mans means he knows more about vehicle dynamics than we ever will. We're here to talk about the 2009 Nissan GT-R Nismo, specifically the Nismo Club Sports package, a kit of parts from Nissan's high-performance division that can be fitted to any current GT-R. And as Mr. GT-R scribbles complex technical details and cryptic theory about the car on a white board, he cannot contain his excitement at taking his baby to the next level. Though the GT-R has been on the market for less than a year, Mizuno is already unveiling the first upgrade, which not surprisingly, is heavily focused on track day use. "We wanted to create parts that made the GT-R feel more at home when it's flat out on a track," Mizuno says, "and we believe this Nismo GT-R more than responds to that need." It sure does. But it ain't cheap. The Price of Performance In fact, the total cost of the Nismo upgrade for the 2009 Nissan GT-R will set you back a whopping $56,000!! Of course, this is only if you purchase all the components at the same time. But once you look closely at the Nismo catalog, you'll notice that this kit can be split into three. To start with, you can choose to fit the chassis package first for just $22,500. This begins with Bilstein Damptronic coil-over struts, which combine electronically adjustable damping with adjustable ride height. They're complemented by competition-grade springs, rated at 1,036 pounds/inch in front and 538 pounds/inch in the rear. There are forged-aluminum RAYS wheels, 20-by-9.5 inches in front (with 45mm offset) and 20-by-10.5 inches in the rear (with 25mm offset). The wheels carry Bridgestone RE070R run-flat tires, 225/40R20s in front and 285/35R20s in the rear. For another $19,500 you can upgrade to a titanium exhaust system plus a carbon-fiber aero diffuser. The final step is a pair of Recaro carbon-fiber racing seats, also priced at $19,000. Any math whizzes out there will realize that the cost of all three upgrades actually adds up to $61,500. So by charging $56,000 for the whole package, Nismo hopes more drivers will go for the whole package. No Nürburgring This Time Now to get the car to this stage, Nismo had to test and then test again. Mizuno would have loved to test at the GT-R's spiritual home for the last 20 years, the Nürburgring Nordschleife, but couldn't get the Nismo program there due to budget constraints. So he went to the next best track, and for Nissan and Nismo that means Sendai Highland Raceway, 2.5 miles of tricky, twisting blacktop located 250 miles north of Tokyo. Get the handling setup right here, Mizuno figured, and you can take your Club Sports package anywhere. The three-mode, electronically adjustable Bilstein dampers and stiffer springs combine with the specially designed Bridgestones with stiffer sidewalls, a more aggressive tread and a new compound to deliver not only a quicker lap time around Sendai than a stock GT-R but also greater all-round handling stability. After just one lap on a semi-wet surface, we were blown away by the car's improved grip levels. Of course, while the Nismo Club Sports package might be a nicely integrated performance package thanks to the 26.4-pound weight saving represented by the twin, manually adjustable leather-upholstered carbon-fiber seats and the 11 pounds shed by the cat-back titanium exhaust system, it's in the corners where it counts. That's why we feel most GT-R owners will initially just go for the suspension package, although actually the forged wheels do their bit to reduce weight, trimming 3.5 pounds off the front wheels and 3.2 pounds from the rears. Add all the weight savings up and the 2009 Nissan GT-R Nismo is around 43 pounds lighter than the stock GT-R. It's All About Fun, Period For all its dedication to track use, the GT-R Nismo has no more power than the standard model. Mizuno has left the engine alone, so the twin-turbo 3.8-liter V6 makes 473 horsepower at 6,400 rpm and 433 pound-feet of torque from 3,200 to 5,200 rpm. "That's plenty," Mr. GT-R stresses. Mizuno says his job was not to tweak anything under the hood. He says, "This package features parts that lift cornering limits and overall stability levels especially under heavy braking and acceleration, but at the same time make it more comfortable for the driver thanks to more supportive seats." This suspension package lets you know much sooner in a corner what the tires and the rear end of the car are doing. Thanks to this impression of handling stability, you can brake later and harder, loading up the suspension far more at the apex but with less body roll. We noticed greater steering precision and a more neutral balance with almost no understeer as the car turns into a corner. And on a semi-wet track (actually water was streaming across the pavement in a couple low-lying sections), the merits of these settings reveal their heightened handling potential more than on a dry track. The Nismo setup also seems to maintain traction longer and then loses grip more progressively than the standard GT-R, so you don't find yourself saying, "Oops, crikey, lost it," as you head off backward into the scenery. If Mizuno wanted to give amateur racing drivers and GT-R owners more confidence and more fun at higher speeds on a track, then he has certainly done that with this car. And the ride quality has not suffered in the transformation, either. Passing Gas for $19,000 We can almost comprehend why the handling upgrade costs more than $22,000. We can even hazard a guess as to why those specially designed Recaro seats with unique seat rails and hand-operated reclining function cost around $19,000. But we couldn't help but scratch our heads at the $19,000 price tag for the titanium exhaust system. Nismo tells us that this exhaust in no way ups the power. The 11-pound weight reduction is the primary rationale, although the system also improves cooling efficiency, as it's complemented by some specially fitted cooling ducts and cooling fins, not to mention a carbon-fiber aero diffuser. To prove the package's reliability levels, Nismo tested the new parts in this year's annual 24-hour endurance race at Tokachi on Hokkaido, Japan's only 24-hour race. But even if everything came off the car in perfect working order, we feel Nismo still might find it a little challenging to convince owners that the non-suspension parts are worth the investment. Only 70 Percent Complete Even with the Nismo Club Sports kit completed for the all-wheel-drive GT-R, Mizuno says that he has only completed around 70 percent of what he wants to do with the GT-R. Once the long-awaited V Spec version of the GT-R is introduced in Japan this December, he says he'll advance maybe 5 or 10 percent further toward his ultimate goal. Mizuno's long-term plan is to improve the GT-R incrementally over an extended period of time. While enthusiasts are lathered up at the prospect of the V Spec, Mizuno says such special editions are not part of the long-range plan. He just shrugs his shoulders and says, "Sure we will do special editions like the V Spec and even some hotter variants down the road, but these will be very limited runs. What I really want to do is to tweak the base GT-R, like we have here. That's where the fun lies." If the handling performance of the 2009 Nissan GT-R Nismo is anything to go by, then we have a lot to look forward to with the V Spec. From what we're hearing, it will cost around the same as the Club Sports but get a whole lot more herbs under the hood. Magic From Mr. GT-R Mr. GT-R has waved his magic wand over the current GT-R to come up with a suspension package that catapults Nissan's charger into a whole new league. It's not cheap, but boy, is it worth it. For owners with wads of cash to spend and unlimited time to attend track days, why not start with the suspension upgrade? Thanks to Nismo, the GT-R just got a whole lot better. For the moment these parts are only available through the dozen Nismo outlets in Japan, although it's interesting to know that if the parts are installed by Nismo personnel they carry a full three-year/60,000-kilometer (about 37,000 miles) warranty. Meanwhile, Nismo tells us that we can expect these parts to go on sale in the U.S. as early as spring next year. Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report. http://www.edmunds.com/insideline/do/Drive...rticleId=135248

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BTW did anyone of you read this article....to watch the video go to the link at the end of this post... The King Kong of Corvettes Versus the Godzilla of Japan: Edmunds Inside line It's already hot at 11 a.m. as we pull our 2009 Nissan GT-R into the visitor's parking lot at GM's proving grounds in Arizona. The Japanese supercar looks like a spaceship next to the aging, 1960s-era brick buildings that front the massive desert test facility on the outskirts of Phoenix. Although the few GM employees who see the GT-R barely pay it any attention, we suspect they know why it's here. Somewhere deep inside this test facility there's a 2009 Chevrolet Corvette ZR1 getting prepped for a comparison test, and now the competition has arrived. We make a few calls and sign a few release forms before a Cyber Gray ZR1 emerges from the main gate and pulls up next to the GT-R. The driver gets out, hands us the keys and gives a friendly warning, "Go fast carefully." From here on out, it's the King Kong of Corvettes versus the Godzilla of Japan. We'll drive both cars more than 300 miles back to Los Angeles before putting them on a dyno, running our customary round of instrumented tests and wrapping it all up with hot laps on the road course at Streets of Willow. Burnouts at 75 mph We're barely out of Phoenix before the 2009 Chevrolet Corvette ZR1 lays down the gauntlet, or more accurately, the stripes. That's right, drop the ZR1 into 3rd gear, nail the throttle and it will light up the back tires at 75 mph before launching you into triple digits. This will never happen in the all-wheel-drive 2009 Nissan GT-R. Can't do it in a Ferrari Enzo, Lamborghini Murciélago or Porsche 911 GT2 either. Yes, the ZR1 is a truly sick automobile. After a dozen or so high-speed smokies, we settle into a slightly more relaxed pace on the road west, where the ZR1 proves itself a surprisingly comfortable road car. The Chevy's adjustable suspension soaks up the kind of small bumps that make the GT-R annoyingly jumpy on the highway. Changes in the pavement don't generate nearly as much tire roar as the Nissan produces, either. Tall gearing is another plus for the ZR1, as it cruises at highway speeds with the tachometer needle hovering lazily around two grand. So far, the ZR1 is mighty comfortable and massively powerful, but there are problems, too. The steering column shudders so much that we actually think there might be a flat tire at one point (a faulty tire-pressure warning sensor isn't helping), while the driver seat is a shapeless blob of leather and foam better suited to watching 12 straight hours of Saturday college football than a 200-mph supercar. We also notice that the steering wheel appears to be the same unit used in the Cobalt. What, the suede-wrapped wheel used in the $70K Cadillac CTS-V is too expensive? It seems hard to believe given our Corvette's as-tested price of $118,520. Then again, this price includes the truly tasteless chrome wheels, a $2,000 option. Here's hoping for a chrome-stripping desert sandstorm on the way home. Comfort Mode Having driven the 2009 Nissan GT-R out to Arizona, we're already all too familiar with the GT-R's road manners. Its adjustable suspension has a Comfort mode, but it merely cracks your teeth into finer pieces than the standard setting. We also notice that truck ruts in the pavement will send the GT-R sailing into the median if you're not paying attention, while concrete highways produce so much tire noise that it sounds like we're riding inside a cement mixer. That said, smooth stretches of asphalt make the GT-R feel more like a private jet than an automobile. The tire roar disappears, replaced by the faint whine of the twin turbos and a hint of wind noise. The seats are well contoured and firmly bolstered, while the meaty rim of the steering wheel feels substantial in our hands. The rest of the GT-R's interior is laid out logically and it's solidly built using high-quality materials. Our test car is a Premium model with the optional iPod hookup and floor mats that pegs the price at $80,770. It's not a luxurious cabin, but nothing in it feels cheap, either. Rating the Power Once back in Los Angeles, we head straight for the Harman Motive dyno shop to see just how much power these two heavyweights are putting to the ground. Their ultramodern test cell is one of the most accurate setups we've used, so the numbers should be solid and repeatable. First up is the Nissan GT-R. Its twin-turbo 3.8-liter V6 is rated from the factory at 480 horsepower and 430 pound-feet of torque. All this power is sent through a dual-clutch six-speed transaxle to all four wheels in varying degrees of torque split, depending on traction. After several very consistent pulls, the GT-R generates 406 hp at 6,000 rpm and 399 lb-ft of torque at 3,800 rpm. The power curves are a little bumpy as the output fluctuates slightly, but they're impressive otherwise. Next up is the 2009 Chevrolet Corvette ZR1. With a Roots-type blower feeding the 6.2-liter V8, this engine is rated at 638 hp and 604 lb-ft of torque. It, too, sends its power through a six-speed transaxle, but it all goes only to the 20-inch rear wheels. Like the GT-R, the ZR1's engine pulls very consistently over several runs. The final numbers are 505 hp at 6,200 rpm and 494 lb-ft at 6,200 rpm and the power curves trace perfectly smooth arcs. No bumps, no dips, nothing. You might expect the difference between the two cars' results to be greater than the 99 hp we observed. Although this outcome suggests that one manufacturer is being a little less forthright about its numbers than the other, our resident engineers suspect it has more to do with how the two companies dial in the intercoolers during dyno testing. Straight-Line Horsepower The next day we head to the test track to run the numbers. The GT-R opened a lot of eyes when it ran 11-second quarter-mile times earlier this year, so our expectations are even higher for the more powerful ZR1. Launching the 2009 Nissan GT-R is a no-brainer thanks to its electronic launch control system. Set the switches to their appropriate positions, hold the brake, let the engine speed come up and let it rip. After a few consistent runs, our best time from zero to 60 mph is 3.8 seconds (3.5 seconds with 1 foot of rollout like on a drag strip). The quarter-mile goes by in 11.8 seconds at 118.6 mph. These are mighty respectable numbers for an $80K street car, and more important they're numbers that are easily repeatable. With the 2009 Chevrolet Corvette ZR1, it's a whole different story. This Corvette might have huge 335/25R20 tires in back, but since they can't even maintain grip when you put your foot down at highway speeds, you can probably imagine what happens when we try to nail it from a standstill. We try every method possible to get the car out of the hole quickly — slipping the clutch, modulating the throttle and various combinations of both. The result is a best 0-60-mph time of 3.8 seconds (3.5 seconds with 1 foot of rollout like on a drag strip) and a quarter-mile time of 11.5 seconds at 128.3 mph. The acceleration numbers of the Nissan GT-R and the Corvette ZR1 might look close, but the ZR1's trap speed says it all, because it's pulling away fast at the end of the run. An impromptu drag race between the two cars shows that although the GT-R can keep up with the Corvette up to around 100 mph, it's all over from there on out. Well Turned There's more to attaining supercar status than quick quarter-mile times, so the slalom, braking and skid pad tests are next. With its sophisticated all-wheel-drive system, the GT-R should have an advantage here, but the ZR1 has some pretty high-tech hardware of its own. A set of carbon-ceramic brake rotors are included as one of the Corvette's most notable upgrades, and they're no joke. They provide enough bite to haul the ZR1 down from 60 mph to a stop in just 96 feet, an amazingly short distance matched only by the $192,000 Porsche 911 GT2. Through the slalom cones the ZR1 shocks again, with an average speed of 74.7 mph. Not only is this fractionally faster than the all-wheel-drive GT-R's 74 mph, it smokes the GT2's 71.6 mph by a long shot and leaves the last Corvette Z06's 69.2 mph feeling a bit slow. The ZR1's number on the skid pad is no less impressive, as the sticky Michelin Pilot Sport 2 tires hold on long enough to generate 1.06g. Despite the Corvette's world-beating numbers, we don't lose sight of the GT-R's still impressive stats. Not only does the 3,918-pound Nissan post nearly the same slalom speed as the 3,366-pound ZR1, the GT-R stops from 60 mph in 106 feet and posts a 0.93g on the skid pad. On a normal day against normal cars, these numbers are good. But next to the ZR1, they suddenly look a little soft. The Final Test Since driving in a straight line, a circle or through a bunch of orange cones only has limited appeal, the final test is held on the Streets of Willow, one of the road courses at Willow Springs International Raceway in Rosamond, California. It's a fairly tight, 1.8-mile course, but there are two 100-mph straights that let both cars open it up a little. Our test driver hops in the GT-R, quickly gets up to speed and lays down some solid laps right out of the gate, the quickest clocking in at 1:25.09. He then moves to the Corvette, which takes a little more time to sort out. The lap times drop quickly, though, and the ZR1 finally posts a fastest lap of 1:23.87. Once again, the ZR1 is quicker than the GT-R, but the raw numbers don't tell the whole story because the two cars are completely different animals around the course. With the 2009 Nissan GT-R, it's a simple point-and-shoot exercise. The car feels steady, sure-footed and drifts into predictable understeer at the limit. Its seats provide solid support and the steering is direct and responsive. It doesn't have the flickable feel of the lighter Corvette, but its rock-solid chassis inspires the confidence to push it harder. There's very little brake fade and the grip from the Bridgestone Potenza RE070s is considerable. If your driving skills slot anywhere below that of an SCCA road-racing champion, you'll probably go faster in the GT-R. On the flip side, the Corvette is a sweat-inducing workout that requires good footwork, quick hands and serious concentration. We alternate between jamming our knees into the dash to hold ourselves in place and sawing at the wheel to get the car pointed in the right direction. Don't get us wrong — it's worth the effort, but it is an effort. The adjustable suspension actually proves too jittery in Sport mode, so our best lap times are made in the more pliable "Touring" setting, which helps keep the chassis settled over some of the rougher sections of the track. There are a few missed shifts, but most of us concede that the ZR1's shifter is probably the best Corvette setup available. And the brakes are nearly flawless, with a good initial bite plus stopping power that never fades, even after repeated hot laps. The Corvette Wears the Crown This is far from a perfect Corvette, but the ZR1 is pretty damn close. If you can afford the $100 grand to buy it, then you can probably pop for a pair of Recaro seats and a decent set of wheels, too. There's little room for improvement after that. Any more horsepower and the tires would never stop smoking. Bigger brakes probably won't even fit the 20-inch wheels. The tires already rub the front wheel wells during fast driving at the track, so there's no more room for extra rubber either. Why bother anyway? The 2009 Chevrolet Corvette ZR1 is already one of the world's quickest, fastest and most capable production cars as it is. So where does that leave the 2009 Nissan GT-R? It'll be just fine, we suspect. It delivers similar performance in a package that's far less intimidating and infinitely more usable. Sure, the ZR1 has the capability on the track, but exploiting that performance on the street is another matter. This Corvette will blow anything out of the water in a straight line, but on a twisty mountain road all that power is difficult to harness. And don't forget, Nissan has more in store for the GT-R when it comes to performance with the upcoming V-Spec model. But that's next year. The ZR1 is here now, and there's nothing you can buy that will touch it. Nothing. The manufacturers provided Edmunds these vehicles for the purposes of evaluation. http://www.edmunds.com/insideline/do/Drive...photopanel..1.*

if you still want to watch the video without downloading it, then click on the following link....not sure whether you can access without registering though..good luck http://www.nagtroc.org/forums/index.php?sh...c=25776&hl=

currently downloading the video..speed is alright at around 120-150kbps...its there in mininova.com http://www.mininova.org/search/?search=nat...ssan+%22gt-r%22

If you are a fan of the new Nissan GTR then you are gonna love this video.Its a 47 minute documentary on the GT-R, the background, Carlos Ghosn and Nissan. Enjoy!!!!!!!! http://www.viddler.com/explore/NAGTROC/videos/17/ Source: NAGRTOC

this is fun

While going through the original thread in the nissan GTR forum i found this link which talks about MCR's experience with the new gearbox.. Word is getting around the traps that the transmission in the famously destructive R35 GT-R may be wearing out faster than expected. MCR, one of the lucky Japanese tuning houses to have a GT-R, has reported that initial inspections are showing unexpected signs of wear in the transmission; raising fears that the GT-R is not as flawless as we’d all hoped. Perhaps if it were a more expensive car, the gearbox would be less likely to shoot out random cogs and cut your leg off at the knee. Not that it’s going to do that. MCR’s inspection has lead them to conclude that the transmission’s lifespan—at least if used as heavily as they do—may be no longer than 12 months if the engine’s power is tweaked. Of course, with the V-Spec model on the way, we may soon see a stronger gearbox available. source: http://www.themotorreport.com.au/4464/the-...-r-has-a-fault/

http://my350z.com/forum/lounge-off-topic/3...50z-ruined.html Scroll down and have a look at the images... sample image

there's a dude called dammika in borella, he might be able to help you out.will try to find his contact details..

and his new DVD is to be released on 3rd of november 2008...

The word coming from one disgruntled American R35 GT-R owner is that Nissan has refused to replace a damaged GT-R transmission “due to abuse”. The unhappy owner has recently relayed his dealings with an American Nissan dealership as he attempts to have his destroyed GT-R transmission covered under warranty. Nissan however claims that the black-box computer has registered “excessive” driving with the VDC (Vehicle Dynamic Control) switched off, which must be done in order to use the Launch Control function, which voids the warranty as stated in the handbook. Now you can be certain there’s more to both sides of this argument. Of interest though is that Nissan has endowed the GT-R with a Launch Control function that seemingly voids the warranty if you choose to use it. What point is a 3.4 second 0-100km/h sprint time if the only way to achieve it is by voiding your warranty? What’s not mentioned is how many times the VDC was switched off or Launch Control was used but the repair bill is reportedly in the vicinity of USD$20,000 (which suggests a completely cactus ‘box). Tuning Garages across Japan have been working with the GT-R for some time now and at this stage, to our knowledge, only MCR have come forward to say they’ve had gearbox issues, and that’s after some very hefty track use and more power than standard. It will be very interesting to see how this one plays out. Should the usage of an included factory option be responsible for voiding your warranty? If not, where’s the line in the sand that differentiates ‘expected’ from ‘excessive’ use? Keep an eye on the thread over at NAGTROC to keep abreast of this evolving situation. Source : http://www.themotorreport.com.au/9975/niss...r-transmission/

Will show tyres and video as evidence, offers Porsche driving tips Nissan is standing firm on its claim to the production car lap record at the Nurburgring despite a blistering attack from Porsche. And it has the tyres to prove it. The German sports car maker accused Nissan of using special semi-race tyres when it set the Nurburgring benchmark at 7 minutes 29 seconds in April but the Japanese company is now going public with the actual Dunlop SP Sport 600 DSST CTT tyres used for the hot lap. It is also offering video footage shot by the Japanese magazine 'Best Motoring" during the high-speed runs. Nissan has also questioned the preparation of the customer GT-R used by Porsche for its in-house testing last month, where it claimed it could not get within 25 seconds of the Nissan time and that its 911 GT2 and Turbo were both quicker. And, in a back-handed slap at Porsche, it has offered driving tips for anyone trying to get the best from a GT-R. The man who led development of the Nissan supercar, chief engineer, Kazutoshi Mizuno, says the lap record car is a regular production GT-R. “Testing a car with specialized parts such as unique tires or suspension has no meaning for us. The GT-R was designed from the start to be a supercar that could be driven anywhere, anytime and by anyone. For us, testing the car in standard production specification is far more relevant than creating a one-off vehicle that our customers cannot buy," Mizuno says. Nissan has taken nearly a week to assemble the evidence it says clearly refutes the Porsche claims. It has even offered to show the actual tyres from the record run, which were taken back by Sumitomo in Japan for promotional work, to prove they are identical to the rubber fitted to production cars. "It is clear that there are some important facts that were not accurately represented," Nissan says in its official press release on the Porsche claims. It states that the record run, by former F1 driver Toshio Suzuki, was even compromised by carrying around 50 kilograms of data logging equipment supplied by Marelli and camera equipment. Without attacking Porsche directly, it has also questioned everything from the tyres on the customer car its rival used to its preparation and the skill of the driver - who Porsche describes as one of its chassis test engineers. Nissan says there are two types of tyre fitted to the GT-R, and the clear inference from its reference to the Bridgestone Potenza RE070R is that these were fitted to the Porsche-run GT-R and not as quick on a track as the Dunlops it uses. It has also indirectly questioned the preparation of Porsche's car by referring to the run-in and service procedure, as well as the special technique for driving the all-wheel drive supercar. "We are aware that several auto makers have purchased the GT-R for their own testing and evaluation. Like all GT-R customers, we recommend that any auto maker buying a GT-R should follow the recommended run-in procedures, service schedules and maintenance to ensure the maximum performance from their car," Nissan says. "In addition, we offer performance driving courses for prospective and current GT-R owners to help them get the best performance from their car. We would welcome the opportunity to help any auto manufacturer with understanding the full capabilities of the GT-R." Nissan has gone into great detail on its work with the GT-R at the Nurburgring, including documenting its various track tests earlier this year and the method - the same one used by Sport Auto Magazine in Germany - it used to time the car. And Mizuno even says the Nurburgring lap record was not the prime objective of the GT-R program. “We have used circuits like the Nurburgring and Sendai extensively during the development of the GT-R. The fastest lap-time was never the objective but a simple parameter for us to measure the GT-R in a consistent way against other world class supercars," he says. Source: http://carsguide.news.com.au/site/motoring...heat_claim_gtr/

wish you a happy b'day bro..hope you'd have a great one

not yet bung...hehe...ill let you know when i get one.Actually came across this pic in another forum, overclockers.com.au ..dont see you on msn that much these days?????..busy da?