New Nissan GTR

[bernard]

wah2
g slh juga sich kalo jadi sport car terbaik

[aldy]

WAh ni topik sepi amat..Get up2.. Nissan GTR mau ngeluarin GTR VSpec powernya up to 550 hp..Ada yang udah dapet fotonya???

[GTR]

GTR Vspec kan cuma naik 4kw isunya.
yg 550hp bukannya yg mine's GTR yah, or akan muncul trim NurSpec?

[ZombiEE]

550hp koq rasanya masi kurang greget?hehehe

[Risol1]

Nissan GTR kalo diadu drag race yg panjang lama2 napasnya abis jg, tapi memang pertama2nya "lompat" duluan. Memang kalo cuma ngadu kenceng di trek lurus yg panjang, power dan torsi gak boong......hehehe....

http://www.youtube.com/watch?v=OZlGMX8G ... annel_page

[Cloud]

lebih cepat dari sportcar europe n amrik? lah kan pake turbo, coba aja Ferrari pake twin turbo, hehehe........

[GTR]

nice video...
ini topspeed run ke-4 nya : http://www.youtube.com/watch?v=xEP3ew1M ... re=channel

GTR lebih cepet kalo pd challenge2 nya, handling yg memegang peranan penting.
ferrari f40 jadul itu twin-turbo loh, peformanya kayanya masih kalah dari rivalnya saat itu porsche 959 turbo AWD.
ferrari disiplinnya dari f1 mesin n/a yg lebih smooth, jadi maybe ga suka "awd2an", tapi kayanya sportscar turbo harus pakai AWD biar handling bagus/balance di tikungan yg lebih controllable saat power besar melonjak, seperta pada GTR, EVO, STi, Audi RS, dll.

[aldy]

makanya yang belum puas powernya GTR nunggu yang V-spec he2.. denger2 juga ada power boostnya kayak yang di A1 GP.. Jadi kalo lemot nyampe top speed tinggal pencet aja WUUSSSSSSSHHHH

Apalagi kalo GTR udah kayak gini qiqiqqiqi.. busyeet banyak mobil gitu masih bisa2nya ngetes top speed kalo di indonesia nyawa udah melayang sebelum top speed he2..
http://www.youtube.com/watch?v=wiEMKAfkl9M

[GTR]

Vspec by Motortrend:
http://www.motortrend.com/roadtests/cou ... index.html


Godzilla Gone Nuclear

By Gen Tanaka

This is no normal GT-R. It's Godzilla gone nuclear. Donning lightweight carbon-fiber body parts, no rear seats, GBP36,000-plus world-beating carbon-ceramic brakes, a high gear boost control, unique fixed Bilstein suspension, and ultra-high-performance 20-in. Rays rims and extra-grippy Bridgestone rubber, the new GT-R SpecV certainly looks a lot meaner than the stock GT-R. This coupe is without doubt the most radical roadgoing racer Japan has ever produced. Bar none.

Invited to drive the black beast at the Sendai Highland Raceway, development home of the GT-R in Japan, we rode north from Tokyo on the bullet train for two hours.


Arriving at the raceway, chief engineer Kazutoshi Mizuno greeted us with an animated konichiwa and hurried us into the briefing room for the lowdown on his baby.

Pumping out 478 hp, the SpecV's 3.8L V-6 twin turbo only gets 5 extra horses over the 2008 R35 model. While Mizuno claims the car will do 0 to 60 mph in 3.4 sec and the quarter mile in under 11.5, even with a revised VDC unit that he asks you to "leave on," he tells us his aim was not to add power but to take the car's handling to the next level. And, to tell the truth, the car feels no slower, if not marginally quicker out of the blocks with the VDC on.

To lift the thrill factor, curb weight is down by 132 lb and a new high gear boost control device has been added to broaden the car's 434 lb-ft of torque for around 80 sec (!) by 14 lb-ft to 448 lb-ft between 3500 and 5200 rpm. Flick the switch on the steering wheel and the boost control engages instantly giving you a noticeable, but not explosive, shove in the back. Another cool feature is that Mizuno has tuned the exhaust note into a beefier, raspier tune, thanks to a layer of titanium coating. It almost sounds like a race car.


"We wanted to increase the thrill factor on a racetrack," he says. That's also why he's employed what he calls "the world's best brakes" (on a roadgoing car, of course). The six-piston Brembo carbon ceramic package boasts a unique mix of carbon and ceramic "thatching" that dissipates heat and resists fade more than any current brake assembly, even a Ferrari FXX according to Mizuno.

And to transfer that excessive braking force to the tarmac, Nissan also fitted the car with upgraded 20-in. Bridgestone RE070 run-flats that boast thicker sidewalls and shoulders and a stickier tread pattern. The result is mind-blowing, once you get some heat into those carbon-ceramic rotors and pads, which are not afraid to glow bright red under the stress. Jump on the brake pedal from around 120 mph, and the SpecV pulls up like nothing we've ever driven. You almost feel as though you have to recalibrate your brain to cope with this coupe's outrageous stopping power. One source tells that over 2 g are generated under full braking from 150 mph. Totally believable. The only downside is the price. At $50,000, you need to win a lottery just to pay for a new set of brakes. Thanks to the newly fitted fixed Bilstein dampers, the car stays flatter and more stable with less nose dive, and, strangely, or maybe not so, this combination of modifications makes the car feel a lot lighter and more chuckable.


Don't expect to see this Godzilla in the U.S. any time soon. Nissan can build only 30 units a month, all to be sold in Japan for the foreseeable future. Mizuno believes the premium price tag of $167,000 won't discourage buyers. He knows it's crucial to keep the GT-R's evolution on the public consciousness and at the top of the hit lists on influential Web sites. That's why he will turn up at the Nurburgring in Germany again in April with the SpecV in an attempt to smash Nissan's own 7-min/29-sec lap time.

As we left the track, Mizuno hinted that the least his new charger would do is to better the Corvette ZR1's 7-min/26-sec lap. "That's not hard," he said. "Be ready for a quick time." We are Mizuno-san, you betcha.

[GTR]

Vspec by edmunds:
http://www.edmunds.com/insideline/do/Dr ... eId=144432


Godzilla on Steroids

By Peter Lyon, Contributor Email
Date posted: 03-27-2009


The 2009 Nissan GT-R SpecV breaks the law.

Actually the GT-R has been breaking the law since last year. Before then, the Japanese car industry kept its high-performance cars below a ceiling of 280 horsepower, an unwritten, yet very real limit established by the Japanese government back in 1989.

But the Nissan GT-R shattered the glass ceiling with its 480-hp twin-turbo V6. And now the 2009 Nissan GT-R SpecV pushes even farther past the barrier, further reinforcing the GT-R's status as a true supercar. Just over a year since the car's introduction, Nissan has given a shot of steroids to Godzilla, creating the most extreme road-going machine that Japan has ever seen.

And we've got the test numbers to prove it.

The Extreme Edition
Since we first spied the prototype of the 2009 Nissan GT-R SpecV while it was being tested at the Nürburgring last year, much has been reported about this high-performance version of the turbocharged, all-wheel-drive GT-R. We've heard about its lightweight carbon-fiber body parts, overboost turbo control, carbon-ceramic brakes, unique suspension setup and special tires. Now we've been invited to Nissan's test track at Tochigi, about two hours from Tokyo, to drive the SpecV. And we've brought along our VBOX to record some performance data.

Kazutoshi Mizuno himself leads us out onto the blacktop at the proving ground, and the GT-R's chief engineer is raving about the ultra-special upgrades represented by this SpecV edition. We feel a little bit like Mel Gibson in Mad Max, as the Goose leads him down into an underground workshop to reveal that thundering 600-hp pursuit special. The Goose beams, "You can shut the gate on this one, Maxy. It's the duck's guts!"

Now Mizuno might not be as colorful with his description, but he is no less enthusiastic. He's the only chief engineer we know of who reports directly to the boss of his car company, and you understand why after hearing his philosophy, "Supercars according to Mizuno."

For example, Mizuno says, "We thought the opposite to most engineers; we thought backward. For our GT-R, we first came up with a target curb weight of around 3,860 pounds and then thought, 'Now, what do we need to achieve that weight?'"

Time To Lose Weight
Sitting here on the asphalt at Tochigi, the 2009 Nissan GT-R SpecV looks more menacing than the standard GT-R. It wears $5,900 in optional Ultimate Black Opal paint (a shade of deep purple), as well as a grille, front brake ducts and rear wing made from lightweight carbon fiber. The forged-aluminum 20-inch wheels by Rays Engineering also reduce weight. To shed further pounds, Mizuno also directed the removal of the two tight-fitting rear seats, replacing them with soft plastic covers. The Recaro seats up front are built up from thin carbon-fiber shells to reduce weight as well.

All told, the SpecV lost 132 pounds, dropping its curb weight to 3,704 pounds. To tell the truth, though, we really had hoped as much as 220 pounds could have been dropped from the bottom line.

It is time for some more of the Mizuno mind. "The GT-R is the anyone-anywhere-anytime supercar," he says. "This is a car tailored to those drivers who really enjoy fast driving and like to push a car to its limits on a track. That's why we strived to build it with the best brakes in the world."

VDC or Launch Control?
With a nod from Mizuno, we flick the starter button and the SpecV springs to life with a deeper, throatier burble than the stock GT-R, all thanks to the titanium exhaust system we've seen before in the Nismo edition of the GT-R. The SpecV's twin-turbo 3.8-liter V6 has been painted black instead of silver, and it gets an extra 5 hp over the original GT-R's output for a total of 485 hp. It's not the 500 hp we hoped for, but as Mizuno explains, "That was not our aim. We wanted to lift the on-road thrill factor, not power."

As part of this effort to give the engine more punch if not more power, the turbos are allowed to exceed their customary boost level when the transmission is in the taller gears, increasing the V6's torque to 448 pound-feet between 3,500 and 5,000 rpm, an increase in peak output of 14 lb-ft.

As we readied ourselves to unleash the car for an acceleration run, Mizuno made sure that we knew about the retuned VDC stability control unit, a modification for all GT-Rs, including the SpecV. He strongly suggested that we leave the VDC engaged, as revisions to the engine's programming (including more midrange boost, we suspect) mean that the car is now as fast with the VDC engaged as it used to be with it disengaged.

"Oh, so you don't want us to use the launch control?" we said with a smile.

To which he replied with a half smile of his own, "What are you talking about? The GT-R has no such feature." Mizuno was just toeing the Nissan company line, because Japanese regulations specify that road cars cannot have launch control systems.

Quick Reactions
Since we're leaving the VDC engaged, there's no need for a dramatic getaway with the tires spinning and the engine pegged at 4,500 rpm. Too much stress on the gearbox, Mizuno reminds us. Instead we take his advice and just transfer our right boot gently off the brake and floor the throttle.

The 2009 Nissan GT-R SpecV takes off instantly with virtually no tire spin, and the car catapults to 60 mph from a standstill in 3.5 seconds (3.2 seconds with 1 foot of rollout), while the quarter-mile flies by in 11.4 seconds at 124.2 mph. This compares with our recent retest of our long-term GT-R with its new Nissan-mandated recalibrated VDC switched on, which gets to 60 mph from a standstill in 3.6 seconds (3.4 seconds with 1 foot of rollout) and makes its pass through the quarter-mile in 11.7 seconds at 118.5 mph.

We're impressed. This is a different testing venue than we have in the U.S. (not to mention a different test driver), but once the proper weather correction factors are taken into account, the SpecV appears to be running with the 2009 Chevrolet Corvette ZR1. The supercharged 638-hp ZR1 does zero to 60 mph in 3.8 seconds (3.5 seconds with 1 foot of rollout) and gets through the quarter-mile in 11.5 seconds at 128.3 mph.

Driving the Cones
Yet we expect to be even more impressed by the SpecV's performance in the slalom. This new suspension setup has been optimized by the Nissan engineers for a preferred mix of street and track capability, and the Bilstein dampers are not adjustable.

These tires might look like standard 20-inch Bridgestone Potenza RE070Rs, but they're not. To withstand the extreme braking produced by the SpecV's brake setup with its carbon-ceramic rotors and Brembo callipers (six-piston units in front and four-piston items in the rear), Mizuno asked Bridgestone to add rigidity to the sidewalls and shoulders and then to produce a tread pattern that puts more rubber in contact with the road (which sounds to us somewhat like the Dunlop SP Sport tire on the standard GT-R).

There's a titanic amount of grip. On the skid pad at Tochigi, we get 1.12g, a sensational improvement over the stock all-wheel-drive GT-R's 0.93g. This performance also edges the Corvette ZR1, which we've measured at 1.06g.

Pushing the all-wheel-drive SpecV through the slalom, we immediately notice just how much more composed this GT-R is at speed. There's no understeer and the steering is alive with more feedback from the tires than ever before. We weren't able to conduct the test according to our standardized protocol in the U.S., but our substitute technique did record a result of 74.7 mph, almost 1 mph faster than our long-term GT-R with its Bridgestone Potenza RE070R tires. This also puts the SpecV on par with the Corvette ZR1.

When it comes to braking from 60 mph, though, we're unable to crack 106 feet. We might not be putting enough heat into the carbon-ceramic rotors, although a stop from this speed is also largely a matter of tires, not brakes. Or maybe the problem is dust on the asphalt. Who knows?

At Last, We Really Drive
Mizuno next points us in the direction of the winding test track at the back of the facility. We do our first lap of Nissan's 2-mile course at about 80 percent of the SpecV's potential just to warm up the brakes. The next lap we open the throttle more and leave our braking later, diving deeper and deeper into each successive corner. And the SpecV just keeps delivering, inviting us even deeper into the turns.

Nothing can really prepare you for the galactic braking force from carbon-ceramic brakes used to full effectiveness from high speed. We were told that up to 2 Gs of deceleration are being generated under full braking from 150 mph. Yes, it feels that brutal as your body slumps forward irresistibly when you hammer the brake pedal, like braking in a GT racing car. But the SpecV remains stable even under such extreme deceleration, lending you an eerie sense of calm even as the corner rushes toward you. You almost feel as though you are coming out of cinematic hyperspace, as the blurred scenery slows down and comes into focus. The only downside is that when the time comes to replace the rotors and pads, you'd better have $50,000 in your back pocket.

As we exited yet another corner at Nissan's Tochigi test track, we flicked the switch on the steering wheel that engages the high-gear boost control, just to see what all the fuss is about. The switch gives you an extra 14 lb-ft of torque between 3,500 and 5,000 rpm for 80 seconds. "Just enough for a half lap of a racetrack like Fuji International Speedway," explains Mizuno.

Twice as Much?
In the 2009 Nissan GT-R SpecV, Mizuno has created a GT-R track special that's packing prodigious brakes, super-grippy rubber and a suspension setup that generates both ample traction and acceptable ride levels. But all this comes at a premium — $161,800. That's double the price of the base GT-R, not to mention $50,000 more than the Corvette ZR1. At this price, the SpecV could be a hard sell in Japan, even if Nissan is building only 30 examples per month. There are no plans to bring the SpecV to the U.S.

Just to keep our interest in the evolution of Japan's greatest ever car, Nissan will turn up at the Nürburgring with the SpecV in April, intending to break the GT-R's lap time of 7:29 set last year.

And there's more GT-R in the pipeline. Mizuno tells us, "The SpecV, in contrast to what you might be thinking, is not the high-performance version of the GT-R." That's right. Mr. GT-R has more magic up his sleeve.

[GTR]

2010 "regular" GTR : the launching system!

Driving Impression: 2010 Nissan GT-R
Nissan's supercar gets a software upgrade for improved transmission durability.

By Sam Mitani
March 2009

Nissan's GT-R hit the sports-car scene last year with a tremendous bang, but not even a year after the first car was delivered, there's already controversy. Web-savvy car enthusiasts have no doubt read about the GT-R's issue with the "launch control" system. It was something I had to bring up with GT-R project chief Kazutoshi Mizuno. Over a cup of green tea, I asked for an explanation...well, he did more than that. He threw me the keys to a 2010 Nissan GT-R and said, "I'll explain as you drive."

Mizuno said that the major difference between the 2010 model GT-R and its predecessor is the launching system. ("Please don't call it launch control!" he kept reminding me.) Nissan was forced to make revisions to this technology after dozens of busted transmissions (by folks who abused the system by using it repeatedly over a short period of time). The issue became so publicized that it led to a highly viewed You Tube parody starring an evil German dictator, which at the time of this writing had 204,900 views.

Mizuno and his team claim that this device was never intended for setting fastest quarter-mile times at your local drag strip. Its main function was to efficiently pop out of slippery driving surfaces, such as snow or mud. Yeah, right. I gave him a questioning stare. He pulled out the car's original owner's manual and said, "See for yourself."

Okay, he had a point. It did state that the system was to be used only when getting out of snow or mud.

But Mizuno said that because there was so much made about the system in its current state, he has made sure there will be no controversy next year. The "leave-the-line-efficiently-out-of-slippery-surfaces control" has been reprogrammed to launch the car at 3000 rpm instead of 4500. This dramatically eases the stress on the drivetrain, allowing the driver to use it repeatedly without worrying about breaking anything. Unfortunately, it also means the end of super-quick wheel-chirping snaps off the line. Still, even with this mellower version, the car is plenty fast.

The 2009 version now comes with the same reprogrammed software as the 2010. First, we tested the 2009 model. The car's original 0-60-mph using the launching system was 3.3 seconds. We recorded 3.4 sec. with the new software. There's much less drama when releasing the brake pedal, but it doesn't take long for all four tires to hook up. Now Mizuno asked me to launch "normally" — by using only one foot. So when I was ready, I took my right foot off the brake pedal and then mashed the throttle with the same foot. Again, no real drama when leaving the line, but the result was surprising. I recorded a 3.5-sec. 0-60-mph run. This means that you really don't need to initiate the launching mode anymore, unless for some crazy reason, you really savor that extra fraction of a second. This held true for the 2010 model as well.

Other changes for the 2010 car, which comes with an MSRP of $80,790 ($83,040 for the Premium Edition), include a new color mentioned above and a new black coating on the forged alloy wheels. But for driving enthusiasts, the only difference worth noting is the leave-the-line-efficiently-out-of-slippery...oh the heck with it, the only difference worth noting is the launch control.

What's Hot:

* 485-bhp twin-turbocharged V-6
* Retuned suspension system
* Reprogrammed launch system

What's Not:

* Looks the same as base 2009 GT-R
* Funky exterior styling

Cars to Compare:

* Porsche 911 Turbo
* Audi R8
* Aston Martin DB9

[GTR]

2009 Hennessey GTR600
Hennessey builds his own SpecV... for a lot less money.

By Sam Mitani • Photos by Guy Spangenberg
April 2009

Now that we know Nissan will not be bringing the GT-R SpecV to the U.S., we at Road & Track went looking for a fitting substitute, one that properly enhances the performance of the car without disrespecting its spirit — and besides, not many people could justify the steep $160,000 price tag of the SpecV. Call it fate, but just as we were about to throw in the towel, an email arrived from Hennessey Performance Engineering, whose all-conquering Dodge Vipers have graced many pages of past R&T issues. Turns out, he had just finished his own special GT-R, one called the GTR600, and wondered if we were interested in driving it.

If it seems odd that John Hennessey, owner and founder of Hennessey Performance Engineering, is now also tuning Japanese cars, let us remind you that he got his start tweaking Mitsubishi 3000GTs nearly 20 years ago. And it was clear after driving the Hennessey GTR600 that he's still familiar with Japanese cars.

The first thing Hennessey worked on was on the twin-turbocharged V-6. The factory turbochargers were modified with new 47-mm compressor wheels, with boost set at 17 psi. There's also a long list of new parts (under the company's SUMO brand) that includes the exhaust system, ECU, intercooler piping and wastegate actuators. All this results in 642 bhp at 6400 rpm and 611 lb.-ft. of torque at 4500 using premium gasoline (Hennessey claims that it'll pump out 700 bhp with racing fuel and boost turned up to 21 psi).

And man, does this make a difference at the dragstrip. The launching system limited engine revs to just about 2700 rpm with VDC on or off. Take your foot off the brake pedal, and you could swear the GTR600 is about to go airborne as it leaves the line. The GTR600 hit 60 mph in a scant 2.9 seconds and reached 100 mph in 6.5. The quarter-mile mark goes by in10.8 sec. at 130.4 mph. Hard to believe, but this thing made the GT-R SpecV feel slow...With race gas and the boost turned up, the GTR600 hit 193.8 mph in the standing mile, said Hennessey, and it hit 150 mph in just 14.3 sec.

The amazing part? Hennessey has kept the GTR600 easy to drive around town. He chose not to tweak the suspension too much, lowering the car an inch or so, but keeping ride quality smooth, There's a KWs suspension coilover kit that improves body roll through tight corners. The GTR600 failed to outperform the SpecV on our handling tests primarily because it wore the less-sticky Bridgestone Potenzas instead of the Dunlop SP Sport 600. The GTR600 circled the skidpad at 0.97g and raced through the slalom at 73.2 mph.

Hennessey Performance Engineering has started taking orders for the GTR600 (call (979) 885-1300 or go to hennesseyperformance.com). The cost of Hennessey's tweaks with installation included is $38,800. Add that to the base price of the Nissan GT-R, and you get a total price of $118,090. Not bad for a car that makes the $160,000 SpecV seem like it's slow.

[GTR]

2009 Hennessey GTR600
continued...

Hennessey GTR600
List price $118,090
Curb weight est 3900 lb.
Wheelbase 109.4 in.
Length 183.3 in.
Height 52.9 in.

ENGINE
Type twin turbo alum. block dohc V-6
Bore x stroke 95.5 x 88.4 mm
Horsepower 642 bhp @ 6400 rpm
Torque 611 lb.-ft. @ 4500 rpm
Redline 7500 rpm
Fuel injection elect. sequential port
Recommended fuel 100-octane race gas

CHASSIS & BODY
Layout front engine/awd
Body/frame unit steel
Brakes 15.0-in. vented discs
Wheels forged alloy, 20 x 9½ f, 10 x 10½ r
Tires Bridgestone Potenza P255/40RF-20 f, P285/35RF-20 r
Steering rack & pinion, vari pwr assist
Suspension upper & lower A-arms, coil springs, tube shocks, anti-roll bar/multilink, coil springs, tube shocks, anti-roll bar

PERFORMANCE
0-60 mph, sec. 2.9
0-100 mph, sec. 6.5
1/4 –mile, sec 10.8 @ 130.4
Braking, 60-0 mph 114 ft.
Braking, 80-0 mph 201 ft.
Speed thru 700-ft. slalom 73.2 mph
Skidpad, 200-ft. circle 0.97g

Tweaks

* SUMO Stainless Steel 88 mm Catback Exhaust System
* SUMO Stainless Steel Midpipe Exhaust
* SUMO Engine Management Computer Programmer (17 psi boost)
* SUMO Intercooler Piping Upgrade
* SUMO Inlet Piping Upgrade with Stainless Steel Blow-off Valves
* SUMO Sport Turbo Upgrade – Modified Factory Turbos with 47 mm Compressor Wheels (stock compressor wheels = 42 mm)
* SUMO Modified Factory Wastegate Actuators
* Professional Installation
* All Necessary Gaskets & Fluids
* Chassis Dyno Tuning & Engine Management Calibration
* Limited One Year Warranty
* Powered by Hennessey Custom Floor Mats
* Limited Edition GTR600 Plaque in Interior & Engine Compartment
* Factory Engine Cover in Red with black GTR600 Badges
* Hennessey & GTR600 Exterior Badges

GTR600 Upgrade -Total Installed Cost: $24,500

Options (prices include installation):

* SUMO Electronic Exhaust Cutout (75 mm): $1,500
* KW Variant 3 Adjustable Coilover Suspension Upgrade: $5,500
* HRE C91 Light Weight Alloy Wheel Upgrade (set of 4): $7,300


Total Cost of Options $14,300

Total Cost of GTR600 Upgrade & Options As Tested $38,800

[aldy]

Busyeeet ni GTR (H2009 Hennessey GTR600) edan bener Bisa2 jadi fastest car in the world(circuit)..Ada yang berminat he2 ?? Bisa jadi "Fastest car in indonesia" terus masuk MURI wakakakakka

[aldy]

Oiya kalo POWER udah bisa tembus 1000HP ni mobil terbang kali yaa..

[bernard]

sumpah gila loe
cuma 2.9 detik?
bugati bisa makan batu itu
bugati veyron aja 2.5

[ZombiEE]

gt-r sampe skg kayanya masi memegang mobil sport terkencang buatan japan....sblm dipatahin oleh evo nya hk-s?

[bernard]

bagaimana dengan honda NSX?
katanya GT-R killer??
rasanya kalau standard evo x kalah deh
...

[ZombiEE]

kalo standar emg kalah...honda ns-x sdh diberhentikan project nya oleh honda motor corp.
hehehehe

[maxx]

gt-r sampe skg kayanya masi memegang mobil sport terkencang buatan japan....sblm dipatahin oleh evo nya hk-s?

Iye.. gw denger2 EVO X yg dah di tune HKS .. lebih cepat dari GTR, ... tp kalo pas di track circuit .. lain ceritanya krn banyak hal lain yg bikin jadi juara.

[GTR]

yg paling kenceng EVO VIII HKS CT230R yg full modif, rekor 54sec di tsukuba.

GTR R35 (non Vspec) juga beda2 performa (by bestmotoring), sama2 ban OEM, pake dunlop lebih cepet daripada bridgestone.

btw tadi pagi liat R35 item B 27 IK di jalan, jadi pada pelan2 gitu mobil2 yg lain ikut2 merhatiin...

[satyr]

kenceng mana ama FQ400 ?

[GTR]

kalo FQ400 masih production car.. (405hp).
kencengan CT230R... ini racecar..560ps.
http://www.turbomagazine.com/features/0 ... index.html
rekor :
http://www.autoblog.com/2007/11/20/hks- ... lap-battl/

[jokosuryo1254]

cara mahal tuk mati ...

[ALTIMIT]

bagaimana dengan honda NSX?
katanya GT-R killer??
rasanya kalau standard evo x kalah deh
...

yang bilang GT-R killer kan thread gw yang tentang NSX baru sayang di scrap ama Honda,coba diterusin...