It has been for a while since Nissan started delivery of GT-Rs in Japan.
As many medium have reported, the NISSAN GT-R was the highlight of the 2007 Tokyo Motor Show.
Nissan calls it a “Super Car” and is confident with saying that it is a “technically perfect car.” Moreover, according to their propaganda, GT-R does not need any more technical aftermarket tuning to enhance its performance.
However, with the limited information, we cannot imagine how great actually it is. Therefore, we analyze the GT-R from our own point of view.

Text: Shunsuke Takeuchi

1. The heart of the new GT-R is to be the “too much exceeded” body-work!
The most remarkable point is the body-work. As Nissan says technique of “Takumi”, highly skilled technician, was incorporated into that piece, the white body is a kind of piece of art.
According to Kazutoshi Mizuno, the Chief Vehicle Engineer / Chief Product Specialist, the input per two wheels is estimated about 2t when the lap time of the Nurburgring is 7’ 38”.
With that input, any body is supposed to be bended. The important thing is whether the body can be recovered as the spring should be.
Of course, the body stiffness which is one of the important factors for handling should be secured and the collision safety should also be considered.
And the weight reduction is also the essential point.
In conclusion, the body of new GT-R meets all these requirements.

Numerous spot welds tell its performance.
A lot of spot welds on the body catch our eyes. I have never seen such a body with this kind of numerous spot welds among the production cars.
Usually, the racing cars and the rally cars have more spot welds for achieving more stiffness. The GT-R has as many spot welds as those cars in stock.
I got the impression that the stock GT-R itself can be good for the Group N race car. Also, a large number of ribs pressing for improving the stiffness of each panel should be noticed.

High Side Sill and Boxed Frame Structure
The photo shows how the passenger’s seat is viewed from the driver’s seat. The point is that the side sill on the bottom of the door opening and the box frame of the passenger seat’s foot area are exceptionally high.
The side sill counterpart on the Group C car was also unusually high. You can improve the body stiffness by making those components higher.
Generally, the German cars used to be more like this than the Japanese ones. However, the new GT-R has much higher side sill and the box frame than those of German cars. But, the higher side sill should be a disadvantage for accessibility. It must be unpopular among the ladies for the passenger’s seat. However, there is no need for worry in case of GT-R. The GT-R has the solution by making it double layered bottom.
As you can see, there is a space created for storage of the in-car tools such as a jack around the passenger’s foot area.

Aluminum die-cast rear panel
The big opening between the cabin and the trunk room - how to fill it up is the point for improving the body stiffness.
Usually, the thin press plate is crossed. On the R34GT-R, the thick iron plate was bolted. Surprisingly, on the new GT-R, the aluminum die-cast panel is bolted. I suppose this should be for weight reduction and higher rigidity, but I have never seen this material here before.
Moreover, with the speaker secured on the highly rigid panel, the super audio sound has been attained. Anyway, the number of press ribs and spot welds is surprising.

Multi-material front section
On the other hand, the front section is composed of complex materials.
It is surprising that the front strut housing is made of aluminum die-cast. Supposedly, it should be the first example among the Japanese cars.
It is also supposed to be for more rigidity and the weight reduction. The radiator support part is made by the carbon composite plastic, and it is one-piece with the radiator fan support part incorporated. This kind of multi-material component is, of course, for the higher rigidity, but also for the weight reduction on the front overhang?
From the engine bay to the floor tunnel, high rigidity reinforcements are welded. In the conventional cars, this part had been only pressed, and this had caused the wrinkles. I used to be disappointed with the wrinkles caused by the pressing, when seeing it in unloading the engine.

The body is the artifact!
As you see the white body, you must get impressed with its extraordinary precision. There is no gap between each panel. The past cars had many gaps on joining. We had to modify by beating and welding in making the racing cars.
According to Mr. Mizuno, the gap between each panel is less than 0.1mm. By doing this, in case that the body is bended, it should be recovered as a spring.
Furthermore, all the bodies go through the shaking test. Those that fail to meet the engineering standards are discarded. This body precision cannot be achieved by Toyota who prioritizes production efficiency. It is also true that the aftermarket body reinforcement is the most difficult point when we make the tuning cars.
In that respect, there is no need for reinforcement in case of the new GT-R as Nissan says.
The new GT-R body which defies the common wisdom of manufacturing cars can be said to be an artifact. This body only should be greatly valuable.