Nissan GT-R LM NISMO: Hybridized, FWD Le Mans Weapon

Nissan GT-R LM NISMO: Hybridized, FWD Le Mans Weapon

Nissan GT-R LM NISMO: Hybridized, FWD Le Mans Weapon

Official Photos and Information

arrow

Unconventional racing wisdom for Le Mans—seriously unconventional.

Soon after a 16-year absence, Nissan will return to the top class in the Le Mans 24-hour race this year, joining Porsche and Toyota among others in the chase for all round victory. Like the Porsche and Toyota, Nissan’s challenger will feature a hybridized powertrain. But the similarity ends appropriate there.

For instance, drivers of the Nissan GT-R LM will be sitting behind the power sources, rather than in front of them, peering out over a vast expanse of hood. And all of that power will be vectored to the front wheels, at least as the auto is at the moment configured. Nissan is keeping its choices open regarding the possibility of altering the mechanicals to send some of the thrust to the rear wheels. As opposed to several race vehicles, the wheels are wider at the front (13 inches) than the rear (9 inches), the greater to put power on the pavement.

Power appears to be an open situation. The internal-combustion element is a twin-turbo 3.-liter direct-injection V-6, burning gasoline rather than the diesel favored by the other LMP1 heavyweights. Nissan is not discussing specifics yet, but output for the engine alone is anticipated to be in the neighborhood of 500 horsepower. Nonetheless, the engine development team prioritized efficiency as considerably as sheer thrust, because the arcane guidelines laid down for LMP1 hybrids by the sanctioning body—France’s Automobile Club de l’Ouest (ACO)—limit fuel capacity to 68 liters (17.96 gallons). As a consequence, reaching maximum laps per tank is critical, specifically on a lengthy track like the 747-mile-long Circuit de la Sarthe.

According to GT-R LM designer Ben Bowlby, the DeltaWing designer for whom thinking outside the box is an everyday activity, the twin-turbo V-6 will burn about 30 percent much less fuel than a equivalent Nissan gasoline engine that ran at Le Mans in 2013. But 500 horsepower is only a fraction of what it will take to turn competitive laps at Le Mans. The balance of the energy, expressed in joules, will come from the custom Kinetic Energy Recovery Program (KERS) fabricated by Torotrak, which will harvest energy from the front-wheel brakes.

Minding Joules

A joule is a unit of operate, equivalent to a newton-meter. And the important to making the Nissan competitive is how numerous joules it can add to the power equation, or, a lot more accurately, how many megajoules. Megajoules (MJ) are the Catch 22 in the ACO guidelines for LMP1 hybrids. The ACO formula enables for deployment of a specific quantity of megajoules per lap, and there are incremental thresholds: 2MJ, 4MJ, 6MJ, and 8MJ. Every single threshold reduces the quantity of fuel the car will burn to sustain lap instances, and increases the thrust obtainable for powering out of corners.

The downside is mass. The larger the storage capacity of the KERS technique, which will reside beneath the driver’s legs, the more it weighs. Minimum weight for the GT-R LM’s class is 880 kilograms—1940 pounds—and, as Bowlby has pointed out, “We’re going to be very challenged to make our weight target when half of the weight of the automobile is the powertrain.”

This leaves out the mass related with 4-wheel drive. Not to mention the challenge of getting all the hardware lined up. As Bowlby notes, MJ systems are not the sort of point you can acquire off the shelf at Pep Boys.

Bowlby and others at Nissan are vague about how significantly total system output the GT-R LM will bring to the FIA WEC Endurance Championship when it opens on April 12 at Silverstone, in the UK. Estimates location it someplace in the vicinity of 1250 to 1500 horsepower, down considerably from earlier objectives that reached as higher as 2000.

Aeromass

Bowlby explains that the front-mid-engine style was conceived to support the front-wheel-drive idea, providing the vehicle a forward weight bias to assist the huge front tires provide optimum bite when huge megajoule outputs flash into the driveline. The identical consideration affected aerodynamic improvement. Starting with the simple car concept, Bowlby says that “the aero center of pressure, the mass center of gravity, and the tire capacity are all in harmony.”

Aside from an adjustable rear wing, aero specifics—coefficient of drag, frontal region, downforce, and lift—have not been revealed, and most likely will in no way be. But a good several other specifications have been. For instance, the auto is 182.9 inches lengthy, 74.8 inches wide, and 40.6 inches tall. The bodywork is carbon composite, the windshield fabricated from polycarbonate with a tough coating.

The suspension is composed of Penske dampers with 4-way adjustability, and also characteristics a hydraulic rear antiroll bar. Six-piston calipers squeeze the front brakes, with 4-piston calipers at the rear. The brake-by-wire NISMO method is integrated with the KERS function, and involves driver-adjustable front-rear bias.

Cosworth supplies the ECU and the controller for the 5-speed sequential gearbox, which feeds energy to the wheels by way of a hydraulic restricted-slip diff. Tilton supplies the 4-plate carbon clutch. Like the brakes, the throttle is drive-by-wire, and the drivetrain consists of driver-adjustable traction control. The steering wheel is by NISMO, and the LCD information graphics come from Cosworth.

PlayStation at Speed

Nissan has yet to flesh out its WEC driver lineup, but its initial appointee is as innovative as the auto itself. That would be young Jann Mardenborough, a 24-year-old hotshoe from Darlington, England. Mardenborough has created his racing bones with the Infiniti Red Bull Racing driver improvement program in GP3, and also drove the Nissan LMP2 vehicle at the 2014 Le Mans race.

But his route to a top sports-auto ride is special. It started with Nissan’s GT Academy, which sifted driving talent through efficiency in video games. Mardenborough’s ability in PS3 was tops in season 3 of the system, which propelled him into race cars. No karts. No schools.

All in all, Nissan’s Le Mans quest is practically nothing if not special. Bowlby calls it his “boldest undertaking” to date. Hmm. How do you say understatement in Japanese?

For a lot more on the GT-R LM Nismo, including an inside appear at the creating of its Super Bowl industrial, check out the following links from our buddies at Road & Track:

http://www.roadandtrack.com/motorsports/a24902/establishing-the-nissan-gt-r-lm-nismo/

http://www.roadandtrack.com/auto-culture/entertainment/a24901/the-inside-story-of-the-2015-nissan-gt-r-super-bowl-industrial/

http://www.roadandtrack.com/motorsports/g6076/2015-nissan-gt-r-lm-nismo-photo-gallery/

View Photo Gallery

Photos (9)

Other Stories You May well Like

Nissan GT-R LM NISMO: Hybridized, FWD Le Mans Weapon

Nissan Pulsar: A single Hell of a Sentra Hatchback—and There Could Be a NISMO Version

In the U.S., Nissan’s tiny-auto lineup is like watching late-evening skin flicks on Cinemax—you’re technically receiving what you want, but a lot is left to be desired. In Europe, on the other hand, Nissan’s compact rides are much far more effectively equipped and satisfying. Take, for example, the Nissan Note, a loose cousin to our Versa Note hatchback on the Continent, the Note is very nearly a premium automobile. Right here, the “Versa” badge marks it as deeply flawed. At the 2014 Paris auto show, Nissan showed off its newest European-market compact—the Pulsar—and it follows the pattern by appearing much more interesting than any little auto the brand peddles to Americans.

Besides bearing a name very best remembered in the States for the awesomely funky late 1980s Pulsar NX, this new Pulsar is a C-segment hatch that seems to share much more than just its basic size with our Sentra sedan. The 2 share a 106.3-inch wheelbase, and in-person study of the Pulsar reveals a clear familial resemblance. Compared to similarly sized rides like the Ford Concentrate and Mazda 3 hatchback, the Pulsar is much taller. At a mighty 59.8 inches, it measures nearly one inch taller than the already height-endowed Sentra, and towers more than the Ford and Mazda hatches by much more than 2 inches. It pays off inside, where occupants of any height—and in any seat—will uncover practically nothing to complain about. As is the case in the Sentra, the back seat is huge and the legroom limo-like.

The Pulsar’s fundamentally useful packaging also benefits in a enormous and usefully shaped cargo area, and the automobile is eye-catching inside and out. Soft-touch components adorned the dashboard and door panel uppers in the examples we prodded on the Paris auto show floor, and the exterior mixes in some of the 2015 Murano extroverted flair. The front finish looks a tiny bland, but nevertheless delivers a far more upscale impression than the somewhat overwrought nose of the Sentra.

Mechanically, the Pulsar utilizes either a 113-hp 1.2-liter turbocharged 4-cylinder or a 108-hp diesel 4. Transmission selections include a 6-speed manual and Nissan’s Xtronic CVT automatic, and all versions are front-wheel drive. Do we hope Nissan brings the Pulsar to the U.S.? Of course! The brand could use a C-segment 5-door hatch to compete with the likes of Ford, Mazda, and Volkswagen, and the Pulsar name alone is enough to grab our consideration, despite the fact that it would need one more 40 horsepower or so to be competitive.

---

---

But the actual consideration-grabber is the high-efficiency NISMO version Nissan also displayed at the Paris show in “concept” form. The practically production-prepared idea attributes the very same black-and-red trim theme as the Juke NISMO, as well as 19-inch wheels, sport seats, and faux-suede interior trim. Nissan is maintaining mum on suspension and powertrain information, but it is nearly a provided that modifications to each would be in the cards for a production version. (Final year’s Sentra NISMO notion packed a 240-hp 1.8-liter turbo 4, as effectively as retuned shocks and springs.) Were Nissan to send either version of the Pulsar our way, it might just send the message that it is ready to show Americans what’s airing in prime time, but we’ll have to wait and see what the company decides.

Nissan Pulsar: A single Hell of a Sentra Hatchback—and There Could Be a NISMO Version

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling

Instrumented Test

arrow

A faster kind of funky.

On this planet since 2010, the Nissan Juke is the poster child for nonconformist new-wave crossovers. The design looks strangely amphibian, or like something you might encounter while scuba diving a deep reef near the Bahamas. Or a thing to be served with drawn butter and a nice side salad. Polarizing, maybe, but guaranteed to attract attention.

Having successfully defied convention, Nissan’s challenge becomes one of extending the Juke’s appeal—without diluting it. To that end, the company will be making some rather cautious tweaks to the exterior for the 2015 model. But the real appeal-enhancing formula is much simpler and much more traditional: make it go faster.

Fun with a Capital F

As with other carmakers, Nissan has a department—NISMO (for Nissan Motorsports, now in its 30th year)—devoted to just that purpose. Last year the mainstream Nissan product planners handed over the Juke to the NISMO irregulars, with a simple mandate: Pick up the pace. When NISMO was finished, not one but 2 Jukes rolled out of the shops: the Juke NISMO and the Juke NISMO RS. (There is also the very-limited-edition, GT-R–powered Juke-R, but that is of another earth.)

The basic distinguishing characteristic of the NISMO editions is increased output from the 1.6-liter 4-cylinder turbo. The regular Juke generates 188 horsepower and 177 lb-ft of torque, output sufficient to tow a 2011 Juke SL we tested to 60 mph in 7.5 seconds and through the quarter-mile in 15.7 at 91 mph. Those certainly aren’t face-distorting numbers, but the car’s acceleration was enhanced by lively dynamics that we characterized, accurately, as “fun.” And as you’d hope, that characterization acquires a capital F in the RS.

NISMO Power Chart

The output of the NISMO 1.6-liter varies from NISMO to NISMO RS, and in the case of the RS, according to whether the Juke is packing front- or all-wheel drive. In the Juke NISMO, both front- and all-wheel-drive versions are rated at 197 horses and 184 lb-ft. NISMO RS models with AWD pack 211 horsepower and 184 lb-ft, while the front-drive RS steams along with 215 ponies and 210 lb-ft of twist.

For the RS, the limiting factor is transmission choice. Opting for AWD restricts the owner to the Xtronic continuously variable automatic, which has torque-capacity limitations. Front-drive models come exclusively with a 6-speed manual that can handle more muscle. The manual gearbox in our NISMO RS test car suffered from a scratchy 1-2 shift, but once past that, it was exceptionally crisp and precise, allowing us to quickly snick through the gears.

Extracting extra power for the RS entails the use of a freer-flowing exhaust system, tweaks to the ECU, and heftier connecting rods. The NISMO techs have also revised the RS manual transmission’s internal gearing and chosen a slightly shorter final-drive ratio. What all this adds up to is zero-to-60 in 6.7 seconds and the quarter-mile in 15.2 at 95, with a top speed of 135 mph—not bad for a vehicle with the aerodynamic profile of a croaker.

Higher output usually equals lower mpg. But that’s not the case here. Equipped with a 6-speed manual transmission, the basic Juke, Juke NISMO, and Juke NISMO RS all receive 25-mpg city and 31-mpg highway EPA ratings. We averaged 22 mpg in enthusiastic driving.

Sure-Footed on This Planet

So, NISMO makes a quicker Juke. But equally entertaining, maybe even more so, is the car’s agility. We praised the reflexes of the standard Juke when it made its debut, and the NISMO massage raises the dynamic ante. Suspension components are firmer in the Juke NISMO, firmer still in the RS, augmented by selective chassis stiffening, a substantial footprint, and sticky performance rubber (225/45-18 Continental ContiSport Contact 5).

The combination of front-wheel drive, a forward weight bias (in this case, 61.5 percent of the car’s mass lies over the front wheels), and a limited-slip diff is a prescription for understeer, which our test track crew listed as “massive.” Nevertheless, the RS pulled an impressive 0.88 g on the skidpad. The car’s body motions are modest for a tallish vehicle, the electrically boosted power steering is quick and precise, and the stiffly bolstered Recaro seats keep front passengers anchored when the g-loads start coming from odd angles. Braking is another strong suit. The NISMO RS brake package is bigger than the regular NISMO’s, and braking performance—161 feet from 70 mph, fade free—is worthy of a sports car.

More performance adds up at the bottom line. No surprise there. Juke pricing starts with the basic front-drive S at $ 19,980, with the better-equipped SV checking in at $ 21,800. The base price for the Juke NISMO is $ 23,890, and the RS starts at $ 26,930. Our test unit included a $ 1200 navigation package plus $ 215 NISMO floor mats for a grand total of $ 28,345.

That’s enough to bolt you into a new Volkswagen GTI or Ford Focus ST. Both are quicker than this quirky Nissan. But neither aforementioned hot hatch is as likely to get you noticed—especially when you show up at the autocross—on this planet, at least.

View Photo Gallery

PHOTOS (39)

Other Stories You Might Like

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling

Instrumented Test

arrow

A faster kind of funky.

On this planet considering that 2010, the Nissan Juke is the poster child for nonconformist new-wave crossovers. The design appears strangely amphibian, or like some thing you might encounter while scuba diving a deep reef near the Bahamas. Or a factor to be served with drawn butter and a nice side salad. Polarizing, perhaps, but guaranteed to attract attention.

Getting effectively defied convention, Nissan’s challenge becomes one of extending the Juke’s appeal—without diluting it. To that end, the firm will be creating some rather cautious tweaks to the exterior for the 2015 model. But the real appeal-enhancing formula is a lot simpler and considerably a lot more standard: make it go quicker.

Entertaining with a Capital F

As with other carmakers, Nissan has a department—NISMO (for Nissan Motorsports, now in its 30th year)—devoted to just that goal. Final year the mainstream Nissan product planners handed more than the Juke to the NISMO irregulars, with a straightforward mandate: Pick up the pace. When NISMO was completed, not a single but 2 Jukes rolled out of the shops: the Juke NISMO and the Juke NISMO RS. (There is also the quite-limited-edition, GT-R–powered Juke-R, but that is of one more earth.)

The basic distinguishing characteristic of the NISMO editions is elevated output from the 1.6-liter 4-cylinder turbo. The normal Juke generates 188 horsepower and 177 lb-ft of torque, output adequate to tow a 2011 Juke SL we tested to 60 mph in 7.5 seconds and by means of the quarter-mile in 15.7 at 91 mph. Those certainly are not face-distorting numbers, but the car’s acceleration was enhanced by lively dynamics that we characterized, accurately, as “fun.” And as you’d hope, that characterization acquires a capital F in the RS.

NISMO Energy Chart

The output of the NISMO 1.6-liter varies from NISMO to NISMO RS, and in the case of the RS, according to no matter whether the Juke is packing front- or all-wheel drive. In the Juke NISMO, each front- and all-wheel-drive versions are rated at 197 horses and 184 lb-ft. NISMO RS models with AWD pack 211 horsepower and 184 lb-ft, although the front-drive RS steams along with 215 ponies and 210 lb-ft of twist.

For the RS, the limiting aspect is transmission selection. Opting for AWD restricts the owner to the Xtronic constantly variable automatic, which has torque-capacity limitations. Front-drive models come exclusively with a 6-speed manual that can deal with a lot more muscle. The manual gearbox in our NISMO RS test automobile suffered from a scratchy 1-2 shift, but as soon as past that, it was exceptionally crisp and precise, allowing us to swiftly snick via the gears.

Extracting extra power for the RS entails the use of a freer-flowing exhaust system, tweaks to the ECU, and heftier connecting rods. The NISMO techs have also revised the RS manual transmission’s internal gearing and chosen a slightly shorter final-drive ratio. What all this adds up to is zero-to-60 in 6.7 seconds and the quarter-mile in 15.2 at 95, with a prime speed of 135 mph—not negative for a car with the aerodynamic profile of a croaker.

Higher output usually equals reduce mpg. But that is not the case here. Equipped with a 6-speed manual transmission, the simple Juke, Juke NISMO, and Juke NISMO RS all acquire 25-mpg city and 31-mpg highway EPA ratings. We averaged 22 mpg in enthusiastic driving.

Confident-Footed on This Planet

So, NISMO tends to make a faster Juke. But equally entertaining, possibly even a lot more so, is the car’s agility. We praised the reflexes of the standard Juke when it created its debut, and the NISMO massage raises the dynamic ante. Suspension components are firmer in the Juke NISMO, firmer nevertheless in the RS, augmented by selective chassis stiffening, a substantial footprint, and sticky performance rubber (225/45-18 Continental ContiSport Get in touch with 5).

The combination of front-wheel drive, a forward weight bias (in this case, 61.5 percent of the car’s mass lies over the front wheels), and a restricted-slip diff is a prescription for understeer, which our test track crew listed as “massive.” Nevertheless, the RS pulled an impressive .88 g on the skidpad. The car’s physique motions are modest for a tallish automobile, the electrically boosted energy steering is swift and precise, and the stiffly bolstered Recaro seats keep front passengers anchored when the g-loads begin coming from odd angles. Braking is another powerful suit. The NISMO RS brake package is larger than the regular NISMO’s, and braking performance—161 feet from 70 mph, fade free—is worthy of a sports auto.

Much more functionality adds up at the bottom line. No surprise there. Juke pricing begins with the basic front-drive S at $ 19,980, with the far better-equipped SV checking in at $ 21,800. The base price tag for the Juke NISMO is $ 23,890, and the RS begins at $ 26,930. Our test unit integrated a $ 1200 navigation package plus $ 215 NISMO floor mats for a grand total of $ 28,345.

That is sufficient to bolt you into a new Volkswagen GTI or Ford Concentrate ST. Both are quicker than this quirky Nissan. But neither aforementioned hot hatch is as probably to get you noticed—especially when you show up at the autocross—on this planet, at least.

View Photo Gallery

Images (39)

Other Stories You May possibly Like

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling

Instrumented Test

arrow

A faster kind of funky.

On this planet since 2010, the Nissan Juke is the poster child for nonconformist new-wave crossovers. The design looks strangely amphibian, or like something you might encounter while scuba diving a deep reef near the Bahamas. Or a thing to be served with drawn butter and a nice side salad. Polarizing, maybe, but guaranteed to attract attention.

Having successfully defied convention, Nissan’s challenge becomes one of extending the Juke’s appeal—without diluting it. To that end, the company will be making some rather cautious tweaks to the exterior for the 2015 model. But the real appeal-enhancing formula is much simpler and much more traditional: make it go faster.

Fun with a Capital F

As with other carmakers, Nissan has a department—NISMO (for Nissan Motorsports, now in its 30th year)—devoted to just that purpose. Last year the mainstream Nissan product planners handed over the Juke to the NISMO irregulars, with a simple mandate: Pick up the pace. When NISMO was finished, not one but 2 Jukes rolled out of the shops: the Juke NISMO and the Juke NISMO RS. (There is also the very-limited-edition, GT-R–powered Juke-R, but that is of another earth.)

The basic distinguishing characteristic of the NISMO editions is increased output from the 1.6-liter 4-cylinder turbo. The regular Juke generates 188 horsepower and 177 lb-ft of torque, output sufficient to tow a 2011 Juke SL we tested to 60 mph in 7.5 seconds and through the quarter-mile in 15.7 at 91 mph. Those certainly aren’t face-distorting numbers, but the car’s acceleration was enhanced by lively dynamics that we characterized, accurately, as “fun.” And as you’d hope, that characterization acquires a capital F in the RS.

NISMO Power Chart

The output of the NISMO 1.6-liter varies from NISMO to NISMO RS, and in the case of the RS, according to whether the Juke is packing front- or all-wheel drive. In the Juke NISMO, both front- and all-wheel-drive versions are rated at 197 horses and 184 lb-ft. NISMO RS models with AWD pack 211 horsepower and 184 lb-ft, while the front-drive RS steams along with 215 ponies and 210 lb-ft of twist.

For the RS, the limiting factor is transmission choice. Opting for AWD restricts the owner to the Xtronic continuously variable automatic, which has torque-capacity limitations. Front-drive models come exclusively with a 6-speed manual that can handle more muscle. The manual gearbox in our NISMO RS test car suffered from a scratchy 1-2 shift, but once past that, it was exceptionally crisp and precise, allowing us to quickly snick through the gears.

Extracting extra power for the RS entails the use of a freer-flowing exhaust system, tweaks to the ECU, and heftier connecting rods. The NISMO techs have also revised the RS manual transmission’s internal gearing and chosen a slightly shorter final-drive ratio. What all this adds up to is zero-to-60 in 6.7 seconds and the quarter-mile in 15.2 at 95, with a top speed of 135 mph—not bad for a vehicle with the aerodynamic profile of a croaker.

Higher output usually equals lower mpg. But that’s not the case here. Equipped with a 6-speed manual transmission, the basic Juke, Juke NISMO, and Juke NISMO RS all receive 25-mpg city and 31-mpg highway EPA ratings. We averaged 22 mpg in enthusiastic driving.

Sure-Footed on This Planet

So, NISMO makes a quicker Juke. But equally entertaining, maybe even more so, is the car’s agility. We praised the reflexes of the standard Juke when it made its debut, and the NISMO massage raises the dynamic ante. Suspension components are firmer in the Juke NISMO, firmer still in the RS, augmented by selective chassis stiffening, a substantial footprint, and sticky performance rubber (225/45-18 Continental ContiSport Contact 5).

The combination of front-wheel drive, a forward weight bias (in this case, 61.5 percent of the car’s mass lies over the front wheels), and a limited-slip diff is a prescription for understeer, which our test track crew listed as “massive.” Nevertheless, the RS pulled an impressive 0.88 g on the skidpad. The car’s body motions are modest for a tallish vehicle, the electrically boosted power steering is quick and precise, and the stiffly bolstered Recaro seats keep front passengers anchored when the g-loads start coming from odd angles. Braking is another strong suit. The NISMO RS brake package is bigger than the regular NISMO’s, and braking performance—161 feet from 70 mph, fade free—is worthy of a sports car.

More performance adds up at the bottom line. No surprise there. Juke pricing starts with the basic front-drive S at $ 19,980, with the better-equipped SV checking in at $ 21,800. The base price for the Juke NISMO is $ 23,890, and the RS starts at $ 26,930. Our test unit included a $ 1200 navigation package plus $ 215 NISMO floor mats for a grand total of $ 28,345.

That’s enough to bolt you into a new Volkswagen GTI or Ford Focus ST. Both are quicker than this quirky Nissan. But neither aforementioned hot hatch is as likely to get you noticed—especially when you show up at the autocross—on this planet, at least.

View Photo Gallery

PHOTOS (39)

Other Stories You Might Like

2014 Nissan Juke NISMO RS Test: Amphibian Butt, Hustling