a legend returns - Nissan Lebanon

This could be the most obvious clue that the GT-R
will not carry the Skyline name.
The GT-R is pretty much boxy with visual aesthetics
resembling a bodybuilder with muscles in the right
places. Hey, there are many points of view on its
looks, but tell me, what part does logic really apply
on planet supercar? Culture, heritage, mystique
matter more and this aspect was not lost on
Nakamura and his design team. In 1969, when the
GT-R mystique began, it was based on a four-door
Skyline saloon – very upright and boxy. Then the
second GT-R was a two-door coupe and when the
famous R32 (the first 4WD version) came about, it
still was saloon based. The design team obviously
did not want the loose the GT-R DNA and the new
car builds on the annals of history. The boxiness of
the new GT-R retains that characteristic of being
Japanese and indeed confronts European and
American sports cars.
Driving pleasure means that a car responds
faithfully to the driver’s wishes and performs
precisely as expected. Successive generations of
the GT-R have consistently pursued this vision of
ultimate driving pleasure. Whether on the road or
the racetrack, the GT-R has always represented
ultimate performance combined with handling
qualities that stay faithful to the driver’s wishes,
in all conditions. As a result, the GT-R has built
a reputation that extends far beyond just its loyal
owner base.
The design of the GT-R expresses pure GT-R
heritage, coming from the first model PGC10
(1969) through R34 (1999), in a new and expressive
form.
The design language of the GT-R is expressed by
a distinctive body-style that communicates pure
performance and functionality. The form of the GT-
R instantly expresses its purpose and potential,
but in a way that is unique to this iconic car.
At the front end, the single centre air intake is
designed to optimise airflow and to strongly link
the identity of the GT-R from R34 to GT-R Concept
(2001). Front fenders are uniquely designed
through intensive analysis of the airflow around
the tyres and the air vent behind the front fender
also optimises aerodynamics. The front end is
expected to change on the production version,
getting more realistic as carbon fibre can’t really be
used on a mass produced vehicle the way it has
been used on the show car. The sides of the body
are sculptured towards the rear fender, expressing
the power and dynamic tension of the car. Again,
I must emphasis here that this is not a show car in
the true sense of the word as most of the design
has been freezed and most what you see here is
what you will get, come next year.
The overall shape of the body combines solid
and smooth surfaces to achieve the look of a
well-trained athlete. The unique C-pillar crease is
designed for optimum aerodynamics, reflecting the
racing DNA of the GT-R.
The rear of the GT-R PROTO is strong and well
defined. The signature four ring-shaped tail lamps
provide an immediate visual link to previous GT-R
models. Four large-bore exhaust pipes complete
the purposeful look, which could only be that of
a pure GT-R.
Though no clues to what engine will be employed
have been given, the twin bulges under the hood
would imply a V engine and the smart money is
on a compact, lightweight V6. No power outputs
have been given but expect much more power
than the 280 bhp plus twin-turbo straight six of the
old R34. The 350Z’s V6 makes that kind of power
and would be a logical donor to the GT-R. Imagine
adding twin turbos to this and one could be
looking at around 400-450 horses. Or then maybe
more! The GT-R will ride on massive 20-inch rims
and utilise the fancy ATTESA-ETS all-wheel-drive
system of previous Skyline GT-Rs
Going by the pictures seen on these pages, the
designers are absolutely on the ball and going by
the strides Nissan has made in the engineering
department, the new GT-R looks to hold
dynamically as well what it promises aesthetically.
Neville Jal Darukhanawalla
2006 13