First Drive: 2013 Nissan GT-R Track Pack

As the saying goes, ‘change is the only constant’ and nowhere in the motoring world is this more apt than in the case of the iconic Nissan GT-R. Improved engine response, ride quality and the introduction of a Track Pack, make up the headline changes for 2013.

A Track Pack version of the already superbly capable four-wheel drive supercar is a ‘nice to have’ on the Nissan options list, as it could be argued that it isn’t entirely necessary. That’s a compliment to the third-generation R35 GT-R, which is already something of an automotive marvel. Continuously honed with years of development on the demanding Nürburgring Nordschleife since its introduction in 2009, the Nissan R35 GT-R has received some finer tuning for 2013.

Firstly, the engine remains unchanged, but its personality has been given a little more ‘depth’. The GT-R’s twin-turbocharged 3.8-litre V6 engine continues to develop an admirable 397 kW and 628 Nm of torque, but new fuel injectors allow for more precise delivery of the fuel, which has resulted in improved engine response in the mid-to-upper rev range. Also contributing to improved engine response is a newly developed opening for the turbocharger’s bypass relief valve (BRV), which moderates the release of boost pressure. Better lubrication for the hard working engine has also been achieved, courtesy of a new baffle plate in the oil pan that ensures even oil pressure and flow.

Secondly, Nissan have improved the ride quality, but don’t think this means a cushier, more compliant ride. What Nissan actually mean, is that they’ve improved the cornering quality. The front suspension link bush location has been changed, while the spring and damping rates of the Bilstein® DampTronic shocks, together with the anti-roll bar, have also been tweaked for a slightly lower roll centre (the point at which the suspension forces are transferred into the car’s body).

The front suspension now also features camber bolts, which allow more finely tuned adjustment of camber and alignment settings, in order to provide an increased tyre contact patch under high lateral loads. Another incremental improvement up front has been reinforcements to the dash panel bar and instrument panel member, both of which contribute towards increased body rigidity.

The Nissan GT-R’s exterior remains unchanged for the 2013 season for both the Premium and Black Edition specification models, which means owners of the 2012 model will be spared mediocre stares by S.A.’s population of motoring enthusiasts.

The new Track Pack specification can be quickly and easily identified via the 20-inch Rays alloy wheels in a black quartz chrome finish. In addition, the exhaust system has been modified in certain areas for improved cooling, reduced weight and now also features titanium mufflers, which guard against the consistently high-temperatures endured during track driving (Nissan say this can exceed 1 000 °C). A new carbon fibre front splitter is also part of the Track Pack, which provides better aerodynamic efficiency, as are new air ducts that offer improved brake cooling by up to 100 °C.

It would appear the interior is unchanged too, but Nissan have performed a little fine tuning here as well. New stitching and thicker seams on the instrument panel and door trim take the level of quality up a notch, as do the hand-stitched semi-aniline leather front seats. A new Amber Red and Black leather colour combination is now also available for the fashion conscious buyer. Once again, however, the Track Pack stands out, having had the rear seats removed and the front items replaced with specially developed carbon fibre buckets from Recaro. The seats underwent durability tests at the Nürburgring and were designed by Nissan’s chief GT-R engineer, Kazutoshi Mizuno.

The real benefit of the Track Pack, however, is the harder spring rates, which have been set in consultation with Nissan’s GT-R chief development driver, Toshio Suzuki, and his company NordRing Corp. Suzuki has been involved with the development of the R35 GT-R since pre-production and has a successful racing career with previous generations of the Skyline GT-R. Suzuki started NordRing in 2009 as an outlet for his specialist knowledge of the R35. NordRing functions as an official GT-R service centre and has it’s own tuning arm, which in this case, has provided input into the final factory-spec product.

I was invited to sample the new Track Pack-equipped GT-R at Kyalami recently and, apart from being the first time I’d driven the car on a racetrack rather than the road, it was also the most time I’d had to admire the car at a standstill.

Criticised in some quarters for a lack of supercar sex appeal, the GT-R isn’t emotive like the German or Italian exotics it so easily takes a bite out of. Having the opportunity to explore the car’s exterior and interior at leisure, however, really cemented my appreciation of the R35′s engineering. From the subtle aerodynamic details to the new and improved leather seats and stitching within the cabin, the GT-R captivates right down to its nuts and bolts.

After climbing out of the Track Pack’ed GT-R after my first lap of a handful around Kyalami, the first word I exclaimed to a couple of assembled motoring colleagues was “mega!”. By definition supercars are fast, but in the case of the GT-R, the word ‘mega’ seems a good way to sum up the car’s weight, power, grip, chunky stance and double-barrel shotgun-looking titanium exhausts.

One of the most impressive aspects of the new 2013 GT-R is the amount of available mid-range power and the engine’s response. Along Kyalami’s short back straight I didn’t even bother to use full throttle, such was the punch in the back and blur of the scenery on the way down to the right-hand sweep at Sunset. The Dunlop SP MAXX GT600 DSST CTT run-flat tyres are specially designed for the 2013 GT-R and have the final say in just how many lateral G’s can be generated, which can comfortably reach over 1 G with enough commitment.

The GT-R remains a heavy car, despite the removal of the two rear seats, and this is apparent upon changes of direction and under braking. At the same time, it’s during these moments that the all-wheel drive system proves its worth. Not only that, but Nissan having gone to painstaking efforts to ensure the GT-R is well balanced. Key to this is an independently mounted rear transaxle, that houses the transmission, transfer case and limited-slip differential in one assembly. Furthermore, with the transmission at the rear of the car and two driveshafts, one of which is made from a carbon composite, to take drive from the engine to the rear transaxle and forwards to the front wheels, the GT-R has been given a superb weight balance.

Anyone can get into a GT-R and go very quickly, very easily and feel safe doing so. This is thanks to the traction control system, which will work very hard in your favour, yet a lot of the time it does so without letting the driver know. Often the only indication of the system’s involvement is a flashing warning light on the instrument cluster, or muted power delivery when the computers calculate your excessive throttle to steering-angle ratio. This is a good thing, because it makes the GT-R’s talents accessible to anyone who steps behind the wheel and allows one to have a lot of fun, with far less risk of winding up in the bushes, or worse.

To go really quickly, however, you need to get the measure of the car’s weight and power delivery through the all-wheel drive system. The GT-R seems to respond well to a point-and-squirt attitude. Carry too much speed into a turn and you’ll experience a little under steer, likewise if you’re too eager on the gas from the apex. Get your braking done before turning in, which is another of the GT-R’s strong points, square-off the corner more than your natural instincts may suggest, clip your apex while being patient on the throttle and once the exit point is visible, bury the accelerator.

Driving the GT-R is huge fun on track, thanks to the speed at which it does it all. Once you return to the pits and replay your laps in your mind, the GT-R excites all over again when you consider the way in which it has seemingly defied the laws of physics.

Is the Track Pack worth an additional R345 500 over the regular Premium Edition? Unless you’re going to do regular track days or a track day tour of South Africa, then probably not. Then again, it does come with all the go-fast looking goodies, like the titanium exhaust tips, carbon fibre wing and Rays alloys. Go on, do it for the bragging rights.

Pricing includes a 3-year/ 100 000 km warranty and 3-year/ 50 000 km service plan.

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