Nissan GT-R still quick with updated launch control

By: Jeremy Korzeniewski

The internet has been abuzz with chatter ever since it was revealed that Nissan had updated the software that governs the GT-R's launch control and was instructing all of its dealers to reprogram every vehicle in dealer inventory that had yet to be sold with the new software in a bid to keep additional transmissions from grenading.

The changes limit the maximum RPM that the car will sustain with the VDC switched off to around 3,500, a big reduction from the 4,500 limit of the old programming. Additionally, the software update adds a new, safer form of launch control that allows takeoffs at 3,000 RPM while the VDC remains active. Inquiring minds want to know: Would those alterations still allow the GT-R to hook up hard enough to reverse the earth's rotation at the drags?

We have some good news to share with Godzilla owners that are contemplating whether or not to have their cars updated with the new software. A bone-stock GT-R with the reprogramming has been timed at 11.34 @ 120.85 MPH with an excellent 1.69-second 60′ time. That result compares rather favorably with quarter-mile runs recorded by cars with the initial launch control programming.

Nissan GT-R SpecV unveiled!

By: Damon Lavrinc

After nearly a year of speculation and spy shots, it's official: the Nissan GT-R SpecV has arrived. The limited edition GT-R is a subtle evolution of the super coupe that's set the world on fire after its introduction last year, and Nissan claims that it offers race car-levels of performance in a street-legal vehicle.

The body mods consist of a carbon fiber rear spoiler, grille and brake ducts, along with an exclusive Ultimate Black Opal paint job. On the inside, a set of carbon fiber Recaro buckets are fitted up front, while the rear seats have been nixed to save a few pounds. Carbon fiber also adorns the center storage box, instrument panel and replaces the majority of the interior trim.

The only substantive engine modification is a new high gear boost controller that increases the amount of compressed oxygen entering the twin-turbo'd 3.8-liter V6 to deliver more torque in mid- to high-range revs. A titanium-coated exhaust and a reworked suspension is fitted underneath, and carbon ceramic brakes hide behind 20-inch NISMO wheels that conspire to reduce unsprung mass and improve braking performance.

Sales begin in Japan at seven pre-selected dealers, with pricing set at 15,750,000 yen. There's no word on whether the GT-R SpecV will make the trek across the Pacific, but we're not holding our breath just yet.

Living With It: 2009 Nissan 370Z

By: Matt Stone

There was a lot to like about the 350Z, and it was a huge success for Nissan when the brand and the company really needed one. I liked that it was a real two-seater, rear drive, and packed a lion-hearted motor. At the same time, to me, it was never fully baked. The styling was clunky, the interior was cheap, and the car had a heavy "muscle/sports car" kind of feel that was contrary to its mission as a road missle.

Nissan has put its sports car back in the oven, and the result is the new 370Z. By now, you know the basics, and you've probably read Ron Kiino's first test story as well as Arthur St. Antoine's blog entry, here on MTOL. So here's my nickel's worth.

Overall, the new car is an improvement over the model it replaces. It's faster, better looking, structurally stiffer, has a much improved cabin, higher limits, and some trick new technology. The 370Z is a squeege shorter and wider than the old one, and really looks the business.

The 370's face, with its overstyled headlights and "fangs" in the grille, resembles a catfish, but otherwise, the Z offers an arresting shape, especially in this brilliant yellow paint color. It's too bad the front end is so low, as the lower front fascia scrapes on everything, even moderate speed bumps.

The 350's door handles were strange-looking and felt unnatural to use. The new ones are still an obvious styling statement, but look better to my eye and feel better to the fingers.

Things inside move well upscale, yet is still businesslike and focused on driving. One touch that St. Antoine griped about is the "glowing dots" readout in the left IP pod for the temp and fuel levels. I agree. Besides looking contrived and asymmetrical, these gauges are hard to read. It's like the whole thing was done for styling sake, with no real benefit. Function shouldn't follow form.

My old friend, Nissan's VQ family V-6, is more powerful than ever, but it's also gotten noisy and harsh in its old age. Rev it to 5000 rpm and hold it there, and it'll vibrate your fillings. And it's not a pretty noise -- its just noise, like an industrial blender with bad bearings. This engine was creamy smooth at 3.0-liters, still nice from an NVH standpoint at 3.5, but unacceptable in this configuration, at least in this car. Nissan can and should do better.

Our tester had the optional 19-inch rolling stock. These forged alloys are light and beautiful. The low profile rolling stock adds an element of road rumble to the mix, but its the same in other cars, and it's likely that the person who wants max performance and orders this package knows what they're in for. But it works well in the grip, response, and braking standpoint. The Z is a performer, no doubt.

I'm not yet ready to order a Z for me. I (selfishly) hope that Nissan will address these issues with the 370's mid-life update a few years down the road. Then it will be the Z I know it can be, and will once again have this portion of the marketplace largely to itself. The '09 model represents an improvement after after the Z's time in the fire, but in my view, detailed recipe adjustments, and yet more bake time, are required.