Those aerodynamic changes that filtered from the Nismo to the standard GT-R – most noticeable around the wedgy rear end – remain but have been tweaked a little more. The standard GT-R’s new, broader grille has been introduced, although this is more for aesthetics than because of an increase in cooling requirements. But there are a few other exterior aero tweaks around the front end, to increase downforce while not adding any more drag.
Finally, although the standard GT-R shell is stiffer, the Nismo is still the recipient of extra chassis stiffening enhanhcements of its own. The increase in torsional rigidity means the springs, dampers and anti-roll bars have all been tweaked, all by unspecified amounts but none a great deal, to alter the handling balance. The aim wasn’t only to add pure speed but to increase the feel of agility and make the Nismo a bit more playful near is limit. When it comes down to actual increases in cornering ability and ‘slalom times’, Nissan claims a modest 2% improvement.
What's it like?
Unlike the regular GT-R, neither the engine nor the gearbox of the 2017 Nismo has been touched, so it’s still a 592bhp, 3.8-litre V6 whose turbos have been nicked from Nissan’s GT-R GT3 race car. The engine drives all four wheels through a six-speed dual-clutch automatic gearbox.
What does all that mean? It means that, in December, on a frosty morning at Silverstone and on an exceedingly slippery surface, the GT-R Nismo is disinclined to show its best hand. In a way, that’s not a bad thing; you can find out about a car’s handling in rather slower conditions than if it were 25deg C in June.
That there’s no increase in power or torque – the latter still stands at an impressive 481lb ft from 3600rpm – is precisely no hardship at all. The regular GT-R isn’t a light car, never was, and at just 27kg lighter than the standard GT-R the Nismo is no exception. But 592bhp makes pretty light work of 1725kg. Nissan is also disinclined to claim a 0-60mph time (something Japanese car makers have begun to make a habit of), but if it doesn’t end in a point-zero, there’s a chance it’ll start with a two.
Peak power arrives at 6800rpm and you can rev the engine to all but 7000rpm, but with peak torque hanging around until 5800rpm and because the noise is always powerful, always bassy and with no crescendo like you’d get in, say, a Porsche 911 GT3, there’s no need to wring every last rev out of every gear.
Improvements in grip levels are, in these conditions, impossible to note. They likely would be in the dry, too, at only 2%, but a change in the Nismo’s preferred cornering stance is easier to feel. Rather than run out of grip at both ends and scrabble and nibble at each corner, it feels happier to let you turn the steering less and let the power shuffle around at the rear more. The steering is still terrifically responsive, too. The changes might make negligible difference to the speed, but you can feel an additional keenness in the cornering stance.