Rumors have swirled for months about the possibility of more displacement, less displacement, forced induction, natural-aspiration, not from the VQ family at all.

Now we know:

The GTR will be powered by Nissan's yet-to-be-introduced VR-series engine, displacing 3.8 liters, giving us an early indication of an engine code of VR38.

Adding to the nomenclature, we know that titanium intake valves and magnesium alloy exhaust valves will be used, as are present on the V36 Skyline Coupe. An updated version of Variable Valve Event and Lift (VVEL) will be present as well. This gives us an engine code of VR38VE.

BUT WAIT!

Our sources ALSO mention not one, but TWO small variable geometry turbos running 1.47 bar, or 21 psi of boost.

This leaves us with a VR38VETT or VR38VHRTT, depending on whether the "base" VR38 is considered a "hi-rev" engine or not. We're pretty certain it'll be the low-rev, and naturally-aspirated versions will be of the "hi-rev" variety.

Either way, it kinda rolls off the tongue, eh?

Word has it that the new VR series engine is lighter than the VQ and VK engines of similar displacement. Redline begins at 7,600rpm, with a 7,800rpm rev limit.

Peak power is estimated at 473 horsepower @ 6,800 rpm; 90% of the VR38VETT nearly 500 horses will be available between 6,800 and 7,500 rpm.

Peak torque comes in at a stump-pulling 428 lb-ft @ 1,700-5,600rpm. That's nearly instantaneous torque OFF IDLE with a locomotive-like powerband throughout the rev range.

Of course, we already knew that the GTR will utilize Nissan's new "Premium Midship" platform as its basis. The PM platform boasts a perfect 50/50 weight distribution.

Coupled with Nissan's experience in developing advanced 4WD systems, it sounds like we'll finally be getting a supercar from Nissan on US shores. It's been a long time coming.

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Quote, originally posted by BMAR240SX »

I will have sex with a monkey to get my hands on that car

Aids?

-Dan

Now carrying Nardi and Personal steering wheels and Works Bell hubs! Also new, SPLPARTS adjustable arms and much much more!

Sick car, cant wait.

Quote, originally posted by BMAR240SX »

I will have sex with a monkey to get my hands on that car

Who're you kidding? You'd do it regardless if you could have the car or not.

this is completely surreal.

At the same time?

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BryanWhite21: You guys don't
BryanWhite21: all u gotta tell the girls is
BryanWhite21: "Hey. Remember what we're famous for"
BryanWhite21: As they hear a loud thump on the ground at your feet
BryanWhite21: and it rolls out
BryanWhite21: and you say
BryanWhite21: that ain't a roll of socks

1-900-BBC-NIGA: FOR WHEN YOU NEED A LIL COLOR IN YOUR LIFE!

I would have to agree, in that there will *finally* be some other vehicle that is roughly as good of a price/performance bargain as the C6. It'll be slightly better of one than the Z06, and slightly worse of one than the LS3 base model.

Either way, it was so, and we saw that it was good.

I do sort of want one (GTR), but I'd be leveraging myself to within an inch of my life to buy one, and I don't really want to do that for a car. I might see if I can get one at MSRP and mark it up a few thousand bucks though on eBay like people did with the first Z06's.

KA-T why settle for anything less?

It's really mipressive that they've offset the weight of the turbo-related goodies by making the block and assembly even lighter.

I must confess that I'm not even entirely certain how a regular variable geometry turbo functions.....but I gather it isn't the same thing as having them spin up instantly via electric power.

Variable geometry turbochargers (VGTs) are a family of turbochargers, usually designed to allow the effective A/R ratio of the turbo to be altered as conditions change. This is done because optimum A/R at low engine speeds is very different from that at high engine speeds. If the A/R ratio is too large, the turbo will fail to create boost at low speeds; if the A/R ratio is too small, the turbo will choke the engine at high speeds, leading to large exhaust manifold pressures, high pumping losses and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo's A/R ratio can be maintained at its optimum. Because of this, VGTs have a minimal amount of lag, have a low boost threshold and are very efficient at higher engine speeds. In many configurations, VGTs do not even require a wastegate, however this depends on whether the fully open position is sufficiently open to allow boost to be controlled to the desired level at all times. Some VGT implementations have been known to over-boost if a wastegate is not fitted.

The most common implementation is a set of several aerodynamically-shaped vanes in the turbine housing near the turbine inlet. As these vanes move, the area between the tips of them change, thereby leading to a variable A/R ratio. Usually, the vanes are controlled by a membrane actuator identical to the one on a wastegate, although electric servo actuated vanes are becoming more common.

The first production car to use these turbos was the limited-production 1989 Shelby CSX-VNT, equipped with a 2.2L petrol engine. The Shelby CSX-VNT utilised a turbo from Garrett, called the VNT-25 because it used the same compressor and shaft as the more common Garrett T-25. This type of turbine is called a Variable Nozzle Turbine (VNT). Turbocharger manufacturer Aerocharger uses the term 'Variable Area Turbine Nozzle' (VATN) to describe this type of turbine nozzle. Other common terms include Variable Turbine Geometry (VTG), Variable Geometry Turbo (VGT) and Variable Vane Turbine (VVT).

The 2007 Porsche 911 Turbo has a twin turbocharged 3.6-litre flat six, and the turbos used are BorgWarner's Variable Turbine Geometry (VTGs). This is significant because although VGTs have been used on advanced turbo diesel engines for a few years and on the Shelby CSX-VNT, this is the first time the technology has been implemented on a high production petrol car (only 500 Shelby CSX-VNTs were ever produced). Exhaust temperatures in petrol cars are much higher than in diesel cars and this normally has adverse effects on the delicate, movable vanes of the turbo. BorgWarner engineers however have managed to combat this problem with the new 911 Turbo.

http://www.cardomain.com/id/mattbg20t

i'm a little puzzled by that as well, but in the end i don't really care. the fact that it will be sold here is all that matters i just hope it doesnt hurt sales.

So Greg... how long til the owner of the internet's largest Nissan/Infinity site has a new GTR?
You KNOW you gotta do it man!

Also, do you think they will release any sweet commercials about it? I mean, its not like they have to advertise at all (They will sell them all I'm sure), but then again, how do you keep that sexy beast under wraps?