Nissan's 2012 GT-R, with more power, more torque, stiffer body shell and a whole new suspension set-up, will be available in South Africa from February.
Let's get the not-so-nice part out of the way first:
THE BAD NEWS
Premium Edition - R1 347 000
Black Edition - R1 397 000
And now for the good news:
BIGGER HORNS
The devil, they say, is in the details and, judging by the amount of detail work that has gone into the latest version of Nissan's GT-R, it has definitely grown bigger horns for 2012.
To start at the heart of the matter - the engine - intake airflow has been improved by using a separate intake manifold for each head and a larger, composite air-intake duct for the intercooler.
The exhaust valves are now sodium-filled to help them keep their cool and exhaust back pressure - always a problem with turbocharged engines - has been reduced by fitting a more compact, freer-flowing under-floor catalyser, which also saves a little weight.
Valve control timing and engine mapping have been tweaked to take advantage of the improved gas-flow characteristics, and Nissan is quoting 'improved response and torque' at low revs and in the mid-range, with more power at the top - up from 390 to 397kW at 6400rpm, with peak torque up from 612 to 628Nm from 3200-5800rpm.
“If you can match Nissan’s consumption claim, shouldn’t you rather be in a Prius?”
The gearbox shift forks and flywheel bearing have been beefed up, making the shift action both quieter and more positive, and Nissan has specified a very special competition-grade 75W140 oil for the differential.
And with all that, Nissan says average fuel consumption is down from 12 litres per 100km to 11.8; we say anybody who can get 11.8 litres per 100km out of a car like this should be driving a Prius anyway.
STRONGER TOO
Nissan has also reinforced some areas at the back of the engine compartment and the bottom of the dash panel to stiffen the centre section of the body and provide more precise steering feedback.
Each and every body is vibration tested after assembly and, by adding a more accurate sensor in one area and moving another, the body-shop boffins say they have significantly reduced assembly variation between one body and the next.
AND LESS BALANCED - WITH GOOD REASON
Possibly the most unexpected detail change, however, is in the suspension.
The propshaft for the front wheels is offset to the right; on left-hand drive versions that actually helps offset the weight of the driver but on right-hand drive models it slightly unbalances the suspension because Nissan assumes (correctly, we hope) that the GT-R will only be driven flat out when the driver is alone in the car.
So they have developed an asymmetrical suspension pack specially for right-hand drive GT-R's with a harder spring rate on the left front wheel, at the rear the suspension arm has been installed upwards on the left side and downwards on the right.
OK, that means an imbalanced wheel load when the car is standing still but it's equalised by the weight of the driver when the car is driven hard and, Nissan says, provides improved responsiveness, smoothness and steering feel, as well as enhanced cornering stability and ride comfort.
In addition, available in the UK and Japan only, there's the Track Pack version, analogous to the Spec V version of the previous model, that turns the GT-R into a light-weight two-seater aimed specifically at trackday performance.
INNER DETAIL
There's still more detail work inside, where the rev-counter ring now has blue backlighting to match the shift position indicator light, and the Bose sound system gets Precision Sound System woofers (developed for an optional upmarket sound system that's not available in South Africa) as standard.
And lastly: it's not new, but it is a detail - the rear-view camera is now standard on all GT-R models.