Nissan GT-R: Kazutoshi Mizuno Interview
Part I of PH's exclusive video interview with the Nissan GT-R program chief
Last month PistonHeads was invited to visit Nissan's Nurburgring Technical Centre for an exclusive interview with the 'father of the GT-R', the car's program manager and chief engineer Kazutoshi Mizuno.
PH Editor Chris-R posed questions based on suggestions from the PH forums, and we captured Mizuno san's answers on camera. Check out the film clips below, for some fascinating insights into the mind of this famously single-minded chief engineer, and his philosophy about the GT-R project.
The fount of all GT-R knowledge very kindly answered all our questions in English, making frequent use of the office whiteboard to illustrate various points.
Without blowing the PH trumpet too loudly, we're forced to say that GT-R 'geekery' doesn't get much better than this. So pay attention class, and take it away Mizuno san..
Q1) For such a high performance machine, the GT-R is a big car and heavy one. Tell us why that is?
Q2) So what is the best way to reduce weight from the R35 to make it perform better?
Q3) In your previous answer, you seemed to be telling us the parameters of 1700kgs weight and 485hp were set from the beginning of the project, is that correct?
Q4) Why did you opt for a V6 engine, instead of an engine with more cylinders?
Q5) What about the transaxle - some competitors have seven or eight speeds, so why does the GT-R have only six?
Q6) The R34 had the HICAS rear wheel steering system. Why didn't that make it onto the latest GT-R?
I didnt quite understand that one.
Perhaps that delay affects all other systems?
Worth noting that the racing R34 GT-Rs and many of the top tuner versions had HiCas disabled.
e.g Why did you use a V6?
Ans: Ballance. Not only from front to rear but on both Axis it was the best engine for weight distribution accross the front wheels. Grip was Nissans 1st concern with the GTR.
If he'd have been faster you could have asked him about thermal efficiency / economy? Weight of components and characteristics of its torque curve when compared to a stright 6 like the last generation Supra for example.
For me, adding lightness is still the way to go.
Also, is it just me that gets a blank bit at the end of video five? Don't want to be missing any of this stuff!
Also, is it just me that gets a blank bit at the end of video five? Don't want to be missing any of this stuff!
I'm nearly 6'5", and although we didn't hold a tape measure against Mizuno san, I can confirm that he's definitely shorter than me!
For me, adding lightness is still the way to go.
The principle of extra weight that he talks about seems mostly to me to be about grip in wet and snowy conditions. NOT the dry. Indeed in the Dry so much else would destroy the GT-R. But for the wet and grimy, I think this is rather true!
Evo recently found this out by testing the GT-R against the Evora at its launch in wet Scotland- they found the GT-R found far more grip and traction and could completely dominate the very capable Evora on those roads- fun well thats another story. This is also the principle that Audi use for their Quattro cars, much weight at the front w/ 4WD for more traction in the wet. Indeed there is probably no car around that is more stable and tractive than most quattro's in bad conditions. So it would seem that nissan set about to improve upon what audi have done, by optimizing everything else- eg transaxle, rigidity, sports car suspension less subframes and rubber than a quattro as well.
Great interview PH. The auto rags should have done this interview years ago, and should be embarrassed that user generated amateur questions were used to effect much deeper understanding about this car than anything they have been able to tell us about the GT-R. Thanks for this. J
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