Jaguar has a long and proud history in endurance racing with the likes of the XJR-9, D-Type and XK120 based C-type, but the responsibility last weekend lay with the humble XF 3.0 Diesel S to uphold the marque’s honour.

The XF run by Carvell Motorsport, with Nathan Freke, Colin White and Rob Carvell at the wheel, was powered by a 3.0-litre V6 diesel engine producing 296bhp and 452lb-ft of torque and used the standard car’s 8 speed ZF Transmission.

The car – named by the team as ‘Jaguar XF24 Endurance’ – was built and run by a team of Jaguar factory employees working in their spare time, but with the blessing of Jaguar UK.

Whilst broadly standard, the XF24 Endurance was fitted with 380mm Alcon brake discs and Alcon 6-piston calipers up front, and 355m discs plus 4-piston calipers at the rear. Bilstein dampers kept the XF24 glued to the track, together with Pirelli tyres. BTB Exhausts provided the bespoke racing system, liberated by an HJS racing catalyst.

It completed 109 laps of the 14-mile Nordschleife track – overcoming changeable and often challenging weather conditions to lead its class for much of the race. By the end, the XF finished 10 laps ahead of its nearest rival – and winning the D3T class.

Ian Carvell, Team Principal, commented: ‘We had very little running prior to the race, meaning our aim was to put in a solid performance and finish. To win our class and complete the race as the leading diesel is an incredible result for us – and testament to the strength and efficiency of the XF. It was quick and consistent over the 24hrs.’

Andy Whyman, Chief Programme Engineer, XF, commented: ‘The team did an incredible job – on behalf of Jaguar Cars I would like to congratulate them on a fantastic result. I’m proud that they chose an XF as the basis for their Nurburgring race effort and their faith in the car was rewarded in such spectacular style.’

Jaguar supported the Carvell Team by donating the use of its Nürburgring Test Centre for the duration of the race and its build up.

Well done chaps, I’m sure William Lyons would have been very proud of you.

Gallery

It’s less than a year since Jann Mardenborough stepped into a racing car for the very first time, and yet from the very first practice session on Thursday he looking in contention for a front row starting position.

This is also the first pole position for the Nissan GT-R Nismo GT3 car, which will also be taking part in tomorrow’s Nürburgring 24 hour race on the Nordschliefe (North Loop circuit).

Jann’s performance was even more spectacular when you consider the fact that this is the first time he has been to the Nürburgring. As the newest recruit to Nissan’s roster of GT Academy graduates, Jann has a lot to live up to and results like this are concrete proof of the success of the programme.

“Jann’s performance today was exemplary,” said GT Academy Team RJN boss, Bob Neville. “He did exactly what I would have expected from a seasoned professional. We waited a moment or two at the start of the season then sent him and he was straight on the pace. To take pole with time to spare just shows the level Jann is at now.”

“I’m feeling pretty good at the moment,” said Jann. “That’s my first ‘proper’ pole position as a professional racing driver. I had to work hard for it though. We tried a few things during free practice and going into qualifying we thought we would be okay but the car felt better than ever so I went for it!”

“The results speak for themselves,” said Darren Cox, General Manager of Nissan in Europe. “Pole position means you are the fastest amongst your peers. End of story. I think we’ve proved, yet again, that GT Academy isn’t just a marketing activity or a reality show. It’s the real thing and it finds real talent.”

The race starts later today at 1630hrs CET and you can follow Jann’s progress on Nissan Motorsport’s official Twitter account – @Nissan_OnTrack.

Expectations will be even higher at this year’s Nürburgring 24H, which marks the 40th anniversary of BMW Motorsport. Two teams will receive works assistance at the “Green Hell” endurance battle: BMW Team Schubert and BMW Team Vita4One, both of whom will run two BMW Z4 GT3 racing cars.

Team Principal Michael Bartels will lead the Vita4One team, which features Pedro Lamy, Frank Kechele, Mathias Lauda and Ricardo van der Ende at the wheel of the number 17 BMW Z4 GT3. The number 18 car will be driven by BMW Motorsport test and development driver Marco Wittmann, Pedro Lamy, Jens Klingmann and Richard Göransson.

They will be joined by the Schubert BMW team, who have set themselves the target of overall victory with the BMW Z4 GT3. Wearing the classic BMW Motorsport colours, two BMW Z4 GT3′s have been entered and will be driven by BMW Driving Experience Chief Instructor Claudia Hürtgen, Dirk Adorf, Uwe Alzen, Dirk Müller, Jörg Müller, Nico Bastian, and Dominik Schwager.

The Z4 GT3 has become a popular car with BMW Motorsport customers, after winning in FIA GT1 and the Nürburgring VLN series during 2012, so it seems somewhat dissapointing that BMW’s road car customers cannot buy anything remotely similar to the race car.

But what, I hear you ask, is so different about the Z4 GT3 from BMW’s top production model, the £45,350 335bhp Z4 sDrive35is?

* * *

The Z4 GT3 in focus

While the production version of the BMW Z4 sDrive35is is driven by a six-cylinder turbocharged engine (as used in the 1 Series M Coupe), the GT3 car is powered by a 4.4-litre eight-cylinder engine based on the unit from the M3 GTS.

Engine output is substantially increased from the M3 GTS’ 444bhp, now delivering a buxom 515 bhp at 8,200 rpm, and the wick has been turned up to maximum peaking at 9,000 rpm thanks to a clever new exhaust system. According to BMW, the torquey power delivery of the production M3 GTS has been retained, so the Z4 GT3′s engine is as much a slugger as well as a screamer with approximately 515 Nm of torque available at 5,500 rpm.

That’s approximately 15bhp and 15Nm more than the 4.0-litre V8 engine used in the Z4 GT3′s predecessor, the M3 GT, and the 4.4-litre engine delivers this more than 500 rpm lower in the rev range.

Engine power is transferred via a sequential six speed gearbox initiated using two “Quick Shift” paddles, whilst a modern ECU408 takes over the engine management and Power400 electronic control unit controls all the actuators.

Other improvements for the 2012 season include a rear wing made from carbon fibre instead of aluminium, which produces greater downforce with less drag. A more optimised front brake cooling system and new rear axle differential. The front axle of the Z4 GT3 is an all new design based on the latest production model, whilst rims are now secured with a central locking fitment and safety clip.

The steel body of the car comes from the BMW Plant in Regensburg, whilst the safety cell made of precision steel tubing is welded into the body frame. The engine block of the V8 engine is produced in the BMW foundry in Landshut, whilst the BMW Plant in Dingolfing provides the rear axle differential. Front and rear wings, bonnet, roof, fenders and many other components are made of carbon fibre reinforced plastics (CFRP) produced in Landshut.

The end result is a vehicle with a kerb weight of 1,190 kg with a price tag of 315,000 Euros plus VAT (circa £250,000).

With an intended lifespan until at least 2015, what chance is there for a production GTS version to appear sometime in the future? Here’s hoping.

Technical specifications

But there’s a new cab in the paddock, based on the latest all-aluminium long wheelbase XJ Supersport with Sport and Speed Pack options.

Jaguar’s ‘Nürburgring taxi’ boasts 503bhp from its 5.0-litre supercharged V8 engine and a top speed of 174mph, but unlike a normal taxi, passengers pay in advance (with sick bags provided).

Finished in non-standard matt grey paint with exterior Sport Pack, the Jaguar Nürburgring taxi is specified with the Speed Pack – which raises its electronically limited top speed from 155mph to 174mph – but the engine is otherwise mechanically standard.

Inside, the XJ’s standard leather seats are replaced with four racing buckets, each equipped with a four-point harness. A full roll cage completes the transformation from luxury car to racer, although Jaguar were kind enough to leave ‘a few’ creature comforts in place such as air conditioning and the all important Sat Nav..

“We’ve been running a successful Nürburgring driving programme from our Nordschleife engineering test centre now for some time, as it’s the very best place to demonstrate the dynamic abilities of the current Jaguar XF, XJ and XK models,” said Frank Klaas, Global Head of Communications for Jaguar Land Rover.

“Of these models, we found it’s the XJ Supersport that most often surprises journalists with its speed simply because they perceive it to be a large luxury car. The XJ is both those things, of course, but its aluminium architecture means it’s rigid and lightweight too, which make it a very good car on track. To underline that fact, our engineering team created this special Nürburgring taxi version in which our trained drivers can safely take passengers on very hot laps!”

I can certainly vouch for that, the XJ hides its size surprisingly well when travelling at speed around a track. Now all we need to know is how well it compares for pace with the more established ‘Ring Taxi’, BMW’s 552bhp M5.

Gallery

The new ‘Track Pack’ GT-R is lighter, faster and harder offering drivers an extra edge on circuit, while still remaining fully legal on the road. Unlike aftermarket modifications, this GT-R has the full blessing of the car’s creator Kazutoshi Mizuno and retains Nissan’s full warranty.

On the outside, the new car features special six-spoke RAYS alloy wheels with gloss black centres, saving a total weight of 10kg over the standard 2012 GT-R, although Nissan quotes the same gross weight as the standard car, of 1740kg.

Additional brake cooling ducts have been built into the carbon front splitter, which reduce the operating temperature by as much 100 degrees during track use. Similar ducts hidden behind the rear wheels channel cooling air over the rear discs.

Track Pack also features special, stiffer suspension designed to optimise track performance, combined with increased body rigidity. The uprated components and set-up have been jointly developed with GT-R development driver Toshio Suzuki, during extensive testing at the Nurburgring.

The latest GT-R was rumoured to have lapped the 14.7 mile circuit in an impressive 7min 16 seconds (some 8 seconds faster than its predecessor), so we can’t wait to hear how well this new GT-R Track Pack version performs.

Thanks to the special new dampers, customers will be able to set up their GT-R to achieve to achieve the perfect lap on track, then change the suspension back to road-use at the flick of a switch.

The changes that make up the Track Pack are not just under the shell, though. Inside the car loses its rear seats but gains two track-ready front sports seats covered in what is affectionately referred to as ‘magic cloth’ by the father of GT-R, Kazutoshi Mizuno.

The Track Pack also boasts special blue-on-grey sports seats made from fabric and leather. The high friction fabric is a special material that allows occupants to ‘stick’ to the seats during hard cornering and braking.

A Track Pack emblem sits on the dashboard, helping to identify this as the most ‘special’ GT-R model, whilst the more comfortable seat belts, enhanced Bose audio system and a rear-view camera from the standard MY2012 GT-R, are also included as standard.

Nissan quote the same performance figures as the ‘standard’ 2012 GT-R, with a 0-62 time of just 2.8 seconds from its 542bhp 3.8-litre twin turbocharged V6. The GT-R Track Pack will reach a maximum speed of 196mph, but still manages a combined figure of 24.0 mpg and 275 g/km of CO2 emissions.

The Track Pack is only available in the UK and Japan, and is priced at £84,450.

Gallery

The cars will be run by the GAZOO Racing team, which has competed at the Nürburgring 24 Hours since 2007. Takayuki Kinoshita, Akira Iida and Juichi Wakisaka will drive the Gazoo Racing LFA, whilst Masahiko Kageyama, Hisami Sato, Yoshinobu Katsumata, Hiroaki Ishiura, Kazuya Oshima, Takuto Iguchi and Minoru Takaki will drive the GT86s.

A unique element about the Gazoo Racing team is the fact it uses the Toyota’s in-house personnel as mechanics, to transfer knowledge between race and road car development, as well as encourage employee motivation. The team is also running an employee driver development programme this year.

Toyota and GAZOO are seeking to broaden the appeal of motor sport and foster more car enthusiasts, to reach a new generation of car buyers around the world. In doing so, they’ve borrowed BMW’s strap line and are promoting the “joy of cars”.

The slogan “I Love Cars!” will be used for GAZOO activities to encourage car enthusiasts to connect with each other through motor sport activities at various events, including the Goodwood Festival of Speed from (29 June to 1 July), where they will join other Toyota motorsport cars such as the BTCC Avensis of Frank Wrathall and famous historic Toyota rally cars such as the Celica GT4 and Corolla WRC.

Ironically on the same day, Liam’s sponsors, Monster Energy, sent us his latest promotional video (below) in which he says he learned during 2011 that “..he needs to try and keep it on 4 wheels”, so we were keen to find out how he processed this latest and whether it would affect his mindset during the 2012 season.

This year, Liam will be contesting the European Rallycross Championship as well as the US-based Global Rallycross Championship (including X-Games), so cannot afford some of the setbacks experienced in 2011.

When we interviewed him a few days before his Nürburgring crash, Liam was super-positive about his new Citroen DS3 RallyX supercar and looking forward to competing against WRC veteran Marcus Grönholm and other top drivers during the season ahead.

We were keen to hear from Liam, what really happened on his fateful visit to the Green Hell, and see him testing his new DS3 at Lydden Hill, so once again Adnan from Car Throttle paid a visit to the Rallycross star and asked the challenging questions.

Liam Doran talks with Adnan Ebrahim at Lydden Hill

Before we share Liam’s words with you, take a look at the following video from Litchfield Imports and Forge Motorsport, after the crash, as Liam shows how his 630bhp Stage4 2008 Nissan GT-R used to perform. Liam certainly lives by his motto, “Fear nothing, risk everything”..

Adnan: How are you feeling today going into your first practice session with the DS3 here at Lydden Hill?

Liam: Really excited, because it’s been a long time coming. We’ve done a lot of hard work over the winter with the new car, so we’re really excited to get out there finally and see whether the hard work has paid off or not! The car, the technology we’ve used, the team, everything is completely different this year so it’s gonna be a good test this weekend. It’s sort of a shakedown for me and the whole team.

Adnan: Now about the ‘Ring incident, talk us through what happened.

Liam: There’s been a lot of negative feedback on the internet about what happened obviously because of my reputation and what I do, I’m supposed to be a professional driver and then go to a track like that in my own road car and make that kind of mistake. You know, mistakes happen in motorsport.

I’m massively upset at what’s happened, it was my own personal car and I’m at a huge loss with it now. I worked a long time to get that car, it was my dream to have and now it’s gone. More important than that, I was in the car with my cousin and so me and him both got out of the car with just scratches and bruises. I wouldn’t be able to live with myself if anything happened to either one of us.

Adnan: Was it just a lapse in judgement?

Liam: Basically we were filming, so I was out there for a promotional thing and I spent the whole day on the GP track. I only ran one lap of the actual Nordschleife track with Ben Wallace and we did more filming on the GP track because it’s safer and there’s more space to show-off and it’s more impressive.

We stopped the filming and then my cousin Jake said that he hadn’t been round the track and could I take him out? So we went round the ‘Ring and I don’t like it because I’m quite an aggressive driver and to go well at that track you have to know the place like the back of your hand. I don’t like going round there because I always find myself pushing too hard and have to slow down and then I find that I’m not going fast enough.

Anyway we went round there, I did a 7-minute lap which in most people’s eyes is a really fast lap – standard GT-R times are 7 and a half minutes so I was happy with that and seeing how I’ve only been round there five times.

What’s happened is we’ve come off of the ‘Ring lap back onto the start of the GP circuit. Not a lot of people will know as you don’t really get to drive on the GP circuit but you come off of the end of the full straight of the ‘Ring with one corner then back on the GP straight.

Where the brakes have got so hot around the ‘Ring lap and the distance I haven’t braked for has been so long that everything has cooled down and reduced in size, so they’ve basically stopped working.

I didn’t brake too late, I’ve got video footage of me braking really early actually but there was absolutely no pedal – I pumped it two times, three times, four times and I just called it really. I’ve got a lot of driving experience and I knew I wasn’t going to stop; I think we got the car down from 160mph to 130mph for a corner where you’re supposed to be doing 40mph and at that point I called it and said that it was my decision on how we were going to go in.

So I just flicked left, flicked right and then put it in backwards across the gravel trap straight into the tyre wall and that saved our lives. If we had gone in forwards, me and my cousin would have been gone; broken our necks, engines on our laps, who knows. Because I put it in backwards it’s written the car off but we’ve both got out with scratches and bruises.

Adnan: Has something like this affected your confidence going into the season?

Liam: Look at it from a driver’s point of view, the only time it’ll ever knock your confidence is if you know you’ve messed up. I know that there was no mistake, it’s an unexpected situation – maybe if I had a lot more experience around there I would have known about the brake fade before – it caught me out and maybe stupidity taking a roadcar to the track? It’s not knocked my confidence.

You don’t get fear through crashes, you get fear through why you crash. I even went to the point of getting the car into control and setting us up to crash. It’s massively knocked my ego but it happens and I’ve gotta get on with it.

Adnan: So going into the season, what would be the ideal end result?

Liam: America is a massive thing for me; for promotional and making my brand and name bigger. But the only dream I haven’t actually met now is to win the European Championship. People say, why would you want to carry on doing that? It’s because it’s been my passion since I was a child – I followed my Dad [Pat Doran] around doing it and it was always his dream to win it and since then it’s been my dream to win it.

I know I can, I know my team can and I’m at the level where I need to stamp my authority and say “I’m gonna win this now” and unlucky to everyone else that’s trying!

About Adnan

Founder and Editor-in-Chief of motoring website, Car Throttle, Adnan is an economics graduate from University College London and was Virgin Media’s “Pioneer of the Week” in December 2011. Adnan is passionate about performance cars and is successfully building a community of young automotive enthusiasts.

Photo credits: Adnan Ebrahim, Rich Sams Photography.

Priced at £330,000 (plus local taxes), the V12 Zagato is “..a celebration of both Aston Martin’s heritage and its future”, according to Aston Martin’s CEO, Dr Ulrich Bez.

Given how rare and cherished the V12 Zagato is likely to be (shame), this might be the only chance you get to see one in motion – although a little bird tells me that Goodwood Festival of Speed (28 June – 1 July) might be a good place to spot one before they’re all delivered to customers..

For more details, read Aston Martin V12 Zagato reaches production.

This is the final production version of the V12 Zagato, inspired by the 50th anniversary last year of the DB4GT Zagato and handmade in very small numbers (150 cars) for the princely sum of £330,000 (plus local taxes).

Whilst the V12 Zagato may be the pinnacle of the Vantage range, in some ways it has more in common with the range-topping £1 million One-77, from which it borrows many of the materials, processes and technology pioneered in that car.

Our relationship with Zagato stretches back more than 50 years. Together in that time we have created a series of very special cars.

For Aston Martin’s CEO, Dr Ulrich Bez, the V12 Zagato is “a celebration of both Aston Martin’s heritage and its future”. He continues: “Our relationship with Zagato stretches back more than 50 years. Together in that time we have created a series of very special cars.

The first – the DB4GT Zagato – is a true icon: fast, beautiful and incredibly desirable. In the V12 Zagato I believe we have captured the spirit of that car and combined it with a confident twist of modernity to give it a character all of its own.”

Initial design concepts for the V12 Zagato were explored in early 2010. Inspired by Zagato’s bold and individual styling signatures Aston Martin’s Director of Design, Marek Reichman, and his Gaydon-based design team relished the challenge of shaping the V12 Zagato, creating a car that pushes the boundaries of Aston Martin’s design language, yet pays tribute to the DB4GT Zagato.

Demonstrating Aston Martin’s ability to rapidly bring ideas to fruition the Zagato programme quickly gained momentum, the design team working hand-in-hand with engineers and craftsmen to complete the build of a pair of concept cars in the spring of 2011.

The Aston Martin DB4 GT Zagato, introduced in October 1960 was fitted with a a 3.7-litre, aluminium straight-6 engine producing 314 bhp. It could accelerate from 0-60 mph in 6.1 seconds and reach a top speed of 153.5 mph. Only 19 of the originally planned 25 cars were ever made.

These concept cars then made their world debut at the prestigious Villa d’Este concours in May 2011. Entered in the Concept Cars and Prototypes class, the V12 Zagato wowed the judges and the crowd, taking first place against impressive opposition.

In June the Villa d’Este winner – along with the second prototype car – made the V12 Zagato’s world racing debut at the gruelling 24 hour endurance race held at the Nürburgring. Both cars completed the ultimate durability test, continuing Aston Martin’s 100 per cent finishing record in this notoriously difficult race.

After an overwhelmingly positive response from customers, the decision was made in July 2011 to build a strictly limited run of V12 Zagatos.

Since then, Aston Martin’s design team has worked to refine the sports car’s detailing and aerodynamic performance while staying faithful to the original design concept.

At the same time engineers based at Gaydon have been putting prototypes through the company’s rigorous development programme to ensure the V12 Zagato performs as well as it looks.

Every Aston Martin is a unique combination of advanced materials, technology and time-honoured craftsmanship. The V12 Zagato takes this philosophy to a level previously only seen in the company’s exquisite One-77 supercar, which completes its build run this year.

Creating each V12 Zagato is a painstaking process that takes approximately 2,000 man-hours to complete.

Just like the One-77, the V12 Zagato is constructed from a combination of hand crafted aluminium and carbon fibre. The bonnet, signature ‘double-bubble’ roof and doors are hand-crafted aluminium, while the front and rear fenders, door sills and boot lid surround are made from carbon fibre.

The finished body is then painted in the same dedicated area as the One-77.

Four unique colours have been created for the V12 Zagato: Scintilla Silver, Alloro Green, Alba Blue and Diavolo Red. The painting process alone takes some 100 hours to complete and is followed by the marriage of the body and the drivetrain within the sports car production area.

From there the V12 Zagato is transferred to the standalone facility originally built to house One-77 production, where the build is completed.

This serene, laboratory-like space is perfectly suited to the task of creating special cars such as the V12 Zagato. It is here that time is lavished upon the fitment and installation of an array of bespoke components, including the side glass and the distinctive rear window, which features a curved surface that continues the sculptural lines of the ‘double-bubble’ roof.

All the exterior brightwork around the windows has a contemporary black finish to compliment the exposed carbon fibre components, whilst fitment of the hand-crafted interior and upholstery is also completed in this dedicated build area.

Like all Aston Martins when viewed as a whole, the V12 Zagato is an artful composition of powerful lines and compelling proportions, but when viewed up close it reveals sophisticated, sculptural surfaces and jewel-like details.

The exposed elements of carbon fibre on the front splitter, A-pillars, rear lamp pods, diffuser, door mirror cases and rear wing all display the same perfectly symmetrical weave and smooth resin finish. Likewise the bold new grille is formed in a unique three-dimensional composite material mesh that echoes Zagato’s famous ‘Z’ moniker.

More delights are found inside.

Seven Bridge of Weir hides – in semi-aniline finish to offer durability while preserving the natural texture of the leather – are used to trim the V12 Zagato’s interior.

Hand-stitched quilting of a unique design creates a flowing pattern that evokes a dynamic sense of movement across the seats and headlining, while ‘Z’ embroidery in the headrests and rear parcel shelf add a further flourish.

Satin-finish carbon fibre on the dashboard and centre stack is perfectly complimented by piano black accents and satin black rotary switchgear, whilst carbon fibre sill-plaques with ’V12 Zagato’ inlaid metal script provide a distinctive finishing touch.

A work of art built by skilled craftsmen to be driven and enjoyed by the world’s most discerning car collectors, the V12 Zagato is a fitting tribute to its illustrious ancestor.

If you’re tempted (I certainly am) then you can order a V12 Zagato for £330,000 (plus local taxes). The first production V12 Zagato will be on show at next month’s Geneva Motor Show and thereafter first deliveries will commence from Autumn 2012.

Gallery

You may remember us mentioning that a ‘track focused’ version was on its way, when we introduced the new 542bhp 2012 GT-R last month. What we didn’t know at the time was exactly how focused Nissan planned on making the GT-R, given it lacks very little apart from carrying a little too much weight.

But much as I’d like to tell you than Nissan had lopped 100kg off the GT-R in a move to match Porsche’s 911 GT3 RS, that’s unfortunately not the case (and I do realise that even 100kg would not be enough to out-RS Porsche’s GT3). What they have done is beefed up the brakes, tightened the suspension’s springs and dampers and fitted some nice Spec V-like Recaro front seats.

All right, maybe I was fibbing slightly about the weight-loss, the ‘Track Pack’ results in the rear-seats being removed and lightweight six-spoke RAYS alloy wheels being fitted (again, much like the Spec V), so it may be lighter, although perhaps not noticeable enough for Nissan to confirm a specific amount in their press release.

Nissan describe the upgrades as being “..for drivers who want an extra edge on the race track” and yet despite the changes, the GT-R remains fully road legal.

Externally the Track Pack is easily identified by those six-spoke RAYS alloys with gloss black painted centres, whilst the brakes behind these are cooled by additional cooling ducts built into the front bumper. These reduce the operating temperature of the front brake discs by as much as 100 degrees during track use, improving the stopping performance. Similar ducts, hidden behind the rear wheels, channel cooling air over the rear discs.

To reflect this GT-R’s harder edge, the suspension’s spring rates have been revised to be optimal for track use. Like all GT-Rs though, the dampers are adjustable to offer more comfort when the car is being used on the road.

Engine power remains the same as the regular 2012 model GT-R, which means 542bhp of power, 632Nm of torque and a 0-60 mph time of just 2.7 seconds.

Inside, the Recaro front seats are trimmed with blue bolsters and a new high-grip material to keep the driver in place during hard cornering and braking ( I thought that’s what the seat belts were for..). A ‘Track Pack’ emblem on the centre console identifies the model as a special GT-R, as does the additional £10,000 withdrawn from your bank account taking the price of the GT-R (with Track Pack) up to £84,450.

Orders are being accepted now at any one of the 21 Nissan High Performance Centres around the UK, with first deliveries expected from March 2012.

Gallery