It was 2007 when Nissan unveiled the GT-R at the Tokyo Motor Show, which makes it 14 years now that it has been in production. In comparison, the last Nissan Z was in production for 11 years and a new one was revealed last month for sale in 2022. However, the appeal of the GT-R has not diminished all these years, kept glowing by successes on the racetrack.
Over the years, Nissan has introduced special editions to keep interest high and also as evolutionary updates. Typically, performance has been improved in various areas, usually with work done by NISMO.
Unveiling of the Nissan GT-R at the Tokyo Motor Show in 2007.
JDM only
The latest edition unveiled today is for the Japanese market only, although some units might appear overseas eventually. This new version comes in two grades – GT-R Premium Edition T-spec and GT-R Track Edition Engineered by NISMO T-spec.
The two editions are equipped with exclusive carbon ceramic brakes, a carbonfibre rear spoiler and an exclusive engine cover. Customers will be able to choose from two new body colours, Midnight Purple and Millennium Jade, as part of the T-spec options.
‘Trend’ and ‘Traction’
‘T-spec’ refers to ‘trend and traction’, the former relating to the GT-R as being ahead of the times, and the latter to the robust grip which the engineers have always worked hard on. Developed with a focus on enhanced driving performance, the GT-R Track Edition engineered by NISMO T-spec is specially equipped with an exclusive carbonfibre roof and bootlid as well.
Also fitted as Rays forged alloy wheels (bronze), and suspension that takes advantage of weight reductions below the springs. An expanded wheel-rim width has increased tire rigidity, enabling smooth and sensitive handling.
Same 3.8-litre powertrain
Under the bonnet, the Japanese-spec powertrain is used, which is a twin-turbo 3.8-litre V6 petrol engine (VR38DETT) and a 6-speed dual-clutch transmission with all 4 wheels powered. In NISMO tune, the output can be up to 600 ps/637 Nm.
The production run will be limited to only 100 units and as orders are expected to exceed that number when sales start in the second half of October, Nissan will select purchasers by lottery.
In the near future, people will be able to travel in cars without humans having to be in control. Perhaps it can no longer be called ‘driving’ if there is no human involved and it is just ‘mobility’. Such autonomous vehicles are already in existence and will grow in numbers.
In looking ahead, Mercedes-Benz also sees way into the future where there could be new dimension of human-vehicle interaction: brain-computer interface (BCI) technology. It sounds like science fiction and it is, but some parts of the technology are already available. BCI will be a new form of machine control, perhaps not in everyday life tomorrow but in areas like medical research. Applications with BCI are considered a viable option for helping people with physical handicaps to become more independent.
Integrated with VISION AVTR
Mercedes-Benz is also looking at the possibility of BCI with vehicles and has integrated it in the VISION AVTR concept vehicle which it first displayed in January last year. It will give a preview of mind control as a new dimension of human interaction with the vehicle. This will use a BCI device attached to the user’s head analyzes the measured brainwaves and triggers a defined function. At the IAA Mobility 21 event in Germany recently, visitors were able to experience controlling the user interface in the vehicle with their own thoughts and interacting with it in real-time.
“Mercedes-Benz is setting another milestone in the merging of man and machine with the research and development of brain-computer interface applications in cars. BCI technology has the potential to further enhance driving comfort in the future, for example,” said Britta Seeger, Member of the Board of Management of Daimler AG and Mercedes-Benz AG, responsible for Sales. “Mercedes-Benz has always pioneered intelligent, innovative solutions to provide our customers with the best product and service experience. BCI technology works completely independently of speech and touch. This opens up revolutionary possibilities for intuitive interaction with the vehicle.”
Directly connected to the brain
The biometric interaction with the vehicle is complemented by a direct connection to the human brain. At the IAA, the first approaches to mind control based on visual perception will be demonstrated in the visionary seat mock-up of the VISION AVTR. For this purpose, light dots are projected onto the fully digital dashboard. A BCI device with wearable electrodes attached to the back of the user’s head records brain activity and establishes a direct connection to the vehicle after a one-minute calibration. The brain reacts to the visual stimuli on the dashboard.
The BCI device measures the neuronal activity at the cortex in real time. It analyzes the measured brain waves and recognizes on which light points the user directs his focus and full attention (attention-sensing interface). The stronger the focus, the higher the neuronal activity. The device then triggers the targeted function in the vehicle.
Using several functions linked to BCI technology, visitors experienced how quickly their own brain connects with the vehicle – similar to the neuronal connection between the Na’vi and the nature in the visionary Hollywood blockbuster ‘AVATAR’. By focusing on points of light, they used the power of their thoughts to perform various functions in the digital VISION AVTR worlds displayed on the dashboard: for example, generate wind, grow plants, select parking spaces to charge or turn day into night.
Concept vehicle developed with Disney
The VISION AVTR was previous presented at the 2020 CES in Las Vegas. It was the result of an extraordinary global collaboration between entertainment company Disney and Mercedes-Benz. The name of the concept vehicle stands for ADVANCED VEHICLE TRANSFORMATION which looks at mobility in the distant future.
The stretched ‘one-bow’ design and organic design language combine exterior and interior into an emotional whole. Sustainable materials such as vegan DINAMICA leather made from recycled materials, fast-growing Karuun (rattan) that can only thrive in biodiversity, and organic, compostable battery technology create a closed-loop economy.
33 bionic flaps on the back of the vehicle can communicate with the outside world – with and through the driver – using naturally flowing movements in subtle gestures. Instead of a conventional steering wheel, the VISION AVTR has a multifunctional control element in the centre console. By placing the hand on the control, the interior comes to life and the vehicle recognizes the passenger by their heart rate. Simply raising the hand projects a menu selection onto the palm of the hand, allowing the user to intuitively choose between different functionalities.
The biometric connection enables a completely new interaction between man, machine and nature in the autonomous-driving concept vehicle. Continuing development of the ‘Hey Mercedes’ voice assistant and the zero-layer concept of the MBUX Hyperscreen have already simplified vehicle operation. In future, BCI technology could make it possible to relieve the user even more, in order to be able to focus on the driving experience.
Even before e-sports or digital motorsports, as the FIA has termed the activity, started to increase to the popular levels of today, carmakers were already using simulators for drivers to train in as well as being a tool for engineers. Time spent in the simulator helps a driver prepare virtually for the next race and become familiar with the environment.
Simulators are usually standalone machines with sophisticated computer hardware and software. But in future, it may be possible to have the simulator as a module which can be used for training and then installed in the car for an actual race.
Physical racing and e-sports merge
This is the idea which Porsche is showcasing its Mission R concept study for a future all-electric GT racing car. In the Mission R, physical racing and e-sports merge as the driver cell monocoque is designed as a self-contained module. It can even be set up outside the car for use in esports events
The seat, steering wheel, controls, adjustable pedals and screens form a compact and lie on the same axis as the driver. This allows the driver to concentrate on essentials during the race. At the same time, this driver module design enables a second driver’s cell to be used outside the Mission R as a racing simulator.
With the aid of movable, electrically controlled supports, the dynamic forces that impact on the driver can be simulated – when braking, for example, or as a result of rolling motions during fast cornering. Due to the familiar surroundings with identical display and control elements and the same full bucket seat, this kind of training can be extremely realistic and highly effective.
3D-printing for racing seat
The full bucket seat offers high protection potential for the driver. At the same time, it has an innovative design and is produced in part using additive manufacturing processes known as 3D-printing. The seat shell is made of the same natural fibre-reinforced material as the add-on parts in the exterior. The centre section of the seat, ie the cushion and backrest, is partly produced by a 3D printer.
Available from Porsche Tequipment
Porsche initially showed this alternative to the conventional upholstery used for bucket seats as a concept study in 2020 and conducted trials with selected customers during a test phase. As part of the new Performance Parts range, the 3D-printed bodyform full bucket seat is now available from Porsche Tequipment for all 911 and 718 models for which the current full bucket is offered.
In the Mission R, the driver’s seat is actively ventilated and upholstered in a breathable fabric that is made using a resource-saving 3D knitting process. The 3D-printed lattice structure also contributes to a good seat climate. These black, coarse-meshed elements are located in the area between the cushion and the backrest.
Maximum driver focus
The key displays and controls are located along the same axis. This reduces distraction and helps the driver to improve performance by speeding up their reaction time. The information is hierarchically clustered into three levels. Top priority is given to the 6-inch multifunction OLED racing display. It sits directly between the steering wheel controls and, as such, is placed in the driver’s immediate field of vision. This is where key data such as speed, lap time, tyre pressures or State of Charge (SoC) are displayed, along with information on ABS and traction control.
A second screen is mounted on the steering column behind it. Its curved shape is reminiscent of the Taycan’s large central display. This is where the images from the two exterior cameras are combined into a single image. Through this digital rear-view mirror, the driver can see what is happening on both sides and behind the racing car. A third, centrally positioned, rear-facing camera is mounted below the rear window.
If radar sensors and cameras detect an imminent collision during the race, the Collision Avoidance System alerts the driver to the danger by means of coloured markings on the edges of the race display.
To the right of the driver and inclined towards them is a control panel with buttons and an integrated screen. It represents the third information level. This is where the driver’s biometric data is displayed. This includes body temperature, which is detected by sensors in the seat.
Also fitted are motorsports equipment such as a 6-point safety harness, longitudinally adjustable pedals, safety nets and an extinguisher system. A special feature is the combination of helmet holder and dryer, allowing it to be disinfected and then dried when not being used in a race. No more sweaty helmets after the race!
For taxi rides, a second seat can be mounted on the passenger side. The control units, including a cooler, which are combined into one electronic module, are located in the footwell. The driver’s water bottle is also integrated into the seating arrangement. The expansion tanks for battery coolant, brake fluid and dampers are all neatly arranged beneath the rear window.
Livestreaming from the cockpit
The interactive possibilities offered by the Mission R are also aimed at the young and enthusiastic motorsports community. It is set up to provide a livestream broadcast from inside the car, and the driver can connect with their fans at the touch of a button. Fans can in turn communicate directly with the driver, for example, by sending them likes in real time.
Two small cameras mounted on the roof frame and on a rail above the passenger seat can show what is happening inside the car during a race in real-time. The live images can be transmitted directly to the community using a livestream button in the control panel.
The Mission R concept study is proposed with two electric motors able to generate up to 800 kW (1,088 ps) and provides a preview of what future all-electric GT racing cars could be like.
Even after you recover from COVID-19 infection, your quality of life may be affected for a long period after that. So do your best to avoid being infected by taking the necessary measures to protect yourself as well as others – and get fully vaccinated.
CUPRA, the high-performance brand of Spanish carmaker SEAT, was the first carmaker to join the Extreme E all-electric off-road series that started this year, entering in partnership with ABT Sportsline. The 3-year old brand’s involvement is to enhance its R&D while promoting electrification, sustainability, and also gender equality (the series requires each crew to have one male and one female, both to having driving roles).
While the e-SUV used during the current season of Extreme E is one which is common for all teams, CUPRA is already looking ahead when it can develop its own machine. It will become the second manufacturer to use its own bodywork for its team, and Tavascan Extreme E Concept shows what the racing car will look like.
Future design language
It also hints at the design language to be used in the future production CUPRA Tavascan which will be the brand’s second fully electric model designed and developed in Barcelona, Spain and will reach the market in 2024.
“We strongly believe in the Extreme E project as a whole,” said Antonino Labate, Director of Strategy, Business Development and Operations at CUPRA. “Electrification, sustainability, gender-balance and diversity are common values between CUPRA and Extreme E. The CUPRA Tavascan Extreme E Concept is clear proof of the hard work that we’re doing at CUPRA in order to be able to compete next season.”
Completely redesigned exterior
The Tavascan Extreme E Concept integrates a completely new exterior design with 100% CUPRA DNA and a holistic approach to natural material use making it more sustainable, adaptable and easy to repair. The front and rear design has changed considerably from the vehicle that is racing in the first season of Extreme E.
LED technology delivers greater freedom to produce a vehicle with CUPRA DNA, with the headlights in groups of three triangles on either side providing a more imposing look. The LED lighting is set into a 3D-printed frame – a technology chosen to gain a competitive edge. The 3D-printed parts can be manufactured in just 6 hours, meaning the team can adapt to changes very quickly. Whether it’s because of an incident or changes to the light position, the components can be modified in a very short time without the need for cumbersome and expensive tooling.
3D-printed elements for bodywork
“The CUPRA Tavascan Extreme E Concept is the next evolution of our all-electric off-road racing car with even more CUPRA DNA and a design that hints at the brand’s future direction. But it also delivers technical advancement too,” said Head of Technical Development at CUPRA Racing, Xavi Serra. “The concept car uses flax fibres throughout the bodywork to improve sustainability and 3D-printed elements that can be quickly recreated to keep the race car out on the track.”
Constructing as much of the body structure as possible from flax fibres – extracted from the flax plant – reduces the use of carbonfibre components and the vehicle’s impact on the environment. The material can be worked in the same way, achieving the same shapes and radii required by engineers, and is a technology that could easily be adapted for production vehicles.
The e-SUV concept is finished with copper accents – a time-honoured CUPRA mark – parametric texturing and dynamized lines to help the exterior shimmer and move as the vehicle shifts through the landscape, and an overlapping CUPRA logo to create a powerful 3D effect.
“I am delighted to see CUPRA launch the Tavascan Extreme E concept as it enables it to become the second manufacturer to use its own bodywork for its Extreme E team. This move not only injects added style and personality into the series, but also supports our goals for Extreme E to prove itself as a global marketing showcase for partners, as CUPRA prepares to launch this model to consumers in the future,” said Alejandro Agag, Founder and CEO of Extreme E.
The e-SUV used by the ABT CUPRA XE team in the first and current season of Extreme E .
If you have taken a close look at Mazda models, you will have noticed that the audio systems in the vehicles are often from Bose, a company which has been producing premium audio systems for over 50 years. Bose makes systems for home as well as professional users, and also develops premium sound systems for automobile manufacturers to use as original equipment.
Mazda is one of the companies that Bose has had a long relationship with in this area, having first started working together with the third-generation Mazda RX-7 thirty years ago. While Mazda has long experience in making cars, it also understands that in some areas, it is better to work with specialists in the field to get the best solutions for customers.
Mazda RX-7 FD interior
In the case of the RX-7, the requirements of the team working on the sportscar were to provide powerful bass and impactful sound. In their search for exceptional audio performance that could meet these requirements, the development team came across the Acoustic Wave Cannon system by Bose. The bass reproduction system comprising a 3.6-metre-long tube with a high-power woofer inside provided exactly what Mazda was looking for, and the two companies set to work integrating the speaker technology into the car.
Acoustic Wave Cannon system by Bose.RX-7 FD
While the task seemed insurmountable at first, an ingenious system of folds and bends allowed the engineers from the two companies to package the long tube into the rear of the car without compromising space or sound quality. “The Acoustic Waveguide technology and the RX-7 made music effortless,” remembers Mike Rosen, Principal Engineer Bose Automotive Systems, who was involved in the project.
The success with the RX-7 led to a continuing relationship with Bose and its systems are offered as premium features in Mazda models. And Bose does more than just supply systems as it also helps to optimize speaker placement for the best sound reproduction in the cabin. While Mazda engineers care a lot about vehicle dynamics, they also know that how the system sounds and the listening experience adds to the driving experience.
One particularly challenging milestone was the MX-5. Providing great sound quality for convertible cars when the top is down is a challenge for manufacturers and sound designers the world over, but Mazda and Bose came up with an innovative solution for the fourth-generation MX-5.
MX-5 interiorMX-5 RF
An EQ switch automatically adjusts the sound setting when the top is down, and Ultra Nearfield speakers embedded directly into the seat headrests allow for an immersive listening experience, even when the roof is open. Furthermore, Bose’s AudioPilot noise compensation technology continuously monitors the noise environment and automatically adjusts the audio playback to any changed circumstances, such as road and wind noise. This way, the driver can focus their attention on the music and driving experience without the need to make manual adjustments.
The latest generation of Mazda cars saw another breakthrough in the 30-year collaboration. In almost all models since the 2019 Mazda3, the woofers were moved from the door panels to the cowl side above the kick panel. This new placement not only frees up space for bigger door pockets, but also contributes to a better sound experience, as the bass energy is reflected by the floor, firewall and kick panel area simultaneously. This corner-loading effect creates a remarkably impactful, rich bass reproduction that is neither overbearing nor prone to rattling.
An aluminium grille fitted over the midrange speakers contributes to both the interior’s premium look and sound quality. The grille protects the speaker, but it causes complex vibrations between the two and affects sound direction. To minimize this, the grille was made thinner and features more holes.
The cowl-side bass enclosures are complemented by an additional subwoofer in the rear to ‘match’ the low-frequency performance across the cabin. The new configuration – aptly called BassMatch – shows its full potential in the all-electric MX-30, because there is no engine sound, the driver and passengers can experience even more detail and a richer audio experience than ever before.
Mazda MX-30
“The acoustics are a lot clearer than in previous models, and you can really feel the expansion of sound,” said Koji Wakamatsu, Assistant Manager in Mazda’s Electrical & Electronics Performance Development Department. “You can enjoy listening to music that sounds exactly as it was intended by its creators,” added Atsushi Hinokidani, an acoustic engineer at Bose.
To know more about Mazda vehicles with Bose sound systems, visit www.mazda.com.my
Although Valtteri Bottas had won the Sprint Qualifying race – which determines the starting order for the main race – he had to start from the back as he had a Power Unit replaced and regulations require that penalty. So starting from pole position was Red Bull Racing’s Max Verstappen who got a good start at first, but was then overtaken by McLaren’s Daniel Ricciardo at Turn 1 who took the lead.
Lewis Hamilton, after the fumble at the start of the Sprint race, was determined not to make mistakes again and started off from fourth place very aggressively, He jostled with McLaren’s Lando Norris going into the first turn and was forced onto the grass. However, it was Alfa Romeo ORLEN’s Antononio GiovInazzi who provided the first incident of the race to bring out the Virtual Safety Car when he spun, hot another car and left some pieces of his front wing on the track.
It was a very bad day for the Scuderia AlphaTauri team. Not only was Yuki Tsunoda’s car taken off the grid before the start and pushed back to the pits but his team mate, Pierre Gasly also had to retire after lap 5,a disappointment for the winner of the 2020 race.
It was bad enough that Giovinazzi had spun at the start and had to rush back to the pits and in his haste to get back into the race, he was seen by the officials to rejoin the track in an unsafe manner and incurred a 5-second penalty.
Bottas had been working hard moving up the field and by the 10th lap, he was around 12th and tangling with Alpine F1’s Esteban Ocon. But it was still some way to go for the Mercedes-AMG driver as he was some 25 seconds behind Ricciardo, the leader. 3 laps later, he was up to 10th where he could start collecting points.
On lap 16, a duel between Aston Martin COGNIZANT’s Sebastian Vettel and Ocon resulting in wheel contact that forced the German driver off the track. The incident was investigated by the officials and would get a 5-second penalty for the incident.
Ricciardo didn’t make it to the halfway mark when he came in for new tyres on lap 23, stopping for 2.4 seconds and rejoining behind Ferrari’s Carlos Sainz in 6th place.
Verstappen came in on lap 24 and it was a disastrous stop which took an agonising 11 seconds, resulting in him rejoining down in 10th place. Meanwhile, Hamilton had managed to get past Norris and take the lead. But Hamilton also needed to change tyres and he had to give up the lead on lap 25.
And then a crazy thing happened – Hamilton and Verstappen crashed at Turn 1! It appeared that while the Mercedes-AMG had rejoined ahead of the Red Bull, Verstappen attempted to get past at Turn 2 and bumped into Hamilton’s car and took off. When the dust settled, the Red Bull was on top of Hamilton’s car. The Safety Car raced out and the other drivers took the chance to come into the pits. The incredible incident meant that Ricciardo got to lead the race. 27 laps had been completed.
When the Safety Car withdrew, Ricciardo raced off as quickly as possible with Ferrari’s Charles Leclerc and Norris on his tail. Then it was two McLarens in the lead as Norris managed to get past Leclerc. Meanwhile, Bottas was up to 4th on lap 34 so the Mercedes-AMG team still had a chance of a victory. Then again, another Red Bull too was positioned just ahead and also hoping for the same ending.
12 laps from the end, word from the McLaren team to the drivers was to play it safe and not have something sill happening like Norris knocking out his own team mate and losing the chance for a 1-2. Norris’ job would be to defend Ricciardo from Sergio Perez.
Haas F1’s Nikita Mazepin got a 5-second penalty for the spin he caused team mate Mick Schumacher, and then his own car came to a standstill on lap 44, bringing out the Virtual Safety Car to disrupt the race for short while as marshals for the car off the track.
With 5 laps remaining, the two McLarens had just a slight edge but both Perez and Bottas were still too close for them to feel confident of taking a 1-2. Until Ricciardo passed under the chequered flag, anything could happen. But nothing happened and the two orange cars raced across the finish line. Bottas put in a great effort, having started from the back to finish in third as Perez, though finishing in that position, had a 5-second penalty to drop him down.
