Sentra SE-R
Having driven a similar SE-R last year extensively for over a
week, it was quickly apparent where the weakness of the SE-R
lies: Tires. Both of the NISMO SE-Rs came equipped with top of
the line
BFGoodrich tires (TA/KD) that remedied the problem
immediately. Although FreshAlloy prefers the
Bridgstone line-up
- S03's. The S-Tune SE-R was particularly impressive on a tight,
technical course. The light, lithe, and nimble SE-R carves the
corner with aplomb, with much more precise steering input than I
had remembered along with a hint of torque steer when I hit one
of the corners in 2nd gear near redline.
The S-Tune suspension keeps
the car planted firmly as you round each corner, while
absorbing the impact of the burms and imperfections on the
track nicely. Although well suited for the track, this
set-up would be a little too rough for the street if you're
running anything larger than 18" rims and tires with very
stiff sidewalls.
While the S-Tune SE-R was competent on the track, the R-Tune
SE-R just shines with the tuned camshaft and header. Where
the S-Tune may lack in torque coming out of some corners at
a higher gear, the R-Tune gobbles up those corners and spits
back out gravel with an evil glee. Okay, that may just be an
exaggeration because I was fortunate enough to drive the
R-Tune right after the S-Tune, but the tangible improvement
was to be felt on slower corners as well as the top end on
higher speed straights.
Altima
The first Altima I drove was the 3.5 SE. While the suspension
setup was underwhelming, the car proved to be an excellent base
reference for the remainder of the line-up. The improvement to
the 3.5 SE-R was subtle, although its ability to power out of
corners more aggressively, it's still woefully under-prepared
for track use. There's too much suspension movement and
body-roll and you have to be extra smooth with your inputs and
slow-down your hands input, while starting the inputs earlier,
to make a smooth transition from a right hand turn immediately
to a left hand turn. Through the last portion of the track where
there's several combination right/left/right switch-backs, the
3.5 SE and 3.5 SE-R seems to struggle mightily, and the mass of
the Altima rears its ugly head in the weight transition which is
crucial to a good lap. Now, I'm not saying the Altima is a bad
car. It's just not as track friendly as I like it to be.
Altima
Slalom
Model
Stock 4 cyl
58.2 mph
NISMO R-tune 4 cyl
68.2 mph
Stock V6
62.9 mph
NISMO S-tune
68.4 mph
Altima Skidpad
Model
Stock 4 cyl
.75g's
NISMO R-tune 4 cyl
.92g's
Stock V6
.84g's
NISMO S-tune
.92g's
Source: Nissan North America
Now, the S-Tune 3.5 speaks more of my language. Although
still not quite completely dialed in, the weight transitions
are significantly more predictable and manageable, with
smooth transitions easily managed if you look far enough
ahead to know exactly when and where you need to start your
turn-in. The gear spacing on the S-Tune was a little out of
sync with this track, on one particular corner it's too slow
for 3rd gear and too fast for 2nd. A shorter differential
may remedy this problem, if you're willing to give up top
speed.
The R-Tune 2.5 SE, now that's a blast to drive. Handling
characteristics not-withstanding compared to its S-Tune
cousin, the 2.5's gearing was near PERFECT for this track.
Other than the main straight, the remainder of the track is
just barely short enough to nearly run out of gear in 2nd in
the 2.5. The tachometer mirrors the siren song of the engine
as it reaches ~6,200 RPM right before the braking zone, and
you are just out there tossing a big passenger sedan around
like it's a screaming sports car. Looking back, I'm sure the
R-Tune's lap times were not faster than the S-Tune or even
the Altima SE-R's times, but it sure is a lot more fun
driving the R-Tune around and nearly bouncing off of the rev
limiter lap after lap, turn after turn. Also, the R-Tune's
more aggressive brake compounds allowed for later, more
progressive braking curve, and the suspension seems to be
tuned ideally for an aggressive track type brake pad to
allow just enough weight transfer to maximize brake
efficiency.
