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Nissan’s high-performance GT-R returns for 2010 with 5 more horsepower for its twin-turbocharged V6.

The GT-R uses Nissan’s 3.8-liter aluminum VR38DETT engine. Although this DOHC 24-valve V6 is loosely based on Nissan’s familiar VQ engine, it has many advanced features, including a stiffer closed-deck cylinder block; plasma-sprayed cylinder bores to reduce weight and friction; and an unusual wet/dry sump oil system to ensure proper lubrication in high-g turns. Interestingly, it doesn’t use the 370Z’s sophisticated Variable Valve Event and Lift (VVEL) system; it has variable valve timing on the intake cam only. Each motor is hand built by a single technician in a special clean room facility to ensure precise assembly.

The 3.8-liter engine features two IHI turbochargers, each with its own air-to-air intercooler. The turbines themselves are made of stainless steel, to reduce mass and improve spool-up time. Each turbocharger powers one bank of cylinders and provides up to 10.2 pounds of boost. Turbochargers are an integral part of exhaust manifolds, making turbo upgrades difficult.

The power output of the GT-R has been controversial since its debut. In 2009, it was rated at 480 horsepower, which several reviewers found to be significantly underrated. For 2010, Nissan rates the V6 at 485 horsepower and 434 pound-feet of torque, attributing the additional power to unspecified engine refinements.

Whatever its actual output, the GT-R has ferocious acceleration, rivaling many sports cars costing much more. However, because it doesn’t use variable geometry turbochargers, there is some turbo lag, and power ramps up above 3,000 rpm. Despite its power, the V6 is reasonably civilized; some reviewers actually complain that it’s too quiet and lacks sporty character.

The twin-turbo engine is inevitably thirsty, but its 16/21 EPA rating is no worse than the Chevrolet Corvette Z06, and better than the less powerful Dodge Challenger SRT8. Premium fuel is mandatory.

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