![]() To control airflow at high velocity the entry into the radiator will generate a stagnation zone between high pressure and low pressure this backs up in front of the radiator as speed increases and will bleed off through new slots in the front body stiffener moulding and exit on the top surface of the front body. We designed an integral S Duct system for the front canopy. ![]() Now that the radiator has a totally uninterrupted flow of air it has improved cooling efficiency. At the same time it controls air flow over the leading edge and maintains a boundary layer over most surfaces. The re-design of the front body has reduced the frontal area to a minimum and also adds a lower co-efficient of drag. The only downside with using dive planes is that they will increase the co-efficient of drag. The carbon fibre front dive planes can be used to move the aero centre of pressure further forward and produce more downforce on the front axle. ![]() The integral vortex generators on the outside points help to control wake around turbulent air from the front wheels, at the same time giving smooth flow to the underside of front dive planes (if fitted). The optional carbon fibre version also incorporates diffuser ramps to the underside to increase downforce while minimising the co-efficient of drag. The front splitter has been engineered to mount directly to the chassis, thereby removing any flexibility and putting loads direct into the chassis. Minimum co-efficient of drag achieved in the MIRA wind tunnel was 0.304 with the ability to adjust downforce to a maximum of over 1000kgs. The design brief for the Ultima RS aerodynamics was to improve high speed stability whilst reducing the co-efficient of drag to achieve a more aerodynamically efficient car, resulting in market leading levels of downforce. The result is truly remarkable – a car that is devoid of restraint and an improvement in almost every area. The RS is a real milestone in our company's development. The Ultima RS model is the most thorough and complete overhaul of the road legal Ultima ever to be released, with thousands of enhancement changes to specification. Performance aside, the Ultima RS is a vastly improved and modernised supercar, with even greater levels of style, fit, finish, quality, safety, driver comfort, sophistication, usability, practicality and handling finesse. Every design facet of the restyled Ultima RS panels results in an increase in performance envelope capability compared to previous generation Ultima models. The new RS has market-leading levels of downforce via revised aero systems, perfected in the MIRA wind tunnel. It was fitted with front disc brakes and rear drums.With three decades of highly successful sales and performance accomplishments with our previous models, it was time to put everything we have learnt into the new Ultima RS flagship model. ![]() The front independent suspension and the limited-slip differential to the rear axle were part of the race-inspired components. Soon, the local tuners understood that the power could have been increased above 200 hp with the proper setup, carburetors, and headers. It offered 160 hp, which was a huge number for that era. It featured an inline-six engine with dual overhead camshafts and four valves per cylinder. The technical department was the most interesting part of the 1969 Nissan Skyline GT-R (PGC10). The car was large inside, and it was the most desirable Japanese car in Japan from those times. The bucket seats, the 5-speed manual, and the instrument cluster that featured a tachometer were some of the clues. Inside, the car started to reveal its true racing-inspired DNA. Only in 1971, Nissan decided to launch a coupe version for the four-door Skyline. Nothing special would tell the bystanders that under the hood was a true racing engine. It was a three-box sedan with four round headlights. But the recipe worked well and the Skyline GT-R from that first-generation won dozens of races. It was unusual for those days to have a performance car under a regular sedan body. The engine that propelled the R380 was installed in a four-door sedan: the Skyline. In 1965 Prince developed a special, mid-engine, race-car named Nissan R380 that won against the Porsche 906 in 1966 at the Japanese Grand Prix. The Prince company tried to win over the Porsche 904 but they failed in 1964. And together they developed a special, four-door sedan: it was the Skyline GT-R. In 1966, Nissan bought the small Japanese company named Prince, that had a long history in motor racing.
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