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Some more rather interesting information/analysis, courtesy of the ever-excellent RCE:
- The budget is "estimated to be far lower than the other teams". It's likely they're not spending as much as Audi/Porsche, but I have a hard time believing that the expenditure is significantly lower than TMG. However, this would chime with Divila's comments about a lack of funds
- The majority of the (mostly hybridless) 2000km of testing has taken place at Nissan's technical centre in Arizona (for comparison, Toyota held 40000km of testing in preparation for the 2014 season)
- Nissan will be looking to rent a European base of operations from the Silverstone to Nurburgring races
- The provision for one or two flywheels will depend on the ERS class Nissan opt for, with the likelihood being 2MJ or 4MJ in order to maximize fuel flow
- The 3.0 twin turbo V6 is "based on F1 architecture," specifically Cosworth's unraced F1 (DI, 1.6L) engine. Power is expected to be 600-800hp given fuel flow limits. The mechanical flywheel(s) could deliver up to 500hp
- There was an option to switch to an off-the-shelf supercapacitor system (no mention of supplier) if the mechanical system proved too hard to hurdle but that route was not taken
- Xtrac have designed a bespoke unit for the GT-R LMP1 given the massive torque expected from the low-revving engine and the extremely tight packaging restraints
- The decision to front-load the car was taken because of the design team's assertion that the regulations for the front of the car were much freer than the rear
- The car "still requires" rear downforce, so the rear wing is (currently) still needed. No word on what would happen for LM-spec
- Simulated la Sarthe lap times are 3:15. Actual testing lap times at CoTA are said to be <2:00, but the aero package for the WEC has not been finalized yet
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