Nissan GT-R reviews

Nissan GT-R Driving Impressions

The Nissan GT-R is meant to be enjoyed from inside, behind the wheel, not by scanning a specification sheet or gazing longingly at it in a parking lot. And from the driver's seat, it's better by quantum leaps than all these impressive data and great styling treatments promise.

The power curve is so nearly linear it's hard to believe the engine is turbocharged. Somewhere around 3500 rpm, there's the slightest bump in the power delivery, but it feels more like an engine coming on cam than two afterburner boosters stepping in. Shifts are quick and smooth, whether left to the transaxle's digital brain or managed by the driver's fingertips. Even with the transaxle in the R setting, which both sharpens the shifts and spreads them to higher performance points on the engine's power curve, gear changes are as certain as and less neck-snapping than those in the Ferrari F430 of a couple years ago, and with which the GT-R compares most favorably in every visceral and statistical measure, not least being price.

Drivers get to choose between three settings: Normal, Comfort, or R (for Race) for the suspension, transmission shift points, and the Vehicle Dynamic Control system's various algorithms, all of which work together in an attempt to keep the car within the confines of the inviolate laws of physics, notwithstanding the self-perceived prowess of the driver.

Launch Control is a particularly enticing feature for drivers insisting on enjoying the GT-R to its absolute max. To engage Launch Control: Toggle up and hold the R levers for the transaxle and for the suspension until the little lights come on, and toggle down and hold the R lever for the VDC until that light comes on; the first two engage the R settings, the last turns off the VDC. Next, nudge the shift lever to the right, into the M mode. With the left foot on the brake pedal and the fingers of the right hand on the shift paddle, mash the throttle. The engine will spin up to and hold at 4500 rpm. Slip the left foot off the brake pedal and be ready to tug that shift paddle, as the engine will hit the rev limiter in first gear almost instantaneously. The rear tires will leave 10 or 12 feet of black dash marks while the traction control fights to hook them up, and then it's nothing but supremely balanced distribution of power to the tires with the best grip. It's useful for drag racing or F1-style standing starts.

The GT-R is as equally competent driving quickly down twisting two-lane roads as it is a pleasure chugging along in the daily commute. Its wide track (distance between the centerlines of the tires side-to-side), large tire contact patches and 53/47 front/rear weight distribution deliver almost perfect response to steering inputs, with no hint of oversteer (where the rear of the car slides out) or understeer (where the car doesn't want to turn). It tracks confidently through corners, making slight adjustments to the line in response to changing pressure on the gas pedal. It straightens esses with ease, giving the driver clear indicators when transit speeds approach inadvisable levels.

The massive brakes never showed a hint of fade after miles of hard running, hauling the GT-R down time and again from high speeds to tight, first gear corners.

Obviously, those lesser-populated two-lanes are the GT R's preferred habitat, but it doesn't complain about sharing a crowded urban freeway or schlepping around town on weekend errands. The all-wheel-drive does, however, scrub the front tires on slow, tight turns, which is particularly noticeable in parking lots.

A cautionary note about ride quality: Toggle down the R lever for the suspension to get the Comfort setting. It's not that the Normal setting will have freeway expansion joints or railroad grade crossings sending drivers to the dentist to have their fillings re-glued, but the difference is substantial, and appreciated. In this measure, as well as in most others, from interior comfort to overall performance, the GT-R is on par with the best of what might be considered the competition, including the top Corvettes and Porsches and the BMW M6.

This is a hot rod, however. There are noticeable mechanical sounds from the clutches in the transaxle. First thought is that something back there needs some tightening. But, after a while, when the link between the clicks and the gear changes becomes obvious, that initial worry fades. Those are the sounds of a high-performance mechanical beast. Road noise and wind noise are about what we expect in a modern supercar: The sounds are noticeable, but not intrusive, and the stereo can mask the most audible.

The GT-R is not the most fuel-efficient car on the road, which is not surprising. EPA estimates are 16/21 mpg City/Highway.