Believe
it or not, the R35 Nissan GT-R has been with us for a decade. But old as it
might be, I promise, driving this car is just as exciting now as it was way
back in 2008.
The
GT-R's most recent update came in 2016, in which Godzilla received a
much-needed dose of civility. It'll still carve corners with knife-like
precision, but is no longer a total chore to drive around town. The real-life
Gran Turismo ethos is still fully present. But after a decade of fine tuning,
Nissan's supercar has finally learned some manners.
The 2009
GT-R was intimidating from the moment you opened the door. Buttons and dials
and toggles everywhere, a huge steering wheel with exposed metal, chunks of
black and gray plastic all bolted together. It felt like stepping into one of
those arcade racing simulators.
Slide
inside the 2018 GT-R and it's a wholly different aesthetic. Huge swaths of
leather line the dashboard and wrap the redesigned steering wheel. The overall
button count has been reduced by more than half. The seats are supple and
supportive, and look downright luxurious in my test car's amber hue. Even the
carbon-fiber trim along the center console feels as good as it looks.
But if
there's one area that's deserving of a "most improved" award, it's
the overall reduction of unpleasant noises. If you've ever driven a GT-R,
you're familiar with its, let's call it, unique aural demeanor. The way it
buzzes and whirrs at idle. The way the transmission clunks and chunks when you
shift between Park, Reverse and Drive. The way it always sounded like some
engineer left a loose wrench somewhere in the transmission tunnel.
Make no
mistake, some of those characteristically GT-R noises are still there -- this
is a car that makes a racket simply by existing -- but they don't permeate the
cabin with such a jarring nature. Wind noise is nearly nonexistent. Powertrain
harshness is far more refined. In fact, the only noise that truly stands out is
the roar of the run-flat tires on pavement at high speed.
Thanks to
a retuned Bilstein DampTronic adjustable shock absorber system, and an
honest-to-god Comfort suspension setting, the GT-R is no longer punishing to
drive for long distances or around town. It's not quite as everyday-plush as an
Acura NSX or Audi R8, but the GT-R is no longer a one-trick pony of high speed
shenanigans.
Of
course, don't you dare think the GT-R's mellowed-out mannerisms have affected
its incredible dynamic prowess. Sure, the car's updates have a greater focus on
its ability to coddle rather than commove, but this is nevertheless the
Godzilla we've always known.
The
hand-built (and oh-so-eloquently named) VR38DETT V6 engine remains, displacing
the same 3.8 liters, with a pair of turbochargers bolted on for maximum oomph.
Output is now rated at 565 horsepower and 467 pound-feet of torque -- increases
of 20 and 4, respectively, over a 2016 GT-R -- routed to all four wheels
through the same 6-speed dual-clutch automatic transmission.
Really,
the GT-R is the same back-road monster it's always been. The suspension's
supple quality has not reduced its ability to provide incredible balance and
poise. This is a car that's endlessly communicative: The direct, heavy steering
provides a clear description of what's happening at road level. Quick turn-in
is met with immediate response, and quick back-and-forth motions don't upset
the chassis. Ditto the tires; this GT-R Premium test car comes shod in sticky
Dunlop SP Sport Maxx summer tires, with 255/40-series rubber up front and
285/35 out back, wrapped around 20-inch Rays forged aluminum wheels, that never
give up even a hint of grip unless violently provoked.
Acceleration
is immediate and unrelenting. It's an experience that makes you say "oh
yeah, definitely" when prompted with Nissan's sub-three-second 0-60
estimate. The transmission fires off immediate gear changes when left to its
own devices, and it's an absolute joy to work thanks to the large, steering
wheel-mounted paddles. Brembo brakes are fitted at all four corners, with
15.3-inch front and 15.0-inch rear rotors clamped by six-piston front and
four-piston rear calipers. They feel endlessly powerful with no signs of fade
after a long session of fast canyon driving.
I
definitely appreciated the GT-R's quieter demeanor most of the time. But I wish
the exhaust had a more spirited character, truth be told. Even with the Premium
model's titanium exhaust system with "active sound enhancement," I
hear more of what's happening under the hood -- and under the tires -- than
what's roaring out back. It's a small complaint, and a trade-off I'll deal with
if it means less overall harsh driveline noise. But considering how well-known
many supercars are for their exhaust soundtracks, this is an area where Nissan
could stand to let loose a little more.
If
there's one place where the GT-R's age is most obvious, it's in terms of technology.
I'm not just talking about infotainment tech, either. Aside from a backup
camera -- which is now required on all new cars sold in the US -- the GT-R is
entirely devoid of any active drivers' aids. I mean, you get parking sensors
and push-button start, but in the year 2018, and on a $100,000 car, I expect a
little more.
Infotainment
duties are handled by the automaker's NissanConnect system, housed in an
eight-inch touchscreen atop the center console. (You can also control the
system through a rotary knob on the console next to your right thigh, but
considering how easy the touchscreen interface is, I never once used this.) The
menus are intuitive to move through, with large icons and colorful displays,
but overall, the graphics are decidedly low-res, especially on the maps in the
navigation system. Apple CarPlay comes standard on every GT-R, but Android Auto
is nonexistent. Wi-Fi connectivity is unavailable as well. But don't worry, you
can still nerd out over engine data and G forces thanks to the built-in
performance information pages.
