Auto Spotlight: The Nissan GTR, Part 3: The Result

Part 1 is here.

Part 2 is here.

     Ever since the press got their hands on the GTR, its been showered with praises and winning Car of the Year’s ever since.  Appearance wise, it’s split down the middle between those that despise its distinct shape and character and those who love it.  It was, afterall, partially inspired by Gundams, and the Japanese mecha culture.  But it also isn’t made to be a show piece, like many Italian exotics.  And it has the single purpose of speed, so its low drag must have affected the design somewhat.

     The engine is loved by all, with its constant torque anywhere in the rev band.  There is no turbo lag, or even a sense that there are any turbo’s.  The power is definately enough for the street and the track at around 500 ponies.  A few have commented on it’s sound (or lackthereof) stated it lacks the ferocity that many supercars bellow.

     The tranny is easy to control, and the shifts are lightning quick.  The only problem is the launch control, which can grenade the tranny due to the engine’s high power.  That has become a problem, since a replacement costs over $5000.  Nissan has since fixed that with an updated launch control program, lowering the revs at which the car launches.  It also had the side-effect of making the car faster in its 0-60 time, from 3.5 to 3.3 seconds (unofficial).  Also, the paddles didn’t turn with the steering wheel, making mid-turn shifts hard and an inconvenience.

     Drive one yourself, and it makes you into seem like a pro.  In stark contrast to the simple and lightweight Lotus’s, the GTR is the exact opposite.  It is the digital watch to the “old” analog ones.  Instead of letting the driver control the vehicle dynamics, the GTR uses a computer to figure out exactly how to go around a corner in the fastest and grippiest manner.  Turn the steering wheel, and it’ll adjust the grip between all 4 tires to turn in the quickest way.  In that sense, many journalists claim the drive to be “boring” and uninspired.  That may be true, but Nissan never set out to make it an exciting ride; but rather a fast one.  And I’m pretty sure that the “digital” way is much faster than the “analog” way, even if I prefer to drive the car, not the other way around.

     And even with its 3,800 pound weight, it can dance.  It’ll turn and create those G’s you couldn’t think possible in a 4,000 street car.  And that’s when you know that the ATTESA-ETS system is working its magic.  Feel like sliding around with this car?  Go ahead.  This car will shake its butt if you’d like.  3,800 doesn’t mean anything to the GTR, and I have a feeling that the engineers somehow used the weight to its advantage. 

     What about the future of the GTR?  They still must be working on it right?  We have the Spec V coming soon, as a track ready lighter version of the the stock one.  It gains only a few ponies, but loses over 200 pounds.  And then the MY2009 (model year 2009) GTR has a few ECU tweaks, making the car a hair quicker around the turns.

     Well, that about finishes off the Nissan GTR.  A beast that couldn’t be experienced by most of the world in years passed has finally arrived.  Everyone will now feel the fury of the GTR which Nissan has worked so hard on.  Good job Godzilla!


1 Response to “Auto Spotlight: The Nissan GTR, Part 3: The Result”

  1. 1 Michal February 11, 2010 at 1:09 pm

    I definitely agree with author.
    The GT-R can looks like “boring” no manual trans, everything is under a electronic, but for unbelievable heavy (3800 pounds), they made the car faster than a lots high-expensive cars and half-priced. Then some authors (who drove a GT-R) said that the GT-R is normal car, when you drive daily there are no pushing for a speeding, in low speeds. When you drive fast the car goes alive and the car feel mechanic, not electronic.

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