Nissan GT-R on the road
Long before the latest GT-R had been seen in public, scarcely-credible rumors had begun to
circulate in the car community. In drawing up a new GT-R, so the rumor-mongers began claiming in the
summer of 2007, Nissan wasn't simply wanting to replace the familiar Skyline GT-R, even though
that fundamentally Japan-only model had become known as a cult car among hardline sportscar
enthusiasts the world over. No, what Nissan wanted to do was altogether more ambitious:
instead of simply upgrading the existing Skyline, the Japanese company was to build a car aimed at
no less a target than Porsche – perhaps the most powerful symbol of the international automotive aristocracy.
More incredibly still, it was not the iconic 911 Carrera that was in the Nissan sights, but its Turbo derivative -- the fastest car from the famous German sportscar builder.
Few doubted the seriousness of Nissan's mission or the company’s ability to produce a sportscar close to the 911 in power, performance and technology. Yet, even after having made such allowances, few were prepared for anything quite so technically astonishing when the GT-R broke cover at the Tokyo show in October 2007: not only did this flagship sportscar have all the expected electronic chassis systems, and more, it channeled the prodigious 485 hp of its twin-turbo V6 to a rear-mounted transaxle, which then distributed power to all four wheels. And within that transaxle was a six-speed dual clutch transmission, co-developed with Borg Warner, along with all the complex hardware able to vector torque laterally across the rear axle as well as longitudinally between axles.
And with a claimed top speed in excess of 310km/h (192 mph) as well as 0-100km/h acceleration faster than 3.6 seconds, the specification of the GT-R did indeed better that of its declared benchmark, the 911 Turbo. The excitement around the car was immense, and indeed still is - and in the metal the apprehension factor is fuelled still further by the aggressive purposefulness of the car's exterior style - including substantial race-style air scoops and vents, a hefty rear wing and four drainpipe-sized exhaust tailpipes.
PlayStation® becomes reality
The cabin is somewhat intimidating, too, the black-themed interior conveying a race-car feel and the businesslike dashboard sporting a large array of unfamiliar controls. These include a row of three switches, each with three positions, controlling the transmission, the dampers and the traction control systems; each control has an ‘R’ or race position at the top of its travel, unleashing the maximum dynamic performance from the vehicle. In the center of the dashboard is a large screen which in most vehicles would be used for navigation: in the GT-R, however, it is likely to see service as an individually programmable multifunctional display.
Developed with Polyphony, creators of the Gran Turismo Playstation game, the screen can be
configured to show up to six parameters at a time; these range from familiar functions
such as engine coolant temperature and oil pressure to more exotic read-outs such as
transmission oil temperature and pressure and front-rear torque split, turbo boost and
engine oil temperature. In addition, a F1-style datalogger can capture a range of dynamic inputs for
later analysis - just like a race car's telemetry.
All these electronic niceties are soon forgotten, however, once the GT-R gets on with its declared business of providing perhaps the most dynamic driving experience of any current production sports car. The front-mounted six-cylinder engine spins into action at the first push of the starter button, sited on the transmission tunnel just behind the gear shifter; the shifter itself is very simple, pulling back through a zigzag gate to select reverse, then neutral then automatic: a neat push towards the driver's side then toggles the transmission into manual, though automatic operation can always be overridden using the large, well-sited paddles on the steering wheel.
Prodigious power and performance
There is fierce power available from the twin-turbo engine at the slightest push of the throttle,
yet in the transmission’s default mode, the GT-R is simple and easy to drive. The gearbox shifts up
early and quickly on a light throttle, with the whistle of the turbos distantly audible. Push harder,
however, and the hollow rumble of the engine quickly turns into an angry roar as the V6 shoots
to high rpm before each upshift; upshifts are now faster, but still not jerky, and the steering wheel
paddles elicit equally instant responses. Downshifts are particularly pleasing, the throttle blipping
smartly to match the revs precisely.
Even in auto mode the system has an uncanny ability to anticipate the driver's wishes. The transmission shifts down when the driver brakes for a bend; it holds the gear through the bend, too, all the while balancing torque front and rear - and even laterally - to provide maximum grip and stability. Downhill stretches approached quickly prompt a downshift, too, even if the road is straight.
Moving the transmission into its R or "race" setting brings even sharper responses and a powerful kick in the back, but the transmission never slams in harshly like a racing car's. This is a car that is blindingly fast and responsive, but which is not necessarily scary; unlike many other automatic or DCT-equipped models it is quite easy to drive at low speeds, even with the gearbox in R mode.
Selector noise from the rear
The only negative as far as the transmission is concerned is a lot of noisy clunking from the
rear-mounted mechanism and jerking through the driveline as you slow to a halt and the gearbox
shifts sequentially back to first. Yet this is hardly a valid criticism: keen drivers will
relish the honest mechanical feedback this provides, and in any case with a suspension system
that provides such a hard ride even in its comfort setting the transmission clunks are likely to go unnoticed.
The taut ride and impeccable body control are part and parcel of one of the most impressive high performance coupés ever to turn a wheel. The steering is quick and precise without being too sensitive at speed, the race-style seats support well and prove comfortable despite the firmness of the ride, and noise levels - apart from tire noise - remain reasonably restrained at cruising speeds.
In short, the GT-R is, as many other commentators have stated, a milestone achievement. It may not have the classy pedigree of a Porsche, and it certainly falls short on stylistic subtlety, but it is a prodigious performer and a remarkable driving machine -- to the extent that it rewrites many of the established rules on dynamics. And this is due in no small part to its super-sophisticated driveline and outstanding dual clutch transmission.
| Specification: Nissan GT-R | |
|---|---|
Vehicle type: |
Two-door sports coupé |
Engine: |
3.8 liter twin-turbo gasoline V6 |
Power: |
485 bhp (357 kW) at 6400 rev/min |
Torque: |
588 Nm at 3200-3500 rev/min |
Transmission: |
Six-speed GR6 wet-clutch DCT, all wheel drive |
Max Speed: |
310+ km/h (193 mph) |
0-100 km/h: |
3.5 sec |
Fuel Economy: |
12.4 lit/100 km |
CO2 Emissions: |
298 g/km |
Price on the Road: |
€75,000 (Germany); $77,000 (U.S) |
Story Filed: 7/14/2009
By Tony Lewin, managing editor DCTfacts.com