Nissan GT-R review

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What is?

You must know the Nissan GT-R very good now. It’s been on sale for 13 years as we write, having officially landed in Britain in 2008 in R35 form.

It was the first GT-R not to carry the Skyline name, but it made up for a small flaw in its heritage with something we can all agree on. Can. At launch, its not-so-poetically named VR38DETT twin-turbocharged 3.8-liter V6 produced 473 hp and 434 lb-ft, figures that seem almost bland these days, but they featured a healthy increase from the original R34’s claimed 276 hp.

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However, Nissan has kept the GT-R relevant with frequent model year updates, with peak power increased every few years (along with a host of suspension, steering and braking tweaks), so now we stuck with a basic GT-R. R that produces 562 hp and 470 lb ft, good for getting its 1.7-tonne 0-62 mph in 2.7 seconds and hitting a top speed of 196 mph. You may know that GT-Rs are all tunable, and all of those numbers could benefit from a major overhaul with even modest amounts of cash thrown into the aftermarket.

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However, we stick to standard here. Because few, if any, of the people in the Top Gear office got out of a GT-R and said “a little slow, shame on you.” It’s still a pretty quick way to cover ground.

While its turbocharged V6 can handle a lot, the four-wheel-drive system under every GT-R has a lot to do. It was an icon of AWD performance long before the technology was incorporated into just about every super sedan and coupe on the planet, and the big Nissan, along with the Audi R8 and Porsche 911 Turbo, was undoubtedly one of the key enablers for it. car manufacturers. worldwide. given the benefits of hooking all four wheels to their increasingly explosive engines.

Even after a slew of major updates, its driving modes remain pleasingly gimmick-free, limited to three toggle switches that let you adjust the ferocity of the drivetrain, the stiffness of the suspension, and the patience of stability control. Press it for half a second and a red “R” will light up, for Race. We can confirm that a four-year-old in a forward-facing child seat will be able to reach them and make the decision on her behalf.

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But you inside a four-year-old will also have a hard time resisting pushing everything to the max. While the GT-R’s most recent facelifts have tried to deliver a little more comfort and overall capability, it’s still a brute force, just one that carries a thin layer of roominess. With rear seats barely able to swallow kids and mpg reliably in the teens, it won’t come into your life as easily as a 911. But it also still costs less than a 911, while offering, in some areas, all the more…

Our choice of the range.

3.8 Recaro 2-door automatic

What’s the verdict?

The cheapest way to access this kind of speed you can find. Impressive and a modern performance car icon to boot

The GT-R was a performance car icon almost from its launch, carrying the torch from those lovely R33 and R34 we know so well. grand tourer and shaking the supercar establishment with its explosive pace and bargain price of £55,000. His ongoing battle with Porsche for Nürburgring supremacy may have bored him to tears, but the 911 is undoubtedly an even better car for the tease that came from a woefully dedicated group of engineers in Japan.

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Fast-forward 13 years and the GT-R no longer has such amazing pace, but it’s still special. A car that asks you to drive it in a particular way, but supports (and rewards) you for it. While rival carmakers may have taken inspiration from the brutal Nissan, and its incredibly clever four-wheel drive, there’s nothing quite like it in Planet Car.

Although it’s no longer a bargain, you’re still saving a lot of money compared to anything that offers similar performance paired with a more premium flagship. Logic suggests that Nissan’s next Halo sports car will be electric. While it will no doubt be extraordinary as well, we should enjoy the deliberately crude GT-R while it’s still here.

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