Nissan GT-R Premium 2016 Review

Nissan's current GT-R has remained fresh and entertaining over the years, but is it still relevant up against a car like Jaguar's F-TYPE SVR – with even more engine output and lustworthy looks? Is it not time to put the GT-R out to pasture? Well, not yet. Not when the Nissan is still around $100,000 cheaper and can smoke the Jag (and the Porsche and Mercedes-AMG listed at the bottom of this review) in 0-100km/h times.

The R35-series Nissan GT-R is getting on in years, but it's a car that will still make you angry... in a constructive sort of way.

With performance that is readily exploited and conspicuously present, the GT-R leaves you constantly wondering 'Why won't these slower cars get out of my way!?'

The Nissan is the Minuteman missile of the automotive industry. Even when you're commuting or cruising on an open road, the GT-R is jackhammering the message into your brain that it's ready to go – anytime, anywhere.

That message comes from the rawest collection of feedback you're ever likely to experience in any car designed for the 21st Century. For something so sophisticated, the GT-R is blatantly coarse – and that's despite having been 'smoothed' for the latest update.

When the GT-R starts up, the suspension is in default mode, and it's hard to recall a road car that rides harder than that. Thankfully, there is a comfort setting for real-world roads.

When the dual-clutch transmission isn't rattling and banging at low revs and on the overrun, it's slamming you in the back between gear changes. Since it's been a while since I was last in a GT-R, I have to admit to being gob-smacked by colleague Sam Charlwood's view that this latest model delivers smoother gearchanges than before!

I can't recall any car that tramlines like the GT-R either. You can't really afford to take one hand off the wheel over some stretches of road, because the car will want to dart into the next lane. It's like torque steer and a tyre blown out at the same time.

The steering is heavy at parking speeds, but too light as speed rises, and there's less self-centring than Donald Trump – I know, he's such a soft target. That said, the GT-R does turn in easily and tracks precisely through corners.

Use the GT-R as it was intended and it all makes sense. Although the combination of whooshing and whistling turbochargers with the brawny six-cylinder note – allied with the rock-hard ride and clanking and banging from the rest of the drivetrain – is all very intimidating, the GT-R's actually more pussy cat than werewolf. It's easy to launch quickly and its grip is tenacious.

But fuel consumption was 15.6L/100km for the week, if that matters to you. Then again, if it does matter, you probably shouldn't consider owning the GT-R in the first place. On the subject of refuelling the Nissan, cramming more fuel into the tank was a very slow process, I found.

As a tourer, the GT-R was no Roller, but at cruising speed there was no discernible wind noise, just tyre and drivetrain.

Ride comfort could be set to Comfort mode, as already mentioned, which made a significant difference over most surfaces, but at speed even the Race setting was not unbearable. It's mostly around town, over sharper impacts that the GT-R can be jarring. Even then, you do get used to it.

The GT-R's interior is quite industrial. It's not cheap and nasty – just very, very efficient. The plastics and carbon-fibre trim are quality materials. Fit and finish reach a decent standard, with the GT-R's long doors closing solidly and securely, the gear selector running smoothly through a gated pattern and the wiper and indicator stalks feeling softly damped.

All that said, however, there were some oddly located switches for minor functions, with the boot release out of sight, for instance, low on the dash on the right side.

I liked the driving position of the GT-R, which suited me down to the ground, despite the lack of steering column reach. The seats were snug and generally well shaped – possibly just a bit tiny for my girth. In the infotainment screen you can select all sorts of functions, including G-force sensor readouts and a lap timer. It's very easy to use and fascinating to watch as the car accelerates, brakes and turns.

The rear seat is no place for teenagers, let alone adults. It's pretty tight back there and only suitable for 'occasional' accommodation. In contrast with that the GT-R has a deep, usefully large boot that will easily accept bigger packs and cases.

But practicality issues aside, the GT-R is just a car to savour for its piquancy. Finished in Blaze Metallic, the GT-R looked pretty sharp, and I note it did draw a few glances from pedestrians. After spending a week behind the wheel of the GT-R, I can well understand that appeal.

Price: $189,000 (plus on-road costs)
Engine: 3.8-litre six-cylinder twin-turbo-petrol
Output: 404kW/628Nm
Transmission: Six-speed dual-clutch
Fuel: 11.7L/100km (ADR Combined)
CO2: 278g/km (ADR Combined)
Safety Rating: TBA

Also consider:
>> Porsche 911 Turbo (from $384,600 plus ORCs)
>> Mercedes-AMG GT S (from $295,000) plus ORCs)
>> Jaguar F-TYPE SVR (from $289,306 plus ORCs)