Nissan GT-R R35 2011 Review

Officially, Nissan says the GT-R is a model that will forever evolve apace. The coupe will receive development attention yearly and 'major' update releases can be expected every three years or so.

So get used to its undiluted, unashamed modernity. The earlier model was raw and robotic, and while this update includes a dose of 'user-friendliness' there's a bigger dose of power helping the GT-R to stay top of its game -- which includes toying with makers charging double the price to play.

"Yes," he replied without hesitation.

Again, we weren't complaining and aren't about to justify Nissan's reprice add of $9000 over the equivalent outgoing Premium model (the base-spec offering has been dropped from the local lineup) making the new GT-R's start-up at $168,800.

We will say the GT-R was and remains a performance car bargain. There are others (see COMPETITORS) but this is definitely one of our favourites.

Local buyers won't be offered the same range of specification levels (Black Edition, Spec V or new EGOIST) available in some markets overseas, but Nissan Australia claims the Premium spec appeases most demand here; as-determined by previous experience while marketing the first R35.

To that end, the 'unique-to-Oz' MY11 GT-R Premium offers a good blend of luxury and sport including electrically-adjustable, heated front seats trimmed in an attractive leather and perforated suede design; electrically heated and folding side mirrors; hill-start assist; LED daytime running lights; aluminium-plated foot pedals and door sills, and latest must-haves like keyless entry and Bluetooth as standard.

The extra torque is available from 3200-5200 revs and redline is at 6400rpm.

Better efficiency has come by way of engine updates including changes to the turbo boost pressure and valve timing, and improved electronic governing of air-fuel mixture. Nissan also says the earlier torque delivery means air-fuel mixture is optimum even during low-rev driving, enabling improved consumption and cleaner exhaust.

The six-speed dual clutch transmission with paddle shift remains, as does Nissan's simple, well-working engine/trans/suspension control system which alters shift characteristics in an attempt to suit efficiency and/or racing requirements. On the latter: synchro-rev matching comes standard and a launch control feature is again part of the R mode set-up. The GT-R uses a wet sump system for better feed in hard cornering, and there's also a fuel reserve to maintain optimum flow under high g-force.

The control system now features a 'SAVE' mode which encourages earlier shifts; designed for more economical driving for daily duties.

At ground level the latest GT-R boasts a lighter wheel design for the 20-inchers by Japanese maker Rays; bigger (by 10mm, to 390mm diameter) brakes up front (380mm rear) and newly developed tyres, again from Dunlop. Nissan says the lighter wheels reduce unsprung weight by 3kg and extra ridging applied to the inside rim works to reduce tyre rotation (slip between rubber and wheel under load).

Nissan has reworked suspension set-up to provide increased comfort -- likely the major criticism of the first version. Ride is again selectable (also via the aforementioned control system) including 'full' toned-down setting and hard-edged (max. damping pressure) for track time.

In terms of the GT-R's platform, Mizuno told us the current version can serve for "at least" another five years.

The coupe has been made stiffer (with the inclusion of a support member on the passenger side, and an additional bar in the engine bay to link left and right struts) to increase steering responsiveness. Front wheel castor has been increased to 6 degrees for better stability and road holding, says Nissan.

One of the cleverest adds to the MY11update is a 2WD mode, automatically activated when the car is at sub-10km/h and in hard cornering.

The GT-R's layout sees its transmission, four-wheel drive transfer case and LSD all positioned in the rear, requiring twin driveshafts to transfer drive between front and rear transaxles. Nissan uses the front mid-engine (behind the front axle), rear-drive layout to avail rear passenger/cargo space and preserve balance.

Reported (though not published by Nissan) front-to-rear balance is (still) 42:58. Weight (also not published) is 1730kg, according to what Mizuno told us during the launch.

Oh, and the GT-R's claimed 0-100km/h sprint time is now 3 seconds.

As mentioned the GT-R's layout allows for rear passenger and cargo room. Seating in the rear is comfortable with two well-formed bucket seats but legroom is tight if front passengers are tall or greedy. Boot space however is generous with good height and width that can store large pieces of luggage.

The MY11 update includes modified rear diffuser and changes to the front and rear bumpers for better aerodynamics and cooling. The 'wedging' implemented in the front bumper promotes air flow, according to Mizuno, but also serves as distinction between the earlier R35 and this one. Coefficient of drag has improved by 0.01 to 0.26.

Cabin appointments conveyed a 'European' ambience through the efforts of the Japanese designers. In the case of the GT-R, stylists added a steering wheel emblem using the Japanese craft of maki-e (Craftspeople take a month to carefully paint and enamel each badge to create a long-wearing, quality feel to the surface... And it does feel nice!). We found ourselves somewhat digitally distracted by the smooth crimson-red 'GT-R' lettering, at least while in traffic. Note: the writer has never before found cause to comment on the tactual sensation of a badge.

The shift paddles are column-mounted (irritating to some drivers) rather than moving with the steering wheel, and are made using magnesium which gives them an 'old school' race car look.

Under the bonnet, the engine cover is now painted red: both to herald the evolution of the R35 and recall some of its heritage -- in this case to the R34 model which sported the same treatment for the cam covers.

It's not all about sport in Nissan's supercar, however. The cabin looks classy with double-stitched leather dash and door trim and high-quality materials throughout.

The MY11 update introduces a new exterior colour: GT Blue.

Standard safety equipment includes dual-stage front driver and passenger airbags, seatbelt and occupant sensors, front passenger side airbags and curtain side airbags; seatbelt pretensioners and load limiters for the front and electronic controls such as Nissan's Vehicle Dynamic Control (stability control), ABS and EBD.

The maker argues elements in the GT-R's construction add to its safety credentials. Inners for the doors are made of die-cast aluminium which Nissan says adds protection in side-impact, for example.

He builds his argument using the GT-R's strong on-paper performance figures and its abilities as a racer with attributes of a runabout. "The 911 owner has to courier luggage to the airport," he suggested.

But other options manage similar performance and accommodation requirements, like BMW's M3 or 5 sports sedans, or the Benz C63. These are all four-doors so in terms of coupe comparisons, we're back to the Porsche...

In all cases the Nissan is most 'affordable' when it comes to bang for buck.

It might sound absurd but arguments can be made in favour of high-end spend(s) on high performance cars actually representing a bargain. The Japanese have this cornered.

So do the Euro offerings with their willingness to perform and provide an almost indescribable, immeasurable but always predominant comfort quotient that stands bar none. This is what Japanese makers try (and are destined) to achieve.

This is probably why Nissan Australia centred the launch at Phillip Island's fast, curvy circuit.

Could we detect the extra power? Unfortunately it's been awhile between stints in the R35 GT-R, but we'd like to think we were faster, and there's certainly no doubting that formidable dose of energy matched with the four-wheel drive's slingshot response… and ability to ground it all.

For the most part we left the auto to its own devices during the drive from Melbourne CBD to Phillip Island and, as with the previous version, found no issue with its willingness to up and downshift when required. It can still get clunky at times, such as being momentarily caught out after reversing and then thumping onto first… Similar to Porsche's PDK.

We had no problems in manual mode while attacking the track, finding smooth operation and no arguments in shifting. Most of our lap time was in R mode, allowing for a very neat moments somewhat sideways out of Turn Four… And then again out of Turn 10.

The GT-R is equally wieldy and confidence-inspiring on twisty rural roads, feeling at all times well planted and balanced. It's a heavy car, but on the road it's not as noticeable as under hefty track time, and steering is direct and weighty in hand, but not tiring.

Braking capability is massive, in terms of (Bilstein/Nissan) components used to accommodate the task and performance. We were able to pull up within 2-odd metres off a blat at around 170km/h and grip remained strong and smooth even after several laps by a group of journos both un- and accustomed to the Phillip Island track.

Figures mid-200km/h were easy and comfortable to achieve at the track.

Back to mortal speeds, we explored the new 2WD 'switchover' function and its effectiveness is noticeable. Where before cornering at very slow speeds (like in the city) would bring a crabbing effect, turning is now smoother without the braking sensation while moving.

We also tried the launch system which works simply and effectively enough, sitting on 4000 revs before a neck-snapping getaway… There's really nothing the GT-R owner needs to ask for.

Except maybe for a better soundtrack. The GT-R sounds good but not ace; a trait of its six-cylinder turbocharged state.

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