Nissan GT-R III

It's faster, more focused, and boasts a number of new features guaranteed to shave tenths off your lap times. It's the MY11 Nissan GT-R, and it's a cracker!

Nissan GT-R III
Road Test

Price Guide (recommended price before statutory & delivery charges): $168,800
Options fitted to test car (not included in above price): N/A
Crash rating: N/A
Fuel: 98 RON PULP
Claimed fuel economy (L/100km): 12.0
CO2 emissions (g/km): 281
Also consider:  Audi R8; BMW M3 Coupe; Lotus Evora; Porsche 911 Turbo

Overall rating: 4.0/5.0
Engine and Drivetrain: 4.0/5.0
Price, Value, Practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.5/5.0

About our ratings

As sports cars become more and more powerful, the level of technology fitted to models like Nissan's fiery GT-R auger well for owner/machine longevity – a nice way of saying it's harder to be bitten in the bum.

Despite a significant increase in output, now 390kW/612Nm against the predecessor's 357kW/588Nm, the GT-R is so tactile in delivering its mother-load that one would really need to be insensitive to such astounding figures to make a schemozzle of proceedings.

That's not to say the GT-R is placid, far from it.

With acceleration from standstill to triple figures achieved in bang on three seconds you'd want to believe Godzilla packs a pretty mean punch.

Leave the confines of the city and it's this acceleration that truly impresses as the car leaps from corner to corner with immense velocity.

It's here, too, that the combination of an intuitive all-wheel system and truly tenacious cornering grip make GT-R devastatingly fast through the bends, even if mid-corner lumps and bumps see the rear kick loose under heavy acceleration.

Living with the GT-R day-to-day however is not as enjoyable, the stiff suspension an assault on the kidneys, the low front a pain in the proverbial in car parks and driveways and the twin clutch six-speed transmission less than subtle as it clacks and clunks through shuffling inner city traffic.

One notable improvement in this area is the addition of a SAVE mode to the automatic box, which lessens the throttle and transmission response at cruising speeds (and allows dedicated 2WD at low speeds for easier manoeuvring). Here, the car is more muted in its reaction to input, making it easier to plait through traffic.

Nissan claims an improvement in fuel economy to 12.0L/100km, down from 12.4L, but a week with the big coupe consumed 19.0L/100km through a mix of city driving, freeway cruising and enthusiastic jaunts in the hills.

Evidently, the build quality is of an impeccable standard, considering GT-R rolls off a production line like any regular car. Panel gaps are tight and the interior rattle free. The cabin is updated from the previous model, looking classier without trying to be something it's not. Bluetooth telephony (no music streaming, more's the pity) comes as standard while the sat nav system is now easier to use.

Outside, trainspotters will notice a restyled front mask with larger grille and LED DRLs. At the rear, a restyled bumper caps the changes.

If we had to pick fault, it would be the R's unusable rear seat and lack of reversing camera/buzzers - rearward visibility an obvious issue in dark parking spaces. Similarly, the forklift-style reversing beeper, which serves no purpose but to let you know you're going backwards, is an unnecessary irritation.

Petty grievances aside the GT-R is a real head-turner and a brilliantly capable sports car any go-fast enthusiast would be ecstatic to pedal at speed. The grip, the go and the "talk to the hand" attitude it shoves in the face of so-called 'pure bred' (read: more expensive) models  are the ends that truly justify the means.

Another one for the wish list.

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