Nissan GT-R

For the preceding generations of the GT-R, see Nissan Skyline GT-R. For the prototype racing car using the GT-R name, see Nissan GT-R LM Nismo.

Nissan GT-R
Overview
Manufacturer	Nissan
Model code	R35
Production	December 2007 – present
Model years	2009–2024
Assembly	Japan: Kaminokawa, Tochigi (Nissan Motor Tochigi Plant)
Designer	Engine: Naoki Nakada Exterior: Hirohisa Ono Interior: Akira Nishimura Chief Designer: Hiroshi Hasegawa Design Director: Shiro Nakamura Chief Engineer: Kazutoshi Mizuno
Body and chassis
Class	Sports car/Grand tourer (S)
Body style	2-door 2+2 seater coupé
Layout	Front mid-engine, all-wheel drive
Platform	Nissan Premium Midship
Related	Nissan Juke-R
Powertrain
Engine	3.8 L twin-turbocharged VR38DETT V6
Power output	2007–2008: 353 kW (473 hp; 480 PS) 2009: 357 kW (478 hp; 485 PS) 2010–2011: 390 kW (523 hp; 530 PS) 2012–2015: 405 kW (542 hp; 550 PS) 2016–present: 419 kW (562 hp; 570 PS) Nismo, Track Edition: 441 kW (592 hp; 600 PS) GT-R50: 530 kW (710 hp; 720 PS)
Transmission	6-speed BorgWarner GR6Z30A dual-clutch transmission
Dimensions
Wheelbase	2,780 mm (109.4 in)
Length	2007–2009: 4,656 mm (183.3 in) 2010–2015: 4,671 mm (183.9 in) 2016–2022: 4,690 mm (184.65 in) 2023–present: 4,709 mm (185.4 in)
Width	2007–2009, 2012–present: 1,895 mm (74.6 in) 2010–2011: 1,902 mm (74.9 in)
Height	2007–2009, 2012–2015, 2023–present: 1,369 mm (53.9 in) 2010–2011, 2016–2022: 1,372 mm (54.0 in)
Kerb weight	2007–2009: 1,740 kg (3,836 lb)   SpecV: 1,680 kg (3,704 lb) 2010–2013: 1,735 kg (3,825 lb)   Black Edition: 1,730 kg (3,814 lb) 2014–2015: 1,745 kg (3,847 lb)   Black Edition: 1,740 kg (3,836 lb)   Track Edition: 1,720 kg (3,792 lb)   Nismo: 1,730 kg (3,814 lb) 2016–2018: 1,785 kg (3,935 lb)   Track Edition: 1,775 kg (3,913 lb)   Nismo: 1,775 kg (3,913 lb) 2019–present: 1,785 kg (3,935 lb)   Track Edition: 1,760 kg (3,880 lb)   Nismo: 1,750 kg (3,858 lb)   T-spec: 1,760 kg (3,880 lb)
Chronology
Predecessor	Nissan Skyline GT-R (R34)

The Nissan GT-R (Gran Turismo–Racing; model code: R35; Japanese: 日産・GT-R; Nissan GT-R) is a car built by Japanese marque Nissan since 2007. It has a 2+2 seating layout and is considered both a sports car and a grand tourer. The engine is front-mid mounted and drives all four wheels. It succeeds the Nissan Skyline GT-R, a high-performance variant of the Nissan Skyline. Although this model was the sixth-generation to bear the GT-R name, it is no longer part of the Skyline line-up. The car is built on the PM platform, derived from the FM platform used in the Skyline and Nissan Z models. Production is conducted in a shared production line at Nissan's Tochigi plant in Japan.

As per Nissan's intention of creating a world beating sports car, the GT-R brand was revived as part of the Nissan Revival Plan. Overall development began in 2000, following seven years of development and testing, including the introduction of two concept models in 2001 and 2005. The production version of the GT-R was unveiled at the 2007 Tokyo Motor Show. The GT-R is a brand-new car built on the PM platform, and featured innovative concepts and technologies, such as advanced aerodynamics, the VR38DETT engine, an active suspension system and the ATTESA E-TS Pro all-wheel-drive system, making it the first ever rear mounted independent transaxle all-wheel-drive vehicle. It is one of the first production cars to feature launch control and a dual-clutch transmission as well. The overall body is made out of steel, aluminium and carbon-fibre. In 2009 it set a record for the fastest accelerating 4-seater production car.

The GT-R is offered worldwide, unlike its predecessors which were sold in a limited number of markets. It received various facelifts and updates to be up to date with the competition, and several special editions were also offered during its prolonged production span. The car is used in motorsports, notably winning championships in the FIA GT1 World Championship, Super GT and in various GT3 racing series, including the GT World Challenge. It is well received among enthusiasts and automotive publications as well, British motor magazine Top Gear named it as "one of the most incredible cars of any kind ever built", due its exceptional performance and practicality given at an affordable price. Being one of the fastest production cars, it has won numerous notable accolades such as the World Performance Car of The Year among many others.

Sales in the Australian market were ceased due to new side impact regulations. In the European market, including the United Kingdom were similarly suspended, due to newly implemented noise regulations. Currently, the car is primarily available in North America, Japan, and some markets.

History of development

History

See also: Nissan Skyline GT-R

Between 1969 and 1974, and again between 1989 and 2002, Nissan produced a high performance version of its Nissan Skyline coupe, the Skyline GT-R. This car proved to be iconic for Nissan, achieving much fame and success on the road and in motorsports.

The GT-R is an entirely new model, departing from its predecessor, the Skyline GT-R, which was a faster version of a regular sedan. Though they share a little with each other, such as the signature four round tail lights, the ATTESA E-TS Pro all-wheel-drive system, and a twin-turbocharged 6-cylinder engine, the GT-R diverges significantly. Notably, the GT-R omits the HICAS four-wheel-steering system, with engineers recognizing its incompatibility with the advanced all-wheel-drive setup, which would compromise the car's performance. The previous straight-6 RB26DETT engine is succeeded by the VR38DETT engine. Another continuity from its predecessor is the chassis code; the all-new version is identified as CBA-R35 initially and later as DBA-R35 and 4BA-R35 for subsequent model years, or simply R35 for short (where CBA, DBA, and 4BA denote the emissions standard prefix). The car also preserves the nickname of its predecessor, Godzilla, a moniker originally given by the Australian motoring publication Wheels in 1989 for its R32 generation model.

Development

Nissan's then CEO, Carlos Ghosn spearheaded the revival of the GT-R

In 2000, as per request of CEO Carlos Ghosn, Nissan embarked on the revival of their iconic sports car model the GT-R, as part of the Nissan Revival Plan. Ghosn believed that introducing this halo car would gather public interest and enthusiasm towards the then-struggling Nissan brand, ultimately bolstering sales. Therefore, he claimed the GT-R should be made as a high-performance car, capable of rivaling esteemed sports cars from manufacturers in the likes of Porsche, Lamborghini, and Ferrari, all while maintaining a comparatively affordable price point. From a design standpoint, Ghosn sought to preserve a distinctive feature from its predecessors; four round taillights, which he considered the signature design element of all GT-R models. Development commenced in 2000, with Nissan designers from Japan, United States and Europe generating a multitude of sketches. Out of these, 50 designs reached the desk of Nissan's design director at the time, Shiro Nakamura. Nakamura emphasized that the design must not only embody a modern sports car aesthetic but also encapsulate Japanese cultural elements and pay homage to its predecessor's heritage. In 2001, Ghosn officially announced ongoing development of the GT-R, with a concept reveal at the 2001 Tokyo Motor Show. The chief designer, Hiroshi Hasegawa, dedicated over four years to complete interior and exterior styling designs. He claimed the design should exude sportiness, modernity, and aerodynamic efficiency to meet the ambitious performance targets set for the car.

Chief engineer of the Skyline GT-R R34, Kazutoshi Mizuno (also known as Mr. GT-R), was responsible for the mechanical aspects of development. Mizuno initially rejected the project, due to the directive to work and built on the outdated FM platform. Mizuno expressed his reservations, stating, "I could not make a world-class performance car from this platform as Ghosn requested." In April 2003, Mizuno constructed a GT-R prototype on an advanced iteration of the FM platform known as the Premium Midship (PM) platform. Ghosn granted Mizuno full authority over development and designated him as the chief engineer for the upcoming GT-R. At the 2003 Tokyo Motor Show, Ghosn confirmed that the production version would debut in the fall of 2007. Subsequently, the prototype underwent refinement at Lotus Engineering, focusing on enhancing chassis rigidity and revising suspension geometry to align with the car's performance goals.

In January 2004, Mizuno officially commenced development with a specialized team and a full-scale GT-R model under the supervision of Ghosn. Differing from the typical development team, this specialized group was made by recruiting the best engineers and technicians from each department. The Mizuno-led team developed and tested the drivetrain and chassis, including the suspension setup and brakes, using test mules at the Nürburgring and Sendai Hi-Land Raceway. Mizuno claimed his ambitious goals were to build the GT-R so as to be able to have comfortable conversations with a passenger at speeds of 300 km/h (186.5 mph), further more a power-to-weight ratio of under 4 kg (9 lb) per horsepower and a lap time at the Nürburgring under 8 minutes. Notable mechanical designs and concepts, including the Brembo brakes system and the Bilstein suspension setup, were conceived and developed by Mizuno himself. Initial plans for the GT-R involved a straight-6 engine, consistent with its predecessors. However, the decision was made to opt for a V6 engine for ideal weight distribution. Nissan's chief powertrain engineer, Naoki Nakada, spearheaded the development of the brand-new VR38DETT 3.8L twin-turbocharged V6 engine, which is an evolution of the VQ engine.

Infiniti G35 test mule at the Nürburgring, which was used for the development of the GT-R

To achieve the initial goal of creating a user-friendly car with exceptional performance, a unique combination of typical road-going production car aerodynamics and race car-like aerodynamics had to be developed. This challenge arose from the dual requirements of generating a respectable amount of downforce for enhanced high-speed stability while maintaining minimal drag for improved fuel efficiency. Engineers expressed the complexity of achieving such an aerodynamic level, given a road car's high ground clearance, safety regulations, visibility standards, material costs and various other factors. Aerodynamics development began in early 2004, spearheaded by a team of the company's best engineers, including Yoshitaka Suzuka, the renowned developer of Nissan's successful Le Mans prototypes. The process began with an internal design competition among Nissan's design studios located in Atsugi, Tokyo, London, and La Jolla. Over 80 sketches were submitted, aligning with the original styling concepts. Subsequently, 12 distinct sketches were created by design elements from the initial submissions. Further refinement whittled them down to 3 1⁄4 scale wind tunnel models created by the development team.

The team set a numerical target for the car to achieve a drag coefficient of Cd=0.28 or lower, combined with front and rear downforce, which was not done by any other manufacturer. Suzuka initially proposed utilizing active aerodynamics, but the idea faced rejection due to the concerns of inflating the car's price beyond Nissan's planned offering. In August, Suzuka initiated wind tunnel testing at the Nissan Technical Center in Atsugi, spanning three months and involving over 300 test runs using the scale models. The program then transitioned to two 40 percent scale models—one representing the GT-R and the other replicating the Infiniti G35 test mule. Drawing data from its full sized version's testing at the Nürburgring, this scale model served as a comparable datum against the GT-R model. Initial wind tunnel tests with the GT-R model yielded a drag coefficient of Cd=0.32. As the project progressed, exterior designers Hirohisa Ono and Masato Taguchi joined to refine certain aspects of the car, such as adjusting the front nose height. However, the efforts fell short of achieving the anticipated overall improvement in aerodynamics. Subsequently, Suzuka shifted the focus towards enhancing the car's internal airflow, which required significant changes to the chassis frame design. He insisted the chassis department to lower the frame rails to align with the passenger compartment, aiming to eliminate transitions and streamline airflow beneath the car. The team later employed a CFD program for wind tunnel testing, swiftly upgrading hundreds of components in a short period of time to optimize airflow and minimize drag. Lotus Engineering's road-rolling wind tunnel in the United Kingdom, was also used during the process. Over one and a half years of development, involving more than 2000 wind tunnel test runs, the engineers ultimately achieved a visually appealing exterior with a drag coefficient of Cd=0.27 combined with front and rear downforce.

It took engineers and designers more than six years to complete the overall development of the car. After finalizing development in 2006, an additional year was dedicated for testing before reaching the conclusive stage. Nissan officially announced that the production version would make its debut at the 2007 Tokyo Motor Show. Ghosn was confident in the GT-R's potential profitability for Nissan, and dispelled the rumours of it being sold as an Infiniti model in North America, confirming its global release as a Nissan model.

Concepts

GT-R Concept at the 2001 Tokyo Motor Show

GT-R Proto at the 2005 Tokyo Motor Show

Nissan unveiled the GT-R concept without prior notice at the 35th Tokyo Motor Show in 2001. Previewed as the 21st-century GT-R, Nissan confirmed the production version will be sold worldwide unlike its predecessors, which were sold only in a limited number of markets. The concept car featured an aggressive, muscular, wide and low exterior look. The interior featured a deep seating position, full-length centre console, integrated structural cage and a driver's command centre.

Nissan unveiled a redesigned version of the concept car, the GT-R Proto, at the 2005 Tokyo Motor Show. It featured redesigned exterior elements over the concept car to improve overall airflow and reveal the identity of the car. These elements included a redesigned front air intake, front fenders with air vents behind them and the sides of the body were sculptured towards the rear fenders, no technical information were given for both concept and prototype cars. Officials claimed the production version would be 80 to 90 percent based on this prototype.

Testing

GT-R test mules being transported by a truck in Japan

As overall development of the car was finalized around 2006, Nissan began testing in several countries on different road and weather conditions to fine tune the all-new performance car. In late 2005, the Infiniti G35 test mule was spied at the Nürburgring, it featured highly modified body panels. In late 2006 and early 2007, GT-R test mules were spied for the first time, alongside a Porsche 911 Turbo on public roads in New Mexico and California, at motor circuits such as in the Nürburgring and Laguna Seca. During a test session at the Sendai Hi-Land Raceway, Ghosn joined the test team to directly test drive the car against a 911 Turbo, which served as the benchmark to beat during the development of the GT-R. At the end of the session, he complimented the team for their effort to build the car in the way he imagined. During a test session at the Nürburgring, Nissan invited automotive magazine journalists from magazines in the likes of Car and Driver and Evo to test drive both the GT-R and 911 Turbo around the track, Autobahn and on country roads. Journalists praised the GT-R for its exceptional grip, handling and acceleration. End of overall testing in September 2007, Mizuno and team recorded a lap time of 7:38.54 minutes around the Nürburgring Nordschleife in damp conditions, claimed the car would have set a much quicker lap time on ideal track conditions. Following the introduction of the production version, the team continued development and testing to provide further upgrades for later model years.

Production

Production model

Nissan GT-R debut at the 2007 Tokyo Motor Show

The production version of the GT-R was unveiled at the 2007 Tokyo Motor Show as confirmed, following an on-screen 7:38.54 minute lap time in damp conditions around the Nürburgring Nordschleife was broadcast, beating the benchmark Porsche 911 Turbo's time of 7:40 minutes. Nissan called it the record for the fastest lap time for a mass-produced car. The car was previewed as "A supercar, for Anyone, Anywhere, Anytime". In November, 2007, Nissan revealed that the car already had a considerable demand, as more than 3,000 buyers pre-ordered the car in Japan before its official launch. The car was expected to sell around 200 units per month, to maintain exclusivity. Deliveries began on December 6, 2007, in Japan, on July 7, 2008, in North America and in March 2009 in Europe. The first production GT-R was purchased by Nissan's CEO at the time, Carlos Ghosn. The large disparity in initial marketing between these regional releases was due to Nissan having to build GT-R performance centres where the car was serviced.

2009 update

In 2009, the GT-R received its first of many updates for the 2010 model year. Featured increased engine power output of 485 PS (357 kW; 478 hp) at 6,400 rpm, with no improvement in engine torque. The launch control system was reprogrammed to reduce stress in the transaxle and improve acceleration. It was also offered for sold 2009 models. Other upgrades include: re-tuned suspension, updated wheel finish, standard front seat and side curtain airbags.

2010 facelift

Facelifted 2012 (2013 model year) GT-R

In 2010, for the 2011 model year, the GT-R received its first facelift. The car was revised and re-codenamed as "DBA–R35", replacing the original "CBA–R35". The revised version featured the same engine with altered mapping, changed valve timing, larger inlets and a modified exhaust system which boosts rated power to 390 kW (530 PS; 523 hp) at 6,400 rpm and 607 N⋅m (448 lb⋅ft) of torque from 3,200 to 6,000 rpm. The chassis was stiffened by a more rigid front strut bar made out of carbon composite. Larger front brake rotors, lighter and stiffer wheels, and revised Dunlop tyres reduced unsprung weight by 12 kg (26.5 lb). The suspensions contained stiffer springs, dampers and anti-roll bars and revised geometry to improve grip, new dampers provided more constant damping force. Cosmetic changes reduced its drag coefficient to Cd=0.26 and increased overall downforce by 10 percent. Achieved by a revised front bumper with integrated LEDs, improving radiator cooling and front brakes cooling while reducing drag. The revised rear diffuser improved downforce and additional rear cooling ducts were placed for further brake cooling. The interior improved quality and comfort. Offered with a new HDD CarWings navigation system, with enhanced entertainment features and a USB port with iPod connectivity. Engine noise and road noise were reduced, and the overall performance of the car was improved due to these upgrades. Overall weight of the car was decreased by 5 kg (11 lb). The car went on sale in mid-November 2010 in Japan and February 2011 in Europe, North America, and in other regions.

2012 update

Similar to the update in 2009, the car was offered a revision in 2012, for the 2013 model year. It featured increased power output of 550 PS (405 kW; 542 hp) at 6,400 rpm and 628 N⋅m (463 lb⋅ft) of torque from 3,200 to 5,200 rpm. This was achieved by resin intake manifolds reducing air resistance, an enlarged duct for the intercooler, a new exhaust lowering back-pressure and sodium-filled exhaust valves reducing the temperature of the combustion chambers. The ECU was also remapped to alter valve timing, and improved air-fuel mixture ratio and ignition. A new flywheel housing, retuned suspension setup and revised weight distribution further increased performance and handling.

2014 update

Updated 2014 (2015 model year) GT-R with revised headlights

The car was given significant improvements over the previous model year in 2014, for the 2015 model year. Along with the GT-R Nismo, it was previewed at the 2013 Tokyo Motor Show. Engine power remained the same as the previous version, but an upgraded suspension setup with revised settings led to reduce load fluctuation between the four wheels, increased stability and provided more consistent grip. Tyre contact was improved with optimized electronic controls of the shock-absorber valves. Re-tuned front stabilizer spring rates and bush links, re-tuned brake system for more stopping power, and a fine-tuned steering improved handling. Cosmetic changes included new 20-inch alloy wheels, enhanced LED headlights and taillights with Adaptive Front-lighting System (AFS). These upgrades improved straight-line and cornering stability, better ride quality without sacrificing its acceleration and cornering performance. Overall weight of the car was increased by 10 kg (22 lb) for all models.

2016 facelift

Facelifted 2016 (2017 model year) GT-R

The car received its second facelift in 2016, for the 2017 model year, re-codenamed as "4BA–R35", featured the biggest changes to date. Redesigned front and rear facias improved engine and brakes cooling, reshaped C-pillars reducing turbulence and strengthened hood reduced deformation at high speeds. Enhancements to engine cooling led the twin-turbocharged 3,799 cc (3.8 L; 231.8 cu in) V6 VR38DETT engine to maintain its turbo boost pressure dialed up, increasing engine power output to 570 PS (419 kW; 562 hp) at 6,800 rpm and 633 N⋅m (467 lbf⋅ft) of torque at 3,300–5,300 rpm, maximum speed of the engine (redline) was increased from 7,000 to 7,100 rpm. Transmission was remapped to shift gears smoothly and quieter than before, and new titanium exhaust reduced weight. Revised chassis structure improved torsional rigidity by 5 percent. Noise insulation was provided by acoustic windscreen, sound deadening materials and Bose noise cancellation system. Furthermore, upgraded brakes, re-tuned dampers, lighter forged alloy wheels and stiffer chassis improved ride quality and cornering by less aggressive turn in. The interior featured a new leather material, steering wheel, 8-inch display infotainment system and a redesigned carbon-fibre centre console. Nissan claimed the upgraded GT-R increased acceleration at mid to high rpm ranges (3,200 rpm and above) and featured optimal balance between handling and ride comfort. The upgrades were also applied to Track Edition and Nismo variants, overall weight of the car was increased by 40–55 kg (88–121 lb) for all models as well.

2019 update

20-inch alloy wheels and the Bayside Blue body colour of the updated 2019 (2020 model year) GT-R

In 2019, for the 2020 model year, the car was offered with minor upgrades. Although there were no changes in the engine power output, the engine response and efficiency was improved by 5 percent due to the incorporation of revised turbocharges. The re-tuned transmission reduced its shifting time to 0.15 seconds, due to gear selection happening during ABS engagement, it reduced understeer and improved cornering. Suspension and steering systems were also enhanced for improved handling. Cosmetic changes included; new lightweight forged aluminium alloy wheels, interior and exterior colour options. Including the iconic Bayside Blue body colour, derived from the Skyline GT-R R34.

2021–2022 hiatus

It was revealed the GT-R would not offer a 2022 model year in North America (mid-2021 to mid-2022 in calendar years), following the introduction of the T-spec variant. However, in Japan and other markets the car sold a 2022 model. Nissan Australia discontinued the GT-R in Australia and New Zealand from October 31, 2021, it was no longer eligible for new side impact regulations. The car was sold 1,021 units in Australia and 89 units in New Zealand, a total of 1,110 units were sold in the Australian market during 12-years of sales since its debut in April 2009. Deliveries in Europe and United Kingdom were concluded in March 2022, for being unable to meet new noise regulations which took effect in June 2022. During 13-years of sales since March 2009, Nissan sold more than 11,000 units in Europe.

In May 2022, Nissan officially closed orders in Japan, as it reached the planned sales amount. It was revealed the car was no longer in sale in North America and Africa as well, as Nissan USA, Nissan Canada, and Nissan South Africa official websites claimed the car was sold out. German automotive magazine Auto Motor und Sport claimed it was no longer in production, as production for the 2022 model year was complete.

Reintroduction

In October 2022, Nissan resumed production for the 2023 model year. Skipping the previous model year, the car was only offered in North America. No changes were reported compared to the previous model.

2023 facelift

Facelifted 2023 (2024 model year) GT-R

The car received its third facelift in 2023, for the 2024 model year, introduced at the 2023 Tokyo Auto Salon. Nissan claimed the facelifted version would be limited to an unspecified number, and it was mainly offered only for the Japanese, North American, and selected markets, with three trim levels, Premium, Nismo and T-spec. The Track Edition variant was offered, exclusively in Japan. Unlike its previous facelifts, this model featured minor cosmetic changes. Redesigned front and rear bumpers, front grille and rear wing, improved aerodynamics around the nose and rear diffuser, which increased downforce without increasing drag. No mechanical changes were made over the previous model year. In the North American market, the facelifted Premium and Nismo variants went on sale in the second and third quarter of 2023 respectively. Japanese sales began in March 2023.

Discontinuation

In June 2024, Nissan announced that North American market production of the GT-R would end in October 2024 with two exclusive variants, the T-Spec Takumi and Skyline limited editions, sending off production.

Production figures

Since 2007, Nissan have produced more than 40,000 units and sold in various different markets worldwide.

Model year	North America	Japan	Europe	Australia
2009	3,158	5,902	—	—
2010	1,576	482	2,837	282
2011	368	224	769	76
2012	1,379	660	1,069	104
2013	1,566	569	1,078	82
2014	1,736	611	559	76
2015	1,816	741	778	53
2016	984	833	742	111
2017	1,318	1,660	1,866	155
2018	458	445	311	31
2019	245	448	435	19
2020	453	944	342	28
2021	384	790	200	36
2022	—	803	38	57
2023	270	—	—	—
Sources:

Overview

Technical specifications

Models (calendar years)	GT-R CBA–R35 (2007–2010)	GT-R DBA–R35 (2010–2016)	GT-R 4BA–R35 (2016–present)
Configuration	3,799 cc (3.8 L) DOHC twin-turbocharged V6
Power at rpm	480–485 PS (473–478 hp; 353–357 kW) at 6,400	530–550 PS (523–542 hp; 390–405 kW) at 6,400	570 PS (562 hp; 419 kW) at 6,800
Torque at rpm	583–588 N⋅m (430–434 lb⋅ft) at 3,200–5,200	607–628 N⋅m (448–463 lb⋅ft) at 3,200–5,800	633 N⋅m (467 lb⋅ft) at 3,300–5,800
Redline	7,000 rpm		7,100 rpm
Transmission	6-speed DCT
Shift time	150–200 milliseconds
Chassis	Nissan Premium Midship
Kerb weight	1,740 kg (3,836 lb)	1,735–1,745 kg (3,825–3,847 lb)	1,785 kg (3,935 lb)
Weight distribution	54 : 46 (front : rear)
Suspension	Bilstein, double wishbone (front), multi-link (rear), electronically adjustable dampers
Brakes	Brembo, 6 (front), 4 (rear) piston calipers, full-floating, ventilated and drilled rotors
Coefficient of drag	0.27 Cd	0.26 Cd

Engine

The VR38DETT engine

See also: Nissan VR engine

The GT-R is powered by the VR38DETT engine, a 3,799 cc (3.8 L; 231.8 cu in) 60° degree DOHC V6 engine – which is shorter than other V6 engines and benefits weight distribution. The engine is based on the VQ engine, but thoroughly modified to improve performance and suit the car. It featured the innovative hybrid wet/dry-sump pressurized lubrication system, controlled thermostatically to withstand high g-force and closed-deck construction increase stiffness. Cast iron cylinder liners are replaced by a 0.15 mm (0.0059 in) layer of plasma transferred wire arc sprayed cylinder bores, reducing friction for the piston rings to slide on when the piston moves up and down during the power cycle. Two parallel Ishikawajima-Harima (IHI) turbochargers provide forced induction, boosting more than 0.7 bar and its turbine housing is integrated into the exhaust manifolds to minimize lag, decrease weight and improve vehicle balance. The engine was originally rated at a manufacturer-claimed engine output of 353 kW (473 hp) at 6,400 rpm and 583 N⋅m (430 lb⋅ft) of torque at 3,200–5,200 rpm, making it the most powerful engine fitted to a Japanese production vehicle at the time. The engine is complied with California Air Resources Board Ultra Low Emission Vehicle (ULEV) standards. It features 24 valves controlled by dual overhead camshafts (2 per cylinder head) with intake only variable valve timing. The engine with a block made out of cast aluminium, has a feedback control system which changes air fuel ratio depending on the engine load which reduces fuel consumption. Fully equipped with catalytic converters, turbochargers, engine accessories, front differential assembly and turbo outlet pipes, the engine weighs 276 kg (608 lb). Notable features of the VR38DETT include,

• Continuously variable valve timing control system (CVTCS) on intake valve.
• Aluminium cylinder block with high-endurance/low-friction plasma-sprayed bores.
• Iridium-tipped spark plugs.
• Electronic drive-by-wire throttle.
• Multi port fuel injection.
• Pressurized lubrication system with thermostatically controlled cooling and magnesium oil sump.
• Fully symmetrical dual intake and low back-pressure exhaust system.
• Secondary air intake system to rapidly heat catalysts to peak cleaning efficiency.
• 50 State LEV2/ULEV.

The engines are hand built by five trained mechanics called "Takumi Craftsmen" in a dust proof, temperature controlled room at Nissan's Yokohama plant. Names of these mechanics are badged on every engine built. Each engine takes approximately 8.3 hours and 300 components to be fully assembled. Approximately 13 engines are built every day in a single shift. The cars are built at Tochigi plant on a shared production line. End of the production process, every single GT-R is test driven by a professional driver around Nissan's test track.

Model	Year	Output	Torque	Source
CBA–R35	2007–2009	353 kW (480 PS; 473 hp) at 6,400 rpm	583 N⋅m (430 lb⋅ft) at 3,200–5,200 rpm
	2009–2010	357 kW (485 PS; 478 hp) at 6,400 rpm	588 N⋅m (434 lb⋅ft) at 3,200–5,200 rpm
DBA–R35	2010–2012	390 kW (530 PS; 523 hp) at 6,400 rpm	607 N⋅m (448 lb⋅ft) at 3,200–5,200 rpm
	2012–2016	405 kW (550 PS; 542 hp) at 6,400 rpm	628 N⋅m (463 lb⋅ft) at 3,200–5,800 rpm
4BA–R35	2016–present	419 kW (570 PS; 562 hp) at 6,800 rpm	633 N⋅m (467 lb⋅ft) at 3,300–5,800 rpm

Drivetrain

ATTESA E-TS Pro all-wheel-drive system

See also: ATTESA E-TS

The GT-R is the first ever rear mounted independent transaxle all-wheel-drive vehicle. The transaxle consists of the transmission, clutches, centre and rear differential. Placed on the rear axle, it helps balance the weight of the engine up front and improves the front-to-rear weight distribution to 54:46. Transmission of the car is an exclusively developed, six-speed BorgWarner co-designed GR6Z30A type dual-clutch transmission. It is hand built by Takumi Craftsmen in a specialized room, similar to the engine assembly room at Nissan's Aichi Kikai plant in Nagoya. Shifting gears in just 0.15–0.2 seconds, it is one of the fastest gear shifting transmissions fitted to a production vehicle. Nissan claimed they chose a DCT over the traditional manual transmission because of its significant performance advantage, high demand, better fuel efficiency, favouring the advanced technologies featured in the car and being the precise choice for meeting regulation and emission standards. This particular DCT is used in conjunction with the unique ATTESA E-TS Pro all-wheel-drive system, providing power to all four wheels with minimal loss and controlled by the built-in Vehicle Dynamics Control (VDC) to aid in handling and stability. Three shift modes can be selected from the drive mode selector: "R-mode" provides maximum performance of the six-speed dual-clutch transmission, "Normal-mode" is recommended for typical daily driving, and "Save-mode" is recommended for maximizing fuel economy, and driving on slippery surfaces, such as on snow or ice. Gear shifting is controlled automatically or manually through paddle shifters.

The ATTESA ET-S Pro all-wheel-drive system used in the GT-R, is a different implementation to the version used in Skyline GT-R models. Unlike the previous versions which relied heavily on mechanical feedback, this updated system uses hydraulically actuated clutches and electronic sensors. This system is a rear biased all-wheel-drive system, providing incredible handling and stability at high speeds. In normal conditions, it provides 100 percent power to the rear wheels through the main carbon-composite propeller shaft. In situations with limited traction available to the rear wheels, such as in heavy acceleration and cornering, the separated additional propeller shaft sends torque from the transfer case to the front differential, resulting in a 50:50 front to rear power distribution. An open type differential distributes power in the front, and a 1.5 way multi-disc mechanical limited-slip differential does so in the rear. In addition to these mechanical components, the car is also capable of managing slip angles. Automatically braking either of the front wheels occurs when slip is detected in order to send power to the other front wheel, so as to mimic the functionality of a mechanical limited slip differential. The Vehicle Dynamic Control (VDC), is offered with three different modes: "R-mode" for performance driving conditions such as on track and dragstrip, lowering traction control sensitivity but does not fully turn off, "Normal-mode" for daily driver use, and "Off-mode" which turns off both traction control and electronic stability control entirely, recommended for skilled driver's hardcore driving, such as for time attacks.

Chassis

GT-R cutaway model, showing Nissan Premium Midship platform

The GT-R has a curb weight of 1,740–1,785 kg (3,837–3,935 lb) distributed 54 percent to the front and 46 percent to the rear, providing greater stability. The car is the first and so far the only model built on the Premium Midship (PM) platform, an evolution of the Front Midship (FM) architecture introduced in the Skyline (V35). Its chassis utilizes hybrid unibody construction using a combination of steel, carbon fibre, and die-cast aluminium. It primarily uses a conventional steel monocoque but with Alcoa aluminium subframes and suspensions. The door frames are die-cast aluminium, and the bumpers are made of lightweight polypropylene. The front cross-member, radiator support and rear diffuser are made of carbon-fibre to strengthen the structure and reduce weight. Many body panels are made of aluminium sheets, such as the bonnet, boot lid and door shells. Outer body panels are stamped using a multiple-strike coining process in order to add rigidity and precision.

The car is fitted with an active suspension system, called "DampTronic", which contains Bilstein designed electronic adaptive dampers and manufactured by Yorozu Corporation. Onboard computers adjust the suspension components every one hundredth of a second, evenly distributing the mass for all four wheels and maximizing tyre contact for better grip, under heavy acceleration, braking and cornering. It was the first production vehicle to feature such a suspension system. The DampTronic system allows the driver to select three different suspension modes from the mode selector: "R-mode" for maximum performance required on track and dragstrip, "Normal-mode" for daily driver use, and "Comfort-mode", which softens the dampers and improves ride quality, recommended for long-distance driving. The car features 20-inch 15-spoke forged lightweight aluminium alloy wheels manufactured by Rays, originally wrapped up with exclusively developed Dunlop SP Sport Maxx GT 600 DSST CTT run-flat tyres, Bridgestone Potenza RE070R run-flat tyres were also offered for earlier models. Each wheel features a knurling around the inside of the rim in order to keep the tyres from slipping on the rim due to heavy acceleration and braking. Brakes are Brembo monoblock six-piston ventilated brake callipers with 390 mm (15.35 in) rotors at the front, and four-piston callipers with 381 mm (15.0 in) rotors in the rear. They are full floating, cross drilled two piece rotors, fitted with low steel and high stiffness brake pads. Carbon ceramic brake rotors were offered in some of the special variants, which are the largest brake rotors ever fitted to a Japanese production vehicle.

Exterior

Rear view of the GT-R, showing signature four round taillights, first offered in 1972 on the Skyline C110

According to chief design director, Shiro Nakamura, "aero blade" front fenders, blackened A-pillars and the slopping roofline of the GT-R are inspired by the giant robots of the Gundam series. Nakamura stated: "The GT-R is unique because it is not simply a copy of a European-designed sports car; it had to really reflect Japanese culture". Nissan's American designers sculpted the rear three-quarters of the vehicle, while their European designers sculpted the roofline. Nissan developed a 6-stage paint process with a double clear coat and chip-resistant paint for use in critical areas of the chassis. An optional liquid-effect finish employs a hand-polished 8-stage process with product-specific colours, such as the original Super Silver metallic paint, with three layers of clearcoat.

The car features an overall muscular, sharp and a boxy body design. Despite being a bulkier body design compared to its rivals, it provides high-downforce and less–drag through its smoother air flow over the overall body. Up front, NACA ducts were placed on the hood, which scoops in clean air in order cool the engine compartment. Side front fender air vents also improves the airflow around the tyres, while cooling the engine. Front bumper edges are sharpened and features air ducts and vents to improve downforce while cooling the brakes. Overall front end of the car features an aggressive look, the rear end carries on the signature four round taillights from its predecessors. The rear end also features air ducts and vents for further brake cooling and generates a smoother air flow to minimize drag. A body-coloured rear spoiler, whereas some special editions had a dry carbon-fibre rear spoiler, in order improve rear downforce. The GT-R has a 315-litre rear boot, an under body made out of carbon-fibre panels, smoothens the air flow under the car. The car is fitted with LED headlights, automatic on/off headlights, LED daytime running lights, LED taillights and brake lights, dual-heated body-colour power wing mirrors, power-folding side mirrors, flush-mounted aluminium door handles, four 5-inch titanium exhaust outlets with polished tips and UV-reducing solar glass. The GT-R generates more than 80 kg (176 lb) of downforce at 300 km/h (186 mph) on both ends, while maintaining a drag coefficient of Cd=0.26–0.27. Becoming the first production car to feature such an aerodynamic efficiency.

Interior

Interior (2017 facelift)

The GT-R has a hand stitched premium leather interior, embedded on the dashboard, steering wheel, door panels, centre console and seats. Motor Trend claimed the car has one of the most finely crafted interiors despite its marginally lower price. Carbon-fibre is used in the centre console and in the gauge cluster, which features an analog speedometer, fuel meter and tachometer with a redline of 7,000–7,100 rpm. Digital displays featuring traveling speed, gear, fuel economy and distance calculations. GT-R badged steering wheel contains volume controls and cruise control buttons. Magnesium paddle shifters are on the wheel column in earlier models and on the steering wheel in post 2017 facelifted models. The instrument cluster is angled towards the driver, featuring air conditioning controls, audio set-up controls and drive mode selectors. Centre console features the engine start/off button, leather–wrapped shift liver, parking brake and an armrest with a small storage area inside and a USB port. The car is fitted with an 11-speaker Bose sound system.

The customizable multifunction display integrated into the dash, has its roots in the Skyline GT-R R34

Polyphony Digital, creators of the Gran Turismo motor racing video games, were contracted to design the multifunction display. It features a detailed log of the driving behavior, speed, g-force, fuel economy and more. Details of mechanical information such as the turbo boost, water and engine oil pressure, transmission oil, front and rear drive distribution, steering angles, braking and acceleration pressure, and optimal gearshift mapping for better fuel economy, satellite navigation and audio controls as well.

Variants

Main article: Nissan GT-R variants

The GT-R Black Edition, introduced as the first trim level, featured exterior and interior performance upgrades over the standard model. Notable features included lightweight wheels, a carbon-fibre rear spoiler, and Recaro bucket seats inspired by the SpecV. Retaining the original car's mechanical specifications, the Black Edition featured enhanced handling akin to the GT-R SpecV. Re-introduced in 2016 with minimal changes, such as Recaro seats, it was primarily marketed in Japan and the United Kingdom. The GT-R Track Edition, launched in 2013, was a high-performance variant similar to the SpecV and Black Edition. It featured weight-saving measures, such as the removal of rear seats, along with improvements like stiffer suspension, carbon-fibre air inlets, titanium exhaust, enhanced brake cooling, a unique front spoiler, and Recaro black and grey leather seats. The 2019 update incorporated the GT-R Nismo's drivetrain, delivering increased power, improved acceleration, and a refined independent suspension setup. Notably, it was 25 kg lighter than the standard GT-R.

The GT-R Nismo, introduced in 2014, was a higher-powered and track-focused model. With larger turbochargers, revised ignition timing, and aerodynamic enhancements, it produced 600 PS and 652 Nm of torque. Featuring a Nismo-tuned suspension, carbon-fibre components, and increased downforce, the Nismo edition demonstrated improved performance and reduced weight. The 2019 update further refined the model, enhancing acceleration, handling, and reducing overall weight by 25 kg. In 2023, the GT-R Nismo received significant performance upgrades for the 2024 model year. Notable improvements included a front mechanical limited-slip differential, a swan neck rear wing, revised aerodynamics, and carbon-fibre bucket seats. Additionally, the Nismo Appearance Package introduced exclusive exterior features.

The GT-R T-spec, launched in 2021, offered exclusive upgrades and changes, drawing inspiration from the first GT-R concept. Available in Millennium Jade and Midnight Purple exterior colours, it featured performance enhancements, including carbon-ceramic brakes, wider front fenders, a unique carbon-fibre roof, and interior refinements.

Several special editions, such as the SpecV, Egoist, Gentleman Edition, Midnight Opal Special Edition, 45th Anniversary Gold Edition, GT-R50, Naomi Osaka Edition, 50th Anniversary Edition, and Nismo Special Edition, highlighted unique designs, limited production runs, and commemorated milestones in the GT-R's history. Each edition featured distinctive characteristics, ranging from performance upgrades to exclusive cosmetic enhancements.

Multiple one-off editions, including the GT-R Bolt Edition, Nismo Fastest Drift record car, Predzilla, Tomica 50th Anniversary GT-R, and a collaboration with McDonald's in Japan, showcased the GT-R's adaptability for special occasions, charity events, and collaborations.

The GT-R/C, developed to celebrate Gran Turismo Sport's release and Nissan's two-decade involvement in the gaming series, featured extensive modifications for remote control operation. Driven by Nismo athlete Jann Mardenborough using a DualShock 4 controller, it demonstrated remarkable speed and agility.

Performance

Nissan GT-R at Goodwood Festival of Speed

Although the GT-R is heavy and bulky compared to its competitors, its innovative all-wheel-drive system and active suspension utilize the weight to its advantage. The unconventional body design maximizes downforce and minimizes drag, resulting in exceptional acceleration, cornering and handling capabilities. Many automotive publications have expressed, "the GT-R defies the laws of physics" to describe its performance.

Originally, Nissan claimed the GT-R can attain a top speed of 315 km/h (196 mph), but Motor Trend recorded a top speed of 313.8 km/h (195.0 mph) with the original 2009 model year GT-R. Edmunds held the first ever performance test using a customer-spec GT-R in Japan, achieving a 0-97 km/h (60 mph) time of 3.3 seconds and a quarter-mile time of 11.6 seconds. It was the quickest production car they had ever tested. The car was capable of achieving much superior performance figures in tests conducted by other automotive magazines. Owners expressed concerns that duplicating the times achieved in these tests would void their factory warranty. Mizuno indicated that he has never used the term "launch control", which refers to the act of turning off Vehicle Dynamic Control (VDC) and launching the car at around 4,500 rpm. However, then-Nissan director of product planning officer, John Wiener stated in an interview with Jay Leno that "we [Nissan] actually offer a 'launch mode'". The GT-R user's manual states that turning off the VDC is only meant for escaping low-traction situations such as mud or snow. However the manufacturer themselves used to turn off the VDC during official hot laps and time attacks. In 2010, Nissan re-programmed the GT-R to reduce engine speed at launch to around 3,500–4,000 rpm with VDC enabled, which was meant to improve acceleration times. The revised programming was also installed in unsold 2009 model year models that were still in their inventory, was also available for existing 2009 vehicles.

The re-programmed GT-R had a launch mode called "R-Mode Start". Enabled by pushing the three buttons up, transmission, suspension and VDC. The system allows a maximum of 4 consecutive hard launches before locking itself out, after which can be unlocked by driving normally for 2.4 km (1.5 miles). Combined with the "R-Mode Start", the GT-R retained its original performance, which set the Guinness World Record for the fastest accelerating four-seater production vehicle. Nissan offered numerous upgrades for later model years, which saw significant improvements in acceleration figures, top speed, and Nürburgring lap times.

Performance table

See also: List of fastest production cars by acceleration

Model Type (Calendar years)	GT-R CBA–R35 (2007–2010)	GT-R DBA–R35 (2010–2012)	GT-R DBA–R35 (2012–2016)	GT-R 4BA–R35 (2016–present)
0-97 km/h (60 mph)	3.2 sec	2.8 sec	2.7 sec
0-160 km/h (100 mph)	7.6 sec	7.1 sec	6.7 sec
0-200 km/h (124 mph)	11.3 sec	11.0 sec	10.5 sec
400 m (1⁄4 mi)	11.3 sec at 200 km/h (124 mph)	11.0 sec at 200 km/h (124 mph)	10.7 sec at 204 km/h (127 mph)
1,000 m (0.62 mi)	21.5 sec at 249 km/h (155 mph)	20.9 sec at 254 km/h (158 mph)	20.4 sec at 258 km/h (160 mph)	20.2 sec at 261 km/h (162 mph)
Lateral acceleration	1.04g	1.06g
Braking (113–0 km/h (70–0 mph))	44 m (145 ft)
Nürburgring Nordschleife lap time	7:26.7 minutes	7:24.2 minutes	7:18.6 minutes	–
Top speed	318 km/h (197 mph)	320 km/h (199 mph)	324 km/h (201 mph)	328 km/h (204 mph)
Sources:

In 2013, in a joint project between Nissan Russia and LAV Productions, the 2012 model year GT-R set an unofficial national ice speed record for a production car at the Lake Baikal, in southern Siberia, Russia. The record was set by Russian racing driver Roman Rusinov, with a trap speed of 294.8 km/h (183 mph). This lake is considered as the deepest lake of the world. According to Nissan, the record car was in standard specifications with factory standard Bridgestone tyres.

Nürburgring Nordschleife lap times by Nissan

See also: List of Nürburgring Nordschleife lap times

GT-R Nismo prototype, set the lap times at the Nürburgring Nordschleife

Nissan has published numerous lap times for the GT-R around the Nürburgring Nordschleife. Due to its demanding nature, the "iconic" racetrack played a pivotal role in the development and served as a performance benchmark for the GT-R. Over the years, Nissan conducted numerous time attacks for the car around the Nordschleife, pitting it against Porsche and Chevrolet in pursuit of setting the fastest lap time for mass-produced cars, which garnered attention from the automotive media. Both manufacturers, fielded their respective sports cars, the 911 and Corvette, and consistently engaged in lap time battles against Nissan. The lap times of the GT-R were often navigated by development driver Toshio Suzuki, using factory-standard Dunlop SP Sport Maxx GT 600 DSST CTT run-flat tyres.

Having set a lap time of 7:38.54 minutes in damp conditions before the official launch, Nissan returned to the Nordschleife with the GT-R in April 2008 with a lap time of 7:32 minutes. Observed by Best Motoring, the GT-R set a lap time of 7:29.03 minutes. Porsche accused Nissan of overstating the performance of the car in September, said they conducted a test of a customer-spec GT-R and recorded a slower time of 7:54 minutes, apparently implying that the car was not as fast around the track as it was claimed. In October, Nissan added the car was in standard specifications, equipped with factory standard tyres and implied that Porsche's driver was not as talented as theirs. In the following year, the GT-R with performance upgrades to the 2010 model year, improved its lap time to 7:26.70 minutes.

In September 2010, Nissan returned to the Nordschleife and set a lap time of 7:24.22 minutes in its first attempt in damp conditions. Due to poor track conditions, the car could not further improve its lap time and settled down with the latter lap time. According to Nissan, the GT-R improved its Nordschleife lap time again in October 2012 to 7:19.1 minutes, by due to the 2013 model year improvements. Nissan claimed that it lost half a second due to traffic, making a potential lap time of 7:18.6 minutes possible, which would equal the limited-production 911 GT2 RS.

At the end of September 2013, testing was finalized for the GT-R Nismo and the development team was aiming to set a lap time under 7:10 minutes. In his second attempt, Nismo racing driver Michael Krumm recorded a lap time of 7:08.679 minutes and achieved a peak speed of 310 km/h (193 mph) on the Dottinger Hohe uphill straight. Nismo engineers confirmed the car had several modifications, later sold as N-Attack Package, the not road legal parts used were offered as optional extras. The team invited Car and Driver journalist, Tony Quiroga for a lap around the track. Krumm again navigated the GT-R Nismo with the journalist on the passenger seat and posted a lap time of 7:19.46 minutes.

Independent Nürburgring Nordschleife lap times

The car has set independent Nordschleife lap times as well, conducted by automotive publications and navigated by journalist drivers. In a test conducted by Drivers Republic, the GT-R and 911 GT2 set lap times of 7:56 minutes and 7:49 minutes respectively in partially damp conditions. The publication had no doubt that the GT2 could achieve the factory lap time of 7:32 minutes, but not the customer GT-R going faster than 7:41 minutes in spite of the 7:29 minutes of factory claim, although it used the less stickier, Bridgestone summer tyres and stability control.

The German magazine Sport Auto recorded a lap time of 7:50 minutes in a GT-R supplied by Nissan during an initial short test in 2007, in partially damp conditions. In 2009, in a full "Supertest", Sport Auto recorded a lap time of 7:38 minutes, driven by Horst von Saurma it was 11 seconds slower than the official claim. It was also identical to a lap time of Corvette ZR1, recorded later by the same publication. In a test with the 2011 facelifted GT-R, they recorded a lap time of 7:34 minutes, also driven by Saurma it was only 10 seconds slower than the official claim.

Reception

World Performance Car of The Year, Car of The Year Japan and Motor Trend Car of the Year awards (from left), few of the notable accolades won by the GT-R

The GT-R has generally received positive reviews from automotive publications and enthusiasts, particularly for its acceleration and handling. The car has received criticism for the choice of interior materials and lack of a manual transmission.

Magazines

Motor Trend referred to it as, "Godzilla" in their reviews, tests and drag races. In the first acceleration test in 2009, they praised its launch control system, stating "BAM! The GT-R leaves the line like an arrow from a cross-bow. The rear tyres spin for a little over a foot, the fronts never visibly slip. The acceleration screen on the centre dash confirms the test equipment's assertion that longitudinal acceleration of at least 1.0 g persists for almost two seconds. No wonder the forged-aluminium rims have little knurled ridges to keep the tyre beads from slipping." Further added, "[the GT-R] appears to dodge the laws of physics", but was criticized for not being offered with a manual transmission and interior quality, nevertheless it was named as the 2009 Motor Trend Automobile of the Year.

Car and Driver gave the GT-R a positive verdict, claimed "Prejudged on its specs, the GT-R is winning on appeal", praised its acceleration and handling performance, as well as its practicality. Edmunds claimed, "the Nissan GT-R delivers true supercar performance in a user-friendly package for less coin than a base Porsche 911", further added "it can get you to 60 mph faster than any Ferrari or Lamborghini currently in production". Top Gear magazine claimed, "This car is the greatest performance bargain of this or any other century, and is one of the most incredible cars of any kind ever built. For the price of a BMW M3, you have a four-wheel-drive, super-high-tech, all-weather, 195mph supercar with tremendous ability on all roads and an almost impossibly cool image. And a boot".

In the first performance test held by Road & Track, they praised the smoothness of its engine's power delivery as well as the lack of turbo lag. They added its brakes could be used to induce oversteer, noting that "steering effort is light, and the all-wheel-drive system takes much of the drama out of exiting corners". Regarding the practicality of the car, the magazine states, "There is plenty of room for a big guy and a back seat that can be used by shorter folks. The ride is on the harsh side, even with the suspension setting switched to full comfort. The various screens of the monitor are neat, though some of the materials here could be better." The magazine on conclusion states, "[the GT-R] might well be considered the most exotic car on the planet".

Autocar magazine's, Chris Harris criticized the GT-R for having a harsh/uncomfortable ride quality, he added "with the three-way dampers set to hard, it is undriveable", but praised its performance and drivetrain, "There is only one performance car with a better powertrain than the GT-R, and it is made by Bugatti at considerable cost. With the double-clutch gearbox set to automatic you only feel a slight judder from first to second and thereafter it is, for want of a less sickly phrase, seamless". Also "there is real sophistication to the way it handles. And unlike its predecessor, the R35 does not just spit you in to oversteer. It simply catapults you away from slow turns". The motor journalist gave a conclusion, stating "I want one now! If you cannot wait for a UK car some time next year then you will need to personally import one. But believe me: if you are after the ultimate performance weapon of the moment, there is every reason to. This is the best value performance car on the planet".

TV series

In series 11 of the British motoring show Top Gear, Jeremy Clarkson described the GT-R's performance, saying its "acceleration is blistering, it is just savage!". Also complimented its cornering performance, he added "they have not built a new car here, they built a new yardstick", it corners faster than electricity". He was forced to end his test drive prematurely, because of its cornering speed causing him to pull a muscle in his neck at Fuji Speedway. In another episode of Top Gear, James May tested its launch control system. Following his first run using launch control, he stated "that is tremendous, I have never gone off the line that well in a car". Clarkson added "there is no car that accelerates when you look from 30 yards like this one does". In an episode of Fifth Gear, Jason Plato praised its acceleration and cornering performance, stating "it is a great car, it is fantastic fun, it is great value for money, we like it, we like it a lot". Jay Leno, in his television show, also praised its performance and overall practicality as a sports car.

Accolades

Year	Award	Category	Result	Ref.
2007	Top Gear Awards	Sports Car of The Year	Won
2008	Autocar Awards	Driver's Car of The Year	Won
	Evo Magazine Awards	Car of The Year	Won
	Auto Express Awards	Sports Car of The Year, Performance Car of The Year	Won
	Car of The Year Japan Awards	Japan's Most Advanced Technology	Won
	Vehicle Dynamics International Awards	Car of The Year	Won
	Japanese Performance Awards	Car of The Year	Won
	Performance Car Awards	Car of The Year	Won
	Car Magazine Awards	Best Car of The Year	Won
	Popular Mechanics Awards	Automotive Excellence Design	Won
2009	Automobile Magazine Awards	Automobile of The Year	Won
	What Car? Awards	Performance Car of The Year	Won
	MotorWeek Drivers' Choice Awards	Performance Car of The Year	Won
	Motor Magazine Awards	Performance Car of The Year	Won
	Edmunds' Inside Line Editors' Most Wanted Awards	Instant Classic of The Year	Won
	Motor Trend Awards	Car of The Year	Won
	Popular Science Awards	Grand Auto Tech of The Year	Won
	Road & Travel Awards	International Car of The Year	Won
	World Car Awards	World Performance Car of The Year	Won
2010	Evo Magazine Awards	Car of The Decade	Won
2011	Motor Magazine Awards	Performance Car of The Year	Won
2014	Edmunds' Top Rated Vehicle Awards	Most Popular Premium Sports Car of The Year	Won
2017	Autobytel Awards	Buyer's Choice of The Year	Won

In addition to these accolades, the GT-R has also set Guinness World Records for the fastest accelerating four-seater production car, ice speed record for a production car as well as the fastest drift speed record. In 2010, it was named as having one of the best resale values of any sports car by Yahoo!. Top Gear, Auto Express and Car Connection entitled the GT-R as one of the best performance cars in 2015. Car Connection, again claimed the GT-R as one of the best performance cars in 2019. In 2021 and 2022, Autocar and Auto Express named it as one of the best hardcore sports cars. Road & Track mentioned the GT-R as one of the best daily drivers, while Evo Magazine claimed it as one of the best coupes in 2022. Carwow temporarily named the GT-R as one of the best sports cars of 2023. Car and Driver listed it as one of the best luxury sports cars of 2024.

Motorsport

Main article: Nissan GT-R in motorsport

See also: Nissan GT-R LM Nismo

Nissan GT-R safety car in the Super GT series

The GT-R upheld its predecessor's exceptional pedigree in motorsports, competing across a range of racing disciplines and attaining success. Notable motorsport achievements came through from its participation in sports car racing, including championship triumphs in the approvingly competitive FIA GT1 World Championship, GT World Challenge and in the Super GT series. As well as in endurance races, consistently vying at the top in the Bathurst 12 Hour, Nürburgring 24 Hours, Spa 24 Hours among others. The car was used as official safety cars in numerous motorsport events, such as in the Super GT series, FIA GT1 World Championship, British Superbike Championship, and in the Supercars Championship as well.

Further reading

• Gorodji, Alex (2008). Nissan GT-R: Legendary Performance, Engineering Marvel. Minneapolis: Motorbooks. pp. 192 pages. ISBN -978-0-7603-3036-4.
• Gorodji, Dennis (2009). Nissan GT-R Supercar: Born to Race. Dorset: Veloce Publishing. pp. 224 pages. ISBN -978-1-8458-4221-5.
• Sommer, Nathan (2019). Nissan GT-R (Illustrated ed.). Minnesota: Bellwether Media Publishing. pp. 24 pages. ISBN -978-1-6448-7011-2.

External links

• Official website (Japan)
• Nissan GT-R official global site Archived August 8, 2018, at the Wayback Machine