If you’re a professional critique of something whether it would be movies, food or cars, there’s an inherent danger finding perfection. The car you’re looking is the 2010 GT-R. Finally introduced to the U.S.A. last year as an 09 model. And in case you’re not familiar with Nissan’s instantly iconic supercar, it’s positioned at the color opposite end of the lineup from the Versa.
Spending four exuberantly exciting days commanding this red rocket was pure driving heaven. Quickly familiarizing myself with the GT-R somewhat complex cockpit, I timidly setout for my favorite rule roads. The car with V specs commands respect after all but before I even got out of the city, I was completely at ease with the GT-R’s benign behavior. Stepping at the throttle just to see what was there produce subject engine sounding, intake sounds, whirling turbos and the mechanical clunk from the rear transaxle. Just for a quick burst, I knew the GT-R was going to be the fastest car I had ever driven. And indeed with a zero to 60 time of 3.3 seconds, the GT-R is faster than a Corvette ZR1, Porsche 911Turbo and a host of other fame supercars from Italy and elsewhere.
The quarter mile doesn’t relent either, 11.5 seconds of 124 miles per hour. Simply amazing for a car so everyday usable, so much show that after you’re ended for a while just trotting around town, you might just think you’re behind the wheel of a Maxima. The GT-R’s mechanical specs resembled a makeup of a top athlete, the A-Rod of sports cars if you will, minus the huge price tag. There are the IHI Twin Turbos, Bilstein electronically controlled shock absorbers, a dual-clutch transmission, knurled wheels to hold the tires in place, 15-inch rotors and Brembo brakes and a rear-biased all-wheel drive system. And this bank of switches provides driver control to damper settings, transmission mapping and the VDC threshold.
The hardcore settings are indicated with an R and when they are all in that mode, you’re left foot is pressing on the brake while your right foot is bringing up the revs a blistering launcher ways. Unlike any car I’ve ever driven, the GT-R’s acceleration after a brief initial spooling of power is astonishing. No magnificent wheel spins or waging of the tail, just mind blowing speed delivered as straight as an arrow. It should be noted that the owners’ manual admonishes owners about killing the VDC. When it is shut off, a black box records it and you’re warranty is no longer valid for that timeframe. So, use or more appropriately, don’t use at your own risk. And don’t think for a minute that straight ahead is what the GT-R does best. Taking on these challenges in front of driving routs, the GT-R connects driver to road more astutely and with levels of power you won’t find in combination anywhere else. The electronic all-wheel drive allows for playfully controlled power slides and acts of speeds are as impressive as the G define braking.
The hand built 3.8-liter V6 makes a clean 485 horsepower and 434 pound-feet of torque to move the cars 3900 pounds. If that seems heavy in light of the use of aluminum and carbon fiber in the body, you’d never know it. This car place light on its feet and never feels out of control. The 2010-model has been tweak slightly with five additional horsepower, a revise suspension, updated wheel finishes, and standard front seat and roof mounted curtain air bags.
It still comes available in base and premium trims with a base price of $82,000.00. This premium model with the carpeted floor mats and cold weather package adding all season run flats, comes in $84,320.00. The select Nissan dealers who sell the GT-R had been known to mark them up but a quick stop into my local shop showed a car identical to this one on the showroom floor with nothing added to the price. This then is the biggest performance bargain ever. There’s not even a gas guzzle tax with EPA numbers at respectable 16 mpg city and 21 highway. As the Nissan—proudly proclaims, “The legend is real.”