In terms of #ZeroCompetition – The GT-R’s performance really does stack up amazingly well versus almost any other hypercar.
To have an Audi R8 that can really compete takes the V10 Plus S-tronic AWD – and a $180k price.
Similar story with the Porsche 911 Turbo – which bases for around $150,000, but is easy to spec up to $180k once all is said and done.
The only surprise listing? The Jaguar F-Type V8 S – which is quoted by ChromeData as delivering a cool 495-horsepower in U.S. spec. This bodes well for a 600HP R-S eventually from Jag!
Amazing. Such cool cars.
But in terms of raw performance ability, even the $200,000 competitors all lack either pace or a back seat. AWD really sets the GT-R apart in this rarefied league of supercars, because rear-drive has been most popular for any exotic until very recently.
The GT-R effect?
The new Z06 offers an automatic transmission or an eight-speed manual – but still just sent to those back tires. Therefore, the GT-R almost scoffs at hard-earned performance gains from Aston Martin and all the rest.
One simple extra tweak, and the GT-R appears to be able to keep cutting its 0-60MPH sprint time down to just a blink.
The real threat on the horizon comes from Lamborghini’s Huracan.
So, warp drive has always been a GT-R mainstay – but the goals of the 2014 line are to identify buyer goals better:
— Premium (base model and my choice) – relatively standard components, reliable, durable, affordable to service and do big all-weather miles in.
— Black Edition – detail tweaks to the setup, including tires that shudder at most freezing snow or temps, but some contrast-grey carbon-fiber pieces for thrill-seekers
— Track Edition – this is the Boss302-style stat-maker. Laguna Seca? Mt Fuji? Silverstone?
Yep, this is the GT-R for you.
Have a hunch that exhaust notes for the GT-R NISMO and perhaps even the new 2014 model will be much more vocal. The current blat is not particularly memorable versus the GT-R’s massive G-force range.
In a twenty minute drive last summer, I almost could not believe how great the GT-R felt in my hands. Despite being a large force of mass, the car is so, so extremely rigid on a chassis stiffness basis.
Not the suspension, mind you, just the body-in-white. I would love to know the stats. Stronger than the 25,000Mhz twist strength of the 1990’s Mercedes-Benz E-Class?
Based on how it feels, I would say GT-R is probably much more rigid than any luxury or sports car – perhaps at any price.This bodes extra well for the forthcoming 2015 NISMO GT-R.
Chassis bracing is a big part of the NISMO strategy, along with a totally holistic view of how to increase overall performance.
Clarification: In previous articles, I have larely credited NISMO with the amazing R35 GT-R. In fact, the GT-R is primarily handled by Nissan’s smartest engineers.
Until very recently, NISMO has been a small operation focused on… you guessed it… racing. =]
Not a large distinction, but credit where credit is due, right?
Here are the specs of my $108,000 GT-R with Super Silver Special Metallic Paint.
|Version||2014 Nissan GT-R® Premium||$99,590|
|Transmission||Dual Clutch 6-speed with Paddle Shifters||Included|
|Exterior ColorChange||No Preference||–|
|Interior ColorChange||Red Amber Semi-Aniline Leather Appointments||Included|
|PackagesChange||Premium Interior Package View DetailsCold Weather Package View DetailsSuper Silver Special Metallic Paint View Details||$4,000N/C$3,000|
|AccessoriesChange||GT-R® Carpeted Floor Mats (2-piece set) View DetailsWheel Locks View Details||$285$44|
|Other||Destination & Handling||$1,595|