2009 Nissan GT-R test drive

In recent months, we have been inundated with bargain supercars. First there was the $112,000 Audi R8, then the $105,000 Chevrolet Corvette ZR1. Now we have the 2009 Nissan GT-R, which features twin-turbo power, computer-controlled all-wheel-drive, and a 0-60 time under three and a half seconds, all for about the same price as a nicely-loaded BMW 550i. Is the GT-R a bargain that's too good to be true? Read on. $77,840 base, $80,090 as tested, EPA fuel economy estimates 16 MPG city, 21 MPG highway.

First Glance: From the Playstation to the driveway
Among car geeks like me, the Nissan GT-R is the stuff of legend. Nissan has been selling this all-wheel-drive techno-wonder in other markets (including Japan and Europe) for almost two decades. Here in the US, the Skyline GT-R (as it was formerly known) is an arcade-game staple, and frankly, most of us never expected to see the real thing come Stateside -- and yet here it is.

So what, exactly, is the GT-R, besides total drool-fodder? Well, let's start at the front, where you'll find a 480 horsepower twin-turbocharged 3.8 liter V6 engine (link goes to photo). To better aid weight distribution, the GT-R's transmission is in the back; it's a twin-clutch automatic similar to Volkswagen/Audi's Direct Shift Gearbox (DSG). (For more on how twin-clutch transmissions work, go here.) All-wheel-drive is provided via Nissan's computerized ATTESA ET-S (Advanced Total Traction Engineering System for All-wheel-drive Electronic Torque Split -- aren't you sorry you asked?) system. Two versions of the GT-R are offered: Base ($77,840) and Premium ($80,090) the latter with side and side-curtain airbags, Bose stereo, heated seats, and tires that offer a slightly smoother ride.

For all its sophisticated hardware, the GT-R is surprisingly subtle on the outside. My bright-red GT-R didn't attract much attention from John Q. Public (or, thankfully, Johnny Law), but car fans (and video game junkies) knew what it was right away -- those round taillights are a dead giveaway.

In the Driver's Seat: Everything you want to know
The GT-R's interior is serious, somber, and a bit difficult to get excited about. The front seats have deep bolsters designed to hold you firmly while cornering, but they're surprisingly easy to get in and out of. Actually, I found the whole driving position surprising -- more like a sedan than a sports car, with upright seats and good visibility all around. At 5'6" I find the butt-on-the-pavement seating position of most sports cars a bit awkward, so the GT-R scored points with me right away.

The centerpiece of the GT-R's cabin is the LCD touch-screen, which serves as the display for both the navigation system and the performance computer. The latter is the really cool bit: It has seven pre-programmed screens that show things like cornering G, acceleration, and gear efficiency (whatever that is). It also has four user-programmable screens which allow you to view the most obscure data (because it's always good to know your transmission oil temperature). I created this one, which shows an acceleration/deceleration graph plus gas/brake pedal positions. With a car this fast, it's best to keep your eyes off the screen and on the road -- but it's a good way to distract your passengers from the fact that you're driving like a suicidal maniac.

The GT-R's back seat looks roomy, but in fact is built in 5/6ths scale and isn't suitable for adults. Or kids. Or anyone, for that matter. But the trunk is well shaped and makes good use of its small size -- a neat trick considering how much mechanical equipment is located at the back of the GT-R.

On the Road: Amazing acceleration, frustrating transmission
Just how quick is the GT-R? Acceleration from a dead stop goes something like this: You floor the pedal, the GT-R leaps ahead, and you think, "Wow, this is pretty qui--" and then the turbochargers pick up and FOOM! The GT-R launches you clear across town. The GT-R goes 0-60 in under 3.5 seconds, which is a bit like waking up and discovering that next week has already happened. It's best not to keep your foot in it too long, lest the GT-R catapult you straight into Officer Radar at 110 MPH.

Acceleration while on the move is another story. Whether you floor the pedal or use the steering-column-mounted paddles, the transmission downshifts one gear at a time -- fifth, fourth, third, and then you go. (Since the GT-R is turbocharged, it needs revs to do its best work -- but the transmission upshifts aggressively to preserve fuel economy, even in "R" (Sport) mode, and is almost always in 5th or 6th.) The whole idea behind a twin-clutch is that it changes gears faster than a human can. For one gear, yes; for multiple shifts, no -- at least, not the way the GT-R does it.

Thoroughly annoyed with the transmission, I hit the About.com Cars Top Secret Curvy Test Road, and (almost) all was forgiven. Between its all-wheel-drive grip and its super-sophisticated stability control program, I didn't even come close to breaking the GT-R's hold on the pavement. And for all its straight-line miserliness, the transmission stuck to the lower gears in the curves. The ride is rough and noisy and the huge tires pull to-and-fro over uneven pavement, but that didn't put me off -- I had a great time.

Journey's End: Cold and confused
Talented as it is, the GT-R left me a little cold and a little confused. Cold because of the standoffishness imposed by the transmission -- its I'll-shift-at-my-own-damn-pace attitude was a constant reminder that while I may have been doing the driving, my decisions were being vetted by the GT-R's computers. Confused because it seems strange that Nissan's best-of-the-best doesn't get simple amenities like automatic headlights, an iPod adapter, or even an auxiliary audio input jack. And why are side airbags not standard on the base model? Not to cast aspersions on younger members of my gender, but if any car screams "Hey, young testosterone-charged male with more money than sense, get in me and kill yourself!" it's the GT-R. The more airbags, the better.

The GT-R is still a heck of a bargain (though less of one since Nissan's mid-year $7,000 price hike), but let's not forget that for the same price as the GT-R you could buy two Mitsubishi Lancer Evolutions -- a stick-shift GSR model for the days you feel like shifting and a twin-clutch MR for the days you don't. The Evo isn't as fast in a straight line, but it's just as much fun in the curves. The Corvette Z06, Cadillac CTS-V and Audi RS4 are all cheaper and almost as quick, and if money is no object, the Corvette ZR1 goes just as fast and lets you do your own shifting.

Bottom line: I'm amazed, I'm impressed, but I'm not convinced. Maybe the GT-R is too computerized. Maybe it's just too much car for me. But at the end of the day, it's not how I'd spend my $80k. -- Aaron Gold

What I liked about the Nissan GT-R:

• Excellent driving position
• Incredibly fast
• Very agile in the curves
  

What I didn't like:

• Sometimes-belligerent transmission
• Bland interior design
• Side airbags don't come as standard
  

Who should buy the Nissan GT-R:
Video game addicts

Who should not buy the Nissan GT-R:
Those who prefer a little more human intervention in their driving

Details and specs:

• Body style: 2-door coupe
• Seating capacity: 4 (supposedly)
• Trim levels: Base, Premium
• Price range (including destination and options): $77,840 - $80,090
• Test vehicle/price as tested: Nissan GT-R Premium, $80,090
• Base engine: 3.8 liter twin-turbocharged V6, 480 hp @ 6400 RPM, 430 lb-ft @ 3,200 - 5,200 RPM
• Optional engine: None
• Premium fuel required? Yes
• Transmission: 6-speed twin-clutch automatic
• Driveline: Front engine, all-wheel-drive
• EPA fuel economy estimates: 16 MPG city/21 MPG highway/18 combined
• Obvserved fuel economy: 18 MPG
• Where built: Japan
• Standard safety equipment: Front airbags, antilock brakes, electronic stability control
• Optional safety equipment: Seat-mounted side airbags, side curtain airbags
• Major standard features: Power windows, locks and mirrors, keyless entry and ignition, dual-zone climate control, navigation system, CD/MP3 player, hard-drive-based music server, summer-only performance tires
• Major options: Bose stereo, heated seats, all-season tires
• Warranty: 3 years/36,000 miles bumper-to-bumper, 5 years/60,000 miles powertrain
• Roadside assistance/free maintenance: 5 years/60,000 miles roadside assistance
  

Best rivals:

• Chevrolet Corvette ZR1
• Chevrolet Corvette Z06
• Audi RS4
• Mitsubishi Lancer Evolution
  

The test vehicle featured in this review was provided by Nissan.