First Drive: 2012 Nissan GT-R Black Edition

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Godzilla Gentrified

Nissan's rowdy supercar gets all refined like By John LeBlanc BUTTONWILLOW, Calif. — Just as fans of Japan’s Godzilla monster movies have a hard time picking a favourite flick from a series of films dating back to 1954, followers of the automotive Godzilla — Nissan’s series of high-performance supercars dating back to 1969 — have another new release to judge. The original series of GT-R-badged Nissans was based on the automaker’s flagship Skyline. After a pause that started in 1977, a second series of GT-Rs appeared between 1989 and 2002, this time as an all-wheel-drive Skyline coupe. On a Tokyo auto show concept in 2001, the GT-R name was used yet again — this time sans the Skyline preface and to be sold outside of Japan for the first time ever. After a long gestation period, I got to drive one in Nevada, right before it finally went on sale in Canada in 2009. Less than two years later, fans of Godzilla the Car are about to get a thoroughly massaged 2012 model. It will go on sale this spring but only at official “GT-R certified” Nissan dealers. As before, the U.S. market will get a “base” GT-R, and Canadians will only receive the American premium model, dubbed “GT-R Black Edition.” It adds unique red and black interior trim, Recaro seats and lightweight Rays aluminum-alloy forged wheels finished in (you guessed it!) black paint. For those keeping tabs at home, you may have noticed the GT-R’s price has increased dramatically since it was introduced in the summer of 2009, from the originally announced price of $81,900 to the $99,950 that the 2010 model cost. Nissan Canada hasn’t confirmed the 2012 version’s price yet, but says to expect a similar increase to the U.S., which would be an estimated $107,000. If that price takes your breath away, know that used GT-Rs are slow to depreciate. And even at its $100,000-plus price, the GT-R’s performance can put a scare into premium badged AWD supercars, like the $173,000 Audi R8 5.2 FSI Quattro and the $159,400 to $183,400 Porsche 911 Turbo and Turbo S models. In similar fashion to a race team’s continuing development practices, in the three years since the GT-R was launched globally, Nissan’s engineers have been beavering away at their facility near Germany’s Nürburgring race course — Porsche’s backyard — to make the 2012 model even quicker, handle better and be more liveable for those who thought the 2011 car sacrificed refinement for all-out performance. Bragging rights are an important part of the supercar segment, especially the easily digestible naught to 100 km/h time. So after a morning of evaluating both the outgoing 2011 and the incoming 2012 GT-Rs on some of the best driving roads in southern California, the vehicle’s chief engineer, Kazutoshi Mizuno (a.k.a. The Godfather of the GT-R) took great pains on the front straight of Buttonwillow Raceway to show his new supercar’s ability to get up to speed. Very quickly (see below.) The 2009 GT-R could get from rest to 100 km/h in 3.5 seconds — 0.4 seconds quicker than an R8 5.2, and 0.2 quicker than a 911 Turbo. But then Porsche debuted the S version of its iconic Turbo. And wouldn’t you know it, it got to 100 km/h in 3.3 seconds. Of course, you’ve probably already guessed how the 2012 GT-R’s story ends. By using the GT-R’s newly redesigned launch-control system — also known as the “R Mode Start Function” — Nissan’s test driver was able to better the Porsche’s time. Easily. In fact, the GT-R was able to bang off 2.9 seconds 0-100 km/h runs like a biathlete picking off range targets. The GT-R’s unique all-wheel-drive system is a big reason for the car’s ability to jump off the line so efficiently. It’s still biased toward the Nissan’s rear wheels, and also distributes torque front to rear from 0:100 to 50:50 based on the car’s speed, tire slip, lateral acceleration, steering angles and yaw rate. Also helping is the 2012 GT-R’s hand-assembled 3.8-litre twin turbo V6. It now produces 530 horsepower compared with the outgoing model’s 485 rating, and torque goes up to 448 lb.-ft. from 434. Numbers aside, the GT-R’s engine is the most enjoyable aspect of the car. Its mid-range punch is heavyweight champion worthy, and it never feels overworked or stressed, even when hammering around a race track. As much as the Nissan has ratcheted up the GT-R’s performance to “eleven,” it’s the new car’s refinement that’s more of an accomplishment. The amount of road, tire and mechanical noise that intrudes into the 2012 GT-R’s cabin has been reduced to the point where you can now have a conversation with your co-driver without resorting to using a bull horn. And where a 2011 GT-R would beat your kidneys into paté with its rock-hard ride, the combination of more comfortable front seats and a more forgiving suspension make the 2012 iteration a much more liveable, if not downright luxurious, car. And the car’s six-speed dual-clutch automatic’s former slow-speed herks and jerks have all but been eliminated. Amazingly, the GT-R’s new-found on-road refinement hasn’t diminished its on-track prowess. If anything, it’s even more of a track beast. The new model’s front suspension geometry and structural reinforcements provide for more balanced handling, while the GT-R’s vehicle dynamics, and electronic stability program were retuned to keep up with the rest if the car. Where the 2011 GT-R would ultimately plow (understeer) when pushed hard, the 2012 model now glides through corners with balance and poise. And while the Nissan’s steering still has plenty of weight, the amount of information being transmitted from the road has been increased generously. Nissan has also tweaked the new GT-R’s bodywork as well. Taken from the GT-R racing program, the 2012 production car’s bodywork delivers a 10 per cent increase in down force and a reduction in the GT-R’s drag coefficient from 0.27 to 0.26, resulting in an increase in top speed from 310 to 315 km/h. The 2012 GT-R is finally a “no excuses” car. Godfather Mizuno thinks it now delivers on the last car’s promise of being a “multi-performance” vehicle without having to give up its performance-versus-dollar crown. As sequels go, Nissan’s follow-up to 2009’s Godzilla is a hit.

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