 First Drive: 2014 Nissan GT-R. Click image to enlarge |
As before, each GT-R engine is hand assembled in a sterile room by a single technician. For 2014, an aluminum plate is added to the front of each engine showing the name of the engine constructor.
High speed handling is enhanced for 2014 by changing the front suspension bushing location; installing a new anti-roll bar and reducing the front roll centre height. Spring and shock absorber specifications are also changed to achieve a lower centre of gravity.
Also new for 2014 is the availability of a $4,000 Premium Interior Package that features Red Amber semi-aniline leather seating appointments. Doesn’t make it faster, probably adds a bit of weight, but it looks natty (the Black Edition, by the way, is $116,565).
“Comfort and a sense of luxury refinement are never out of place, even in a car with the ultra performance levels of GT-R,” explains Pierre Loing, Vice President, Product and Advanced Planning and Strategy, Nissan North America. “The new Premium Interior Package, which is available in limited numbers, adds a great new look and really accents the high levels of craftsmanship found throughout each and every GT-R.”
Some might differ with that opinion, and to me, moving the GT-R toward luxury seems to clash with the raw nature and purpose of this car. There are other considerations, though, like selling enough of them, which we’ll talk about later.
   First Drive: 2014 Nissan GT-R. Click image to enlarge |
Overall, the 2014 GT-R should handle better, run more smoothly and, with its available premium leather, look a little more flash inside. Otherwise, as they say, the legend continues.
Trackside, most of the above details are forgotten as you don your helmet and make your way to the car. It’s an engaging circuit they’ve constructed at El Toro, with a couple of straights, numerous esses, sharp corners and opportunity for some quick lane-change and braking maneuvers.
Inside, the GT-R is familiar and understated (no special leather in this one…). It gives the impression of being purposeful and functional, with everything that you need readily at hand. The engine fires up and settles into an 800 rpm idle that sounds faster than the tachometer reads.
The shifter’s a short, stubby affair that moves easily into A for automatic or M for manual. You’ll be paddle shifting in M, the paddles perfectly located behind the small, thick-rimmed steering wheel; the clutches pre-selecting your next gear up or down as you go, anticipating and delivering your shift with race-car precision and speed. Top of the centre stack is the celebrated multi-page display. Video-game inspired, the display was created in collaboration with Polyphony Digital, makers of the Gran Turismo electronic game. Eleven pages of information are available, including mechanical and driving information, acceleration, brake pedal pressure, steering angle, and a performance recording function with playback.
Although the GT-R is fitted with a standard three-point seat belt, you certainly feel like you’re in a competition vehicle when you get behind the wheel. Cocooned in the driver’s seat, your helmet brushing the headliner, your palms just a little sweaty, excitement builds just sitting there. We were encouraged to nail the throttle, delivering instant power to the four wheels, hurtling the car forward while it uncannily grips the pavement as you charge through the circuit’s tight curves. There is launch control for maximum acceleration should you just want to hang on for the ride. However, a twisty circuit isn’t the place for that.
 First Drive: 2014 Nissan GT-R. Click image to enlarge |
Yes, there are stability control systems, but you can set them up to let you slide rather than shut you down (you can turn them off it you want). It’s a level of intervention that’s subtle rather than aggressive, but it represents a safety net that I appreciated on this compact track.
This is a vehicle that increases your pulse rate, puts a smile on your face and leaves you with huge admiration for the folks at Nissan who conceived, engineered and green-lighted it. Although the GT-R perhaps looks more mainstream car-like than other ultra high-performance vehicles, it absolutely gives nothing away in driving dynamics and sheer performance driving pleasure. If only we had roads in North America where you could legally test its high-speed limits!
Which brings me back to the issue of selling enough GT-Rs to keep the program going. In Canada, Nissan sells about 12 GT-Rs a month; in the US it’s the usual ten times that many. Not a lot, you’ll agree.
