2009 Nissan GT-R Pre-Order Form

MPG
21 Miles

0-60
3.3 Seconds

Technically, the 2009 Nissan GT-R isn't a Skyline -- that distinction now belongs to what we know as the Infiniti G series, which is marketed as the Nissan Skyline in Japan. But don't let the official nomenclature fool you. From its familiar twin-turbocharged engine and all-wheel-drive layout to its telltale circular taillights, there's no mistaking the new Nissan for anything but a modern-day Skyline GT-R.

The big deal for Americans is that the 2009 GT-R marks the first time this legendary performance car will be officially sold stateside. We also happen to be getting the most ambitious version yet. The great-granddaddy of the new GT-R, the "Godzilla" R32 Skyline GT-R produced from 1989-'93, was designed to equal the performance of the iconic Porsche 959. Nissan's benchmark for the 2009 GT-R? The mighty Porsche 997-series 911 Turbo.

That's a tall order under any circumstances, but Nissan's President and CEO, Carlos Ghosn, sent the degree of difficulty skyrocketing when he agreed to green-light the GT-R project on two conditions: first, the base price had to be about $70,000; and second, the car had to be profitable, i.e., not merely an image-boosting "halo car" that would be sold at a loss. Improbably, the GT-R has succeeded on all counts. Ghosn's conditions have been met, and we can confirm that the 2009 Nissan GT-R is indeed a match for its Bavarian benchmark at the track. Never before has such stratospheric factory performance been available at such a reasonable price; in fact, you'd have to look long and hard to match the GT-R's performance at any price.

How does the GT-R do it? As far as that bargain-basement price tag is concerned, we'd put it down to a mixture of modern mass-production techniques and magic. Performance-wise, the gnarly Nissan has a long list of co-conspirators to thank, among them a 473-horsepower twin-turbocharged V6, a thoroughly revised version of the previous GT-R's ATTESA ET-S all-wheel-drive system, a trick suspension with adjustable dampers and a dual-clutch transmission that ranks right up there with the best in the business.

Credit also goes to the GT-R's all-new PM ("Premium Midship") chassis, as distinguished from the FM platform that underpins the 350Z and the Infiniti G35. The GT-R's 53/47 weight distribution (50/50 under full acceleration, Nissan says) is due in part to the PM chassis' rear-mounted transmission, unusual in any case for a front-engine design -- only the Corvette and a few other high-end performance cars have one -- but unprecedented for one with all-wheel drive. What's more, to guard against inconsistencies from one GT-R to the next, the car's suspension and body are assembled on a jig, racecar style. The result is an honest-to-goodness supercar -- except for the bottom line.

Demerits are few and mostly insignificant next to the GT-R's colossal capabilities. First off, the car is a bit heavy given its sporting mission, tipping the scales at 3,800-plus pounds -- but in light of the GT-R's physics-defying cornering ability, who cares? Probably the only time owners will really notice the extra weight is at the pump, and folks who buy 473-hp sports cars aren't likely to lose sleep over a few miles per gallon. Likewise, the angular exterior styling isn't for everyone -- but then, when a $70,000 car can get you to 60 mph faster than any Ferrari or Lamborghini currently in production, does it really matter how it looks? At the end of the day, the only unequivocal complaint we can lodge against the GT-R is that it lacks a manual transmission option. As good as the GT-R's exclusive clutchless manual is, you can still shift many competing models the old-fashioned way if you want, and we wish the same were true of the GT-R.

But that's the biggest nit we can find to pick, which is a good indication of just how special the 2009 Nissan GT-R is. The Chevrolet Corvette Z06 is the only other sports car at this price point that offers remotely comparable bang for the buck, and its performance numbers are yesterday's news compared to the GT-R's. Provided that you can live without a stick, have more than $70K to play with and can find one (it's said that only 1,500 are being allotted for the United States market, and those will no doubt command a hefty premium), the GT-R should be at the top of your sports car shopping list. For the time being, it's probably the most thrilling ride for the money that the automotive marketplace has to offer.

The Nissan GT-R is powered by the VR38DETT engine, a 3.8 L (230 cu in) DOHC V6. Two parallel Ishikawajima-Harima Heavy Industries (IHI) turbochargers provide forced induction. Production vehicles produce 480 bhp (360 kW) at 6400 rpm and 434 lb ft (588 N m) at 3200-5200 rpm. According to independent dynanometer tests, the GT-R produces 416 hp (310 kW) to 475 hp (354 kW) and 414 lb ft (561 N m) to 457 lb ft (620 N m) at the wheels. The engine also meets California Ultra Low Emissions Vehicle (ULEV) standards. A curb weight of 1,730 kg (3,800 lb) or 1,736 kg (3,830 lb) with side curtain airbags is achieved using a jig welded steel chassis with aluminum used for the hood, trunk, and doors. A rear mounted 6 speed dual clutch semi-automatic transmission is used in conjunction with the ATTESA E-TS system to provide power to all four wheels and along with Nissan's Vehicle Dynamics Control (VDC-R) aids in handling and stability. Three shift modes can also be selected for various conditions. The drag coefficient is 0.27.

Displacement: V6 3.8 L (231.9 cu in)

Horsepower: 480 bhp (360 kW) at 6400 rpm

Torque: 430 lb ft (580 N m)

Turbocharger maximum boost: 17.8 psi (123 kPa)

Red line: 7000 rpm

Drivetrain: AWD

Curb weight: estimated 3,800 lb (1,700 kg)

Production: 2500 units per year (US)

Price: US$76,840 to US$79,090

Top Speed: 193 mph (310 km/h) via Nissanusa.com

Nissan claims the GT-R can reach a top speed of 195 mph (314 km/h), and it has been tested to achieve 0-60 mph (97 km/h) times as low as 3.2 seconds with launch control and 3.9 seconds without. Edmunds.com achieved a standing quarter-mile time of 11.6 s at 190 km/h (120 mph) using the GT-R's launch control system. Car and Driver achieved a standing quarter-mile time of 11.5 s at 200 km/h (120 mph). Evo magazine achieved a 0-100-0 mph time of 13.9 seconds. Autocar achieved a 0-100 mph (160 km/h) time of 8.5 seconds.

With a manufacturer claimed lap time of 7:29 sec on standard Japanese market tires, the GT-R is currently one of the fastest production cars to lap the Nurburgring circuit, although Porsche accused Nissan of falsifying those claims in September 2008. Porsche claims to have conducted their own test of the GT-R using no modifications and stock tires and achieved a best time of 7:54. Nissan officially disputed Porsche's claim in October 2008. Independent testing has provided times of around 7:50 - 7:55 for the Nissan GT-R and 7:49 for the Porsche GT2 on the Nurburgring, though both tests were conducted with the track partially damp and with the use of automotive journalists as opposed to professional drivers.

The GT-R currently holds a lap time of 1:19.7 around the Top Gear Test Track, which is the 8th fastest time (equal with the Ferrari 430 Scuderia) On Buttonwillow Raceway, Road & Track were able to achieve lap times that were approximately 5 seconds faster than a Chevrolet Corvette Z06 and Porsche 911 Turbo with the GT-R. On Willow Springs International Motorsports Park, Edmunds were able to achieve lap times that were approximately 1 second slower than a Chevrolet Corvette ZR1 with the GT-R. On the Las Vegas Motor Speedway infield road course, Motor Trend were able to achieve lap times with the GT-R that were approximately equivalent to the Ferrari 599 GTB Fiorano and Porsche 911 GT2 and 3 seconds slower than a Chevrolet Corvette ZR1.

Several automotive journalists, including Chris Harris of Autocar, Jethro Bovingdon of Evo, and Jason Barlow of Top Gear (magazine) have compared the GT-R to the Bugatti Veyron. Harris and Bovingdon both labeled the GT-R a "baby Veyron" in their respective comparison tests of the car.