NISSAN GTR

As if the first-gen GT-R wasn't steroidal enough, the 2012 update injects even more testosterone into the all-wheel-drive beast from Japan, boosting horsepower to 530 and torque to 448 lb-ft. The GT-R can now blast to 60 mph in 3.2 seconds, but revised suspension geometry and improved structural stiffness enable more finesse when it comes to wiggling the 3829-pound four-seater through turns. Aesthetic changes are mild—among them LED running lamps, a new front fascia with larger openings and a redesigned rear diffuser—but the benefits include a drag coefficient drop to 0.26, and 10 percent more downforce at speed. A new Black Edition package adds lightweight six-spoke Rays wheels, leather-trimmed red and black Recaro seats and a dark headliner for a $5150 premium. 



Tech Tidbit: The GT-R is loaded with complex electronic systems. But sometimes it's the simple things that stand out, like heavier knurling on the wheels, which prevents he tires from slipping off the rims when the GT-R goes through heavy acceleration or braking. The more pronounced wheel lip also keeps the run-flat rubbers in place if they lose air pressure. 

Driving Character: The Nissan GT-R's interior has been updated for 2012, and while there are still nits to pick with the cabin's plastic-y smell and low-rent seats, all is forgiven once you squeeze the throttle and dip into the twin-turbocharged V6's robust power band. The first generation GT-R didn't lack for power or maneuverability, but the 2012 version takes the whole outrageous package to a new level. Thrust becomes irresistibly urgent at around 2500 rpm, when the turbos spool; at around 5000 rpm, its attitude becomes feral and the engine takes a brutalizing charge all the way to the red line. There's plenty of jostle and bump over even the mildest of surface irregularities, but pitch the GT-R into a turn and the Dunlop SP Sport Maxx GT 600s claw themselves itself into tarmac with tenacity. Nissan has greatly minimized understeer, and though it's possible to induce snap oversteer with stability control in the more aggressive R mode, the Dunlops do an admirable job of keeping Godzilla along your intended trajectory. 


Favorite Detail: Plenty of supercars are capable of sub-four-second 0–60 times and near-200-mph top speeds, but the GT-R's data acquisition system keeps you filled in on no fewer than 17 pieces of mechanical minutia. Torque split, g-forces, fuel flow, steering angle—we have yet to find another sports car that offers the GT-R's wealth of performance information. 


Driver's Grievance: Hoping to hold a phone conversation at 40 mph using the Bluetooth system? Good luck. Between the tire thrum, gear change clunks and driveline whine, there's a cacophony of racket in the cabin that's nothing short of omnipresent. 

The Bottom Line: Nissan undertook an ambitious project with the first-generation GT-R, and succeeded at shocking the sports car establishment with bestial acceleration and tenacious handling. The 2012 GT-R's more responsive suspension and angrier engine up the ante considerably, offering an even quicker and easier turning sled with which to challenge the big boys. The price has crept up nearly $20,000 since the 2009 debut model, but even as it approaches the treacherous six-figure mark, the Nissan GT-R remains a remarkable performance bargain.