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It’s still big, heavy, complex, and expensive, but it’s also a holy spitfire at the drag strip and a joy to drive in every way that a big, heavy, and complex car has no right to be unless it’s way more expensive than the GT-R’s advertised base price of $70,475.
Nissan's flagship is comfortably performing in rarified air, legitimately shaking up the hierarchy within the supercar stratosphere -- and at a bargain compared other exotics' prices.
Acceleration is otherworldly, yet the GT-R remains unruffled no matter what the speedometer says.
A combination of the electronically controlled all-wheel drive, super advanced everything and a 3.8-liter twin turbocharged engine gives this coupe super abilities
Bottom line, the power feels freakishly adequate.
PERFORMANCE | 10 out of 10
Expert Quotes:
It’s still big, heavy, complex, and expensive, but it’s also a holy spitfire at the drag strip and a joy to drive in every way that a big, heavy, and complex car has no right to be unless it’s way more expensive than the GT-R’s advertised base price of $70,475.
Car and Driver
Nissan's flagship is comfortably performing in rarified air, legitimately shaking up the hierarchy within the supercar stratosphere -- and at a bargain compared other exotics' prices.
Motor Trend
Acceleration is otherworldly, yet the GT-R remains unruffled no matter what the speedometer says.
Edmunds
A combination of the electronically controlled all-wheel drive, super advanced everything and a 3.8-liter twin turbocharged engine gives this coupe super abilities
Cars.com
Bottom line, the power feels freakishly adequate.
Autoblog
Performance is really what the GT-R is, ultimately, all about. Its 3.8-liter twin-turbo V-6 engine, mounted in Nissan's front-midship position, generates 485 horsepower. Paired with a paddle-shifted automated manual transmission, the GT-R accelerates like a demon on the loose: just a tick over three seconds to 60 mph. Top speed is 193 mph.
Improvements to the shift logic and transmission in last year's model carry forward, smoothing out around-town driving. Braking is impressive, with plenty of force and traction to handle the car's hefty 3,800-pound curb weight.
The much-acclaimed launch control system that made its debut in the 2009 GT-R left the car in 2010, but despite the slightly slower take-off, the GT-R is still capable of astonishing feats.
The GT-R's handling is brilliant, and its adjustability gives the GT-R something of a cushion on public roads—made more assuring with the variable-power-split, all-wheel-drive system. Nissan calls the all-wheel-drive system ATTESA E-TS. Handling is also aided by adjustable electronics that control the shift quality, suspension firmness, and steering response in the GT-R, with an "R" mode that sharpens all of its reflexes.
Our one complaint with the GT-R is that all of the high-tech wizardry manages to interfere with the directness and tactility you normally want in a car with this much capability; on the other hand, all of the techno-goodies are what make the GT-R accessible and user-friendly despite being one of the quickest production cars on the road.
Conclusion
Although the 2011 Nissan GT-R might not satisfy the emotional connection demanded by some drivers, its performance is among the best in the world.
