Nissan’s R35 GTR is truly the king of the JDM Monsters. No other modern performance car out of Japan, has won as much accolades as this. From GT3 racing, to super-fast quarter mile, half-mile and standing mile drag racing, to holding the fastest ever drift speed in the world and more, no other 4-wheeled kaiju from the Land of the Rising Sun could ever hope to match the mighty R35 GTR. In NISMO guise, the performance potential is wound up to 11.
And yet on the other hand, critics will wince and state that the GTR, now approaching 13 years of age, is old, overdue for replacement, and is as graceful as a hippo on ballerina flats. But none can deny the huge performance potential of the GTR, old or not. Hiroshi Tamura, the man behind the GTR at Nissan continues to develop, enhance and improve the GTR, in the spirit of Kaizen, the philosophy of continuous improvement.
In 2017, Nissan heavily overhauled the R35 GTR, tweaking the chassis to create a stiffer and stronger platform, tweaking the aerodynamics, and giving it a new interior while making minute improvements to the engine. This is the biggest overhaul to the model line since its launch in late 2007. Now, focusing solely on the top-end track-focused NISMO variant, Tamura-san and his team have once again worked their magic.
Carbon features prominently on the GTR NISMO: the latest-generation carbon-ceramic composite brakes from Brembo, measuring a massive 410mm at the front and 390mm at the rear help save 16kg. But since this is unsprung weight (that is, weight unsupported by the suspension), the effects are increased eight-fold, which makes one feel that the GTR NISMO lost 128kg. New vented carbon front fenders help alleviate aerodynamic lift at speed, increase downforce, and improve cooling from both the engine bay and brakes. The roof panel is also carbon, saving 4kg, but since it is the highest point of the vehicle, effects are also increased between four and eight times. The RECARO Sportster seats also save another 2.8kg for the pair, and lastly, the new forged nine-spoke RAY’S Wheels exclusive for the GTR NISMO shave 01.kg per corner (and again increased by a factor of eight). Then there’s the carbon front and rear bumpers, the carbon hood and trunk carried over from the previous 2017 NISMO. Measured weight savings are 29.7kg, but that’s without factoring the effects of weight reduction from unsprung components.
Elsewhere, the engine receives an upgrade to 600hp using the latest GT3 spec turbines which feature a forged billet wheel with redesigned vane profiles to improve transient response. The transmission’s algorithm has been tweaked to deliver even smoother shifting in automatic mode and an enhanced launch control, and the hydraulic brake lines have been tweaked to deliver improved brake feel and modulation, as carbon brakes in general suffer from poor feel whenever they are below their optimal operating temperature range. The tires are also new. Developed with Dunlop, the front and rear tires remain the same in size (255/40R20 fronts and 285/35R20 rears), and utilize a new compound that resists heat and abrasion better. But the rear features a six-rib design, while the front features a four-rib design that gives more contact patch on the road, as opposed to the previous design. The front tires also feature a rounded shoulder that delivers better break-away feel and progression, and resists bump-steer / kick-back.
Time to put these changes to the test. Our first task, drive from Berlin’s old city center to Euro Speedway Lausitz, a unique tri-oval race track situated 190 kilometers away. Using the A13 Autobahn primarily, we cover the distance in a surprising 2:15 minutes, cruising anywhere between 160kmh to 270km/h on the derestricted sections. We wanted to try for a speedometer indicated 340km/h, but the roads were quite busy, plus roadworks were ongoing on some sections. But the GTR, in comfort mode and left in automatic, was a comfortable long-distance grand touring machine, representing the GT in GTR.
We arrive at Euro Speedway Lausitz, a track that opened in 2000, and plays host to the German DTM Series and World Superbike Championship. It’s unique in the entire continental Europe as it features a tri-oval layout, with a high-speed yet technical infield and mild elevation changes. It’s also quite bumpy, particularly where the infield re-connects to the tri-oval. We’d be using roughly 2/3 of the tri-oval together with the technical section. The track itself runs counter-clockwise from the usual clockwise layout of most tracks worldwide.
My first go was a sighting session where instructors helped me familiarize myself with the layout, driving a Japanese-model RHD 2020 GTR NISMO. After four sighting laps, I head out in the driver’s seat. Immediately, my confidence builds. The 2020 GTR NSMO has massive grip, powerful brakes, an engine that delivers power smoothly, progressively and crucially, it feels well-sorted, organic and natural. Gone is the darty, edgy surreal and unnatural sensation similar to playing video games. After almost 13 years, the GTR NISMO finally feels truly finished, accomplished and polished.
Succeeding laps saw me go faster; there were three sections where I’d nudge 220km/h or faster easily and consistently, a testament to the massive power, and the amazing grip that would allow me to carry as much exit speed, from corners prior to the straightaways. A few times, I found myself braking way too early, as the massive carbon ceramic brakes hauled off speed in far shorter distances than expected.
We also had a 2017 GTR NISMO to compare back to back, and the differences were quite dramatic. The new front tire on the 2020 GTR NISMO truly gave a more progressive, organic and natural feeling through fast sweepers, while the 2017 GTR NISMO gave lots of kickback. The 2020 model also handled the high-speed bumps in the transitions from infield to tri-oval better, compared to the 2017 model which required some corrective lock, to keep the car from running wide or understeering into the wall. The 2017 also felt edgier, more nervous, and somewhat desensitized compared to the new model.
After 4 hours on track, we head home flat-out on the A13 and try to set a new land speed record. Alas, we meet Berlin rush hour traffic. Here the revised algorithm for the transmission shines, the refinement in-cabin is felt, and the sound system is surprisingly nice, playing German rock metal.
The GTR has matured, evolved, and yet continues to impress and amaze all. No wonder it is the king of the JDM monsters.
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