Nissan GT-R (2009-2023): The icon I kept coming back to
I’ve driven a lot of “fast” over the past two decades, but the first full-bore launch in a Nissan Nissan GT-R still lives rent-free in my head. Damp runway, early car on its original Dunlops, traction lights having a little rave and then—bang—horizon reeled in like a trout. The GT-R didn’t just make speed accessible; it made it inevitable. And between 2009 and 2023, this Japanese supercar rewrote the rulebook so many times I stopped counting.
Whether you know it as “Godzilla” or simply as that brutally effective GT-R, this is a car with real cultural heft—track days, canyon nights, and the odd school run where you discover the cabin is quiet enough to hear your kids arguing about who gets aux. It’s also been the rare supercar you could use every day. Mostly. The dual-clutch can grumble in a car park and the infotainment learned time at a slower pace than the powertrain, but we’ll get to that.
From Skyline to star: how the Nissan GT-R became legend
The roots trace back to the Skyline—those box-arched heroes of the late ’60s and ’70s. The first Skyline GT-R arrived in 1969, but it was the R32, R33 and R34 that pumped the myth full of race wins and Gran Turismo street cred. Then, in 2009, Nissan cut the cord. No “Skyline” on the bootlid—just GT-R. A clean-sheet R35 built like an engineering thesis with a dragster’s sense of humor.
Under the skin: ATTESA E-TS all-wheel drive; a rear-mounted dual-clutch transaxle; hand-built 3.8-liter twin-turbo V6; and more heat exchangers than a spa weekend. Early U.S. cars made 480 hp. Later models climbed to 545–565 hp, and the NISMO flexed up to 600 hp. The gist? Physics-bending traction, repeatable launches, and a chassis that felt like it arrived pre-programmed for fast laps.
The heart of the beast: power, poise, and a hint of mischief
Every Nissan GT-R engine is assembled by a single Takumi craftsman. It’s a neat detail to mention at cars & coffee, but more importantly, it underpins the car’s personality: fierce yet freakishly consistent. Expect 0–60 mph in the high-2s to low-3s depending on tire, tune, and ambient conditions. With launch control active, it’s like being catapulted by a blunt instrument. Fun, if you’re ready.
The ride? Firmer than you remember, softer than the internet told you. On lumpy B-roads, the adaptive dampers earn their keep; track days, they wake up properly. Steering is honest and a tad heavy off-center—nice at speed. Brakes are terrific when warm, though the pedal can feel wooden until you’re committed. Low-speed shunts reveal the gearbox’s clunkier side; I learned to feather the throttle in tight car parks to keep things smooth.
Nissan GT-R everyday notes
- Cruising refinement is surprisingly good—wind noise stays low; tire roar depends on your rubber.
- Rear seats exist and will hold friends in a pinch or kids with snacks and opinions.
- Trunk fits two carry-ons plus soft bags; a weekend away is absolutely on the cards.
- Infotainment improved over time but never felt truly premium; the performance pages were the star.
Design that works: drama outside, focus inside
The Nissan GT-R shape grew more sculpted with each update—those signature quad-circle taillights, the butch C-pillar, the vented hood. It’s form following function: aero that earns its keep with high-speed stability and meaningful cooling. Inside, the vibe is cockpit-first. Big, supportive seats; clear sightlines; a steering wheel that feels right in your hands from the first mile. Materials improved across the years, though some plastics remain more “Nissan sensible” than “boutique exotic.”
Make it yours: simple interior wins for your GT-R
I’m a big believer in protecting the bits you touch daily. Floor mats, for instance—especially in a car you’ll actually use. That’s where AutoWin comes in with tailored solutions for the Nissan GT-R.
- Precisely cut to fit the R35’s footwells.
- Durable materials to resist heel wear and track-day dust.
- Options that add a subtle OEM-plus look.
Nissan GT-R vs the usual suspects
Numbers don’t tell the whole story, but they set the scene. The Nissan GT-R plays the traction and value card brilliantly, while the Europeans chase top speed and flash. Here’s the broad strokes from the era:
| Car | Power | Drivetrain | 0–60 mph (approx.) | Character |
|---|---|---|---|---|
| Nissan GT-R (R35, 2009–2023) | 480–600 hp | AWD | 2.9–3.4 s | Brutally effective, everyday usable |
| Porsche 911 Turbo/Turbo S (992) | 572–640 hp | AWD | 2.4–2.6 s | Polished missile, pricey options |
| Audi R8 V10 (Type 4S) | 562–602 hp | AWD/RWD | 3.0–3.4 s | V10 theater, lighter on outright grip |
| Chevrolet Corvette Z06 (C8) | 670 hp | RWD | 2.6–2.7 s | Track-honed, incredible value |
Takeaway: the GT-R’s party trick has always been confidence. In the wet. On a cold morning. Out of a bumpy hairpin. You drive it hard sooner because it feels on your side.
Living with a Nissan GT-R: where it excels (and where it doesn’t)
- Highs: relentless grip, real-world speed, confidence in the wet, usable back seats, robust reliability when serviced properly.
- Lows: low-speed gearbox manners, thirst under spirited driving, infotainment feels old-school by modern standards, some road noise on aggressive tires.
Favorite memory? A dawn blast up a damp mountain pass—fog hanging in the trees, turbos chirping between hairpins, the car threading itself between apex and exit like it could see the grip before I did. It’s that sense of capability that keeps owners loyal.
Conclusion: why the Nissan GT-R still matters
From 2009 to 2023, the Nissan GT-R didn’t chase trends—it set them. The numbers are impressive, sure, but the real story is how approachable it makes serious performance. If you want a supercar you can hammer on a circuit Saturday, commute in on Monday, and personalize with a few smart touches (start with good GT-R floor mats and interior pieces from AutoWin), this legend still delivers the goods.
FAQ: Nissan GT-R (2009–2023)
- Is the Nissan GT-R still a good buy? Yes—if you value real-world speed and traction over the latest screen tech. Prices vary widely by year and condition; service history is king.
- What should I check on a used GT-R? Evidence of regular fluid changes (especially transmission and diffs), brake wear, tire condition, and any tuning work. A pre-purchase inspection by a GT-R specialist is well worth it.
- How quick is a stock GT-R? Most models do 0–60 mph in roughly 2.9–3.2 seconds and run the quarter in the 11s. Later models (and NISMO) are quicker still.
- Is the GT-R comfortable for daily use? Largely, yes. Ride is firm but tolerable, visibility is decent, and the cabin is quiet at cruise. The gearbox can be a bit clunky at parking speeds.
- Can I personalize the interior without going overboard? Absolutely. Start with tailored GT-R mats and subtle trim—AutoWin has options that look OEM-plus and protect your investment.
