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We're at the BIC again and we've lined up the Nissan GT-R, Audi RS7 Performance, and BMW M4 to see which one comes out on the top. A quick disclaimer though, it's fast-paced and filled with adrenaline.

Nissan GT-R vs Audi RS7 Performance vs BMW M4 Video

We're at the BIC again and we've lined up the Nissan GT-R, Audi RS7 Performance, and BMW M4 to see which one comes out on the top. A quick disclaimer though, it's fast-paced and filled with adrenaline.

We’ve been waiting for a very long time to tame Godzilla at the BIC. The question is, did the GT-R spit fire and send us scurrying for cover – with the BMW &amp; Audi in tow – or were we actually able to calm the beast? 
 
Now, it’s no secret that we love the GT-R here at autoX. After all, this very car – in all its audacity and red mist – has taken pride of place on the cover twice in just the past four months. 
 
On this occasion, it’s joined by the Audi RS7 Performance – one of its partners in crime on a road-trip earlier this year – as well as the BMW M4. The road-trip in question consisted of a single-day, 600-kilometre round-trip from the capital to the foothills of the Himalayas to prove that these machines are anything but garage queens. And on the public road, and especially the open road, the GT-R just couldn’t shake off the RS7 – what with its twin-turbo V8 that gives it extra muscle when compared with the Nissan. 
 
The M4, meanwhile, is one of the most entertaining cars that we’ve ever thrashed around the track – it bests even blisteringly fast cars such as the Lamborghini Huracan, Mercedes-Benz AMG GT and Porsche 911 for sheer entertainment when you’re pushing to the absolute limit. 
 
So let’s get to it shall we, and see what all the fuss is about… 
 
<img alt="Audi RS7 Performance track test" src="/uploads/2017/08/Audi-RS7-Performance-track-test-BIC1.jpg" /> 
Audi RS7 Performance 
The Suit 
 
The RS7 proved to be quite the cruiser during our road trip a few months ago. Its four seats and capacious boot do absolutely nothing to dull its ferocious turn of speed when you so much as breathe on the throttle pedal. And the standard RS7 isn’t exactly aimed at pensioners either – after all, it produces a full 550bhp and 700Nm. 
 
Nevertheless, someone at Audi decided that wasn’t quite enough though – and so the RS7 Performance gets just shy of 600 horses and a mind-bending 750Nm of torque. All of which means that the way the RS7 accelerates out of corners literally takes your breath away. The 4.0-litre twin-turbo V8 is clearly the star here, while the 8-speed automatic transmission and all-wheel drive system just about manage to keep up. Whereas the standard 8-speed is as fast and responsive as you could ever ask for on the street, on the track you could certainly do with a dual-clutch transmission instead. The all-wheel drive, meanwhile, is an absolute godsend. The kind of speed you can carry at the exit of corners in this thing simply beggars belief. 
 
You do, of course, have to be mindful of the weight of the Audi. It has a kerb weight of 2,035kgs, versus 1,750 for the GT-R and 1,610 for the M4. This means, of course, that you do have to be very precise with the RS7. This is not a car that encourages power-slides and tomfoolery. This is a car that rewards you if you follow that age-old mantra for being quick on a racetrack – slow in, fast out! 
 
<img alt="Audi RS7 Performance track test motion" src="/uploads/2017/08/Audi-RS7-Performance-track-test-motion1.jpg" /> 
 
If you do that, and if you control your entry speed into a corner, it’ll reward you by being blindingly fast at the exit of corners. If you look at the telemetry graph, you’ll notice that the RS7 accelerates much harder out of corners than the M4. In fact, the M4 feels immediately slower – at least while accelerating in a straight line – when you jump from the Audi to the BMW. 
 
On the other hand, you’ll also notice that you have to brake far sooner in the RS7 than you do in the M4 – although that was partially due to a high-speed judder in this particular car. Although, the real difference arises at the chicanes at turns 6, 7, 8 and 9. At these quick changes of direction, the M4 and GT-R simply obliterate the RS7. Having said that, once you get into a rhythm in this car, it can be brutally fast. You just dance your way from one corner to the next at speeds that a two tonne machine has no business maintaining. 
 
The beauty of this car, however – especially compared with more focussed driving machines like the M4 and GT-R – is apparent when you drive over the kerbs on the track. The RS7 is so much more compliant and comfortable, and this is a trait that does it many favours out in the real world. So, while you can come to the track and blast around the 5.1 kilometres of the BIC, the RS7 is much better suited to looking after you everyday than the BMW and Nissan. Godzilla is always looking for a reason to chew you up and spit you out, while the M4 isn’t much more forgiving on the road either. With that in mind, the relative practicality and comfort of the RS7 is highly appreciated – fortunately, it’s blindingly fast as well! 
 
<img alt="BMW M4 track test BIC" src="/uploads/2017/08/BMW-M4-track-test-BIC1.jpg" /> 
 
BMW M4 
The Temptress 
 
I completely stand by what I said in the intro of this piece. Sure, the Huracan’s, AMG GT’s and 911’s of this world are faster – and, therefore, more exciting in their own way – but the M4 remains one of the most exciting cars that we’ve ever lapped around the BIC. And the reason for that is simple – it almost immediately becomes an extension of your body. It wraps itself around you and follows your every input with the obedience of a German Shepard. Of course, it follows some inputs better than others – and this is where your right foot comes in, because you can literally steer this car with just the accelerator pedal. The steering is merely something to hold onto while you’re doing it. 
 
The M4 just feels shrink wrapped around you, especially when you’ve just stepped out of the RS7. It doesn’t feel quite as fast, of course, but that’s down to the inherent difference between 596bhp and 425. Bear in mind, of course, that these 425 horses are being generated by a twin-turbo 3.0-litre in-line six – which has a pressure cast block, forged crank, and magnesium sump. Plus, the motor appears to be cradled by a sculpted carbon fibre brace that’s linked not just to the strut towers but also the base of the A-pillars for extra rigidity. There are links and braces absolutely everywhere to ensure extra stiffness, and the roof is carbon fibre not just to reduce weight but also to lower the centre of gravity. Turbo lag, meanwhile, is unheard of thanks to an ingenious system in which the turbines of the turbos are kept spinning between 80,000 and 90,000rpm at all times regardless of engine speed. And this means that the turbos are always up to speed and there’s no lag to speak of whatsoever. The urgency of the power delivery, as a result, is sensational. And that’s one of the reasons why you can slide this car on demand pretty much anywhere on the track. 
 
<img alt="BMW M4 interior" src="/uploads/2017/08/BMW-M4-interior1.jpg" /> 
 
The 7-speed dual-clutch transmission, which can be a bit clunky on the road, is brilliant on the track. All told, the urgency of the brakes, the transmission, the chassis and the motor, all add up to create a rather joyous driving experience on the track. You don’t drive this car so much for the lap time as you do simply for the pleasure of doing what the BMW M engineers intended all along. The M4 is so comfortable on track that it urges you to push it more-and-more all the time – to the point where its tempting to be too aggressive, and just hoon around with the tail out at every corner. You do have to keep your right foot in check, though, with the traction control off. 
 
The only thing that lets the M4 down is the soundtrack, which, while aggressive, isn’t especially evocative. And the fact that the sound is synthesised through the sound system seems completely pointless to me. I would hunt for the fuse that makes this possible and toss it out of the car if I could. 
 
The other thing is that the M4 is a quite hard-core to drive everyday. After a couple of days on the pothole ridden congested streets of the capital I found myself yearning for a 328i instead. For a blast around the track, though, there’s very little – at any price – that can beat the M4 for pure, sheer, unadulterated driving enjoyment! 
 
 
<img alt="Nissan GTR vs BMW M4" src="/uploads/2017/08/Nissan-GTR-vs-BMW-M41.jpg" /> 
Nissan GT-R 
The Savage 
 
Let me start by saying that I meant every complimentary word I said about the RS7 and M4. Hand on heart, they’re every bit as good as I’ve attempted to point out – but the GT-R is simply in a different league. This is a machine that’s been built for one purpose and one purpose only – sheer speed! Absolutely nothing else matters to the GT-R. 
 
When the car was slightly redesigned for 2017, I asked the GT-R chief engineer Tamura San if they had made the face of the GT-R more rounded and friendly in order to make the car appear less intimidating and more approachable. He responded immediately by dismissing the question and stating that they don’t do anything for the sake of “entertainment” – styling, it seems, is entertainment in his book. No, they redesigned the front end to provide more downforce at 250-300km/h. So, you’re not really getting your money’s worth unless you’re doing over 250mk/h. Fortunately, we’ve come to the right place then. 
 
So, before I set off, I flicked the three toggle switches on the centre console to R – this puts the transmission, suspension and traction control into Race mode. Now, I’ve driven the GT-R at a couple of racetracks in the past, including at the legendary Spa Francorchamps circuit in Belgium – but it was pouring with rain at the time. The other couple of times have been restricted sessions. So, this was the first time that I could really put pedal to the metal on a dry track. All I can say is that it’s been well worth the wait. This is one stupendous machine on a racetrack. 
 
<img alt="Nissan GTR track test rear angle shot" src="/uploads/2017/08/Nissan-GTR-track-test-rear-angle-shot1.jpg" /> 
 
Firstly the steering is incredibly sharp, since it doesn’t have that vague sense of precision most modern electronic steering racks have. The power is absolutely immediate, and it doesn’t feel big and heavy at all. Sure, at the parabolica, you can feel the front end pushing wide slightly but all it requires is a little bit of left foot braking. Mid-corner, you can feel all the diffs and the clever wizardry working underneath in order to ensure that the big chunks of rubber on the Dunlop Sports Max GT tyres – which look like semi-slicks – find maximum grip at all times. But all the tech in this car seems to work with you. It doesn’t distract you or put a barrier between you and the car, which is so often the case. 
 
The GT-R is so sharp and precise that I hardly have to point this car into the apex of corners, it just sniffs them out somehow. This is a grip-and-go machine unlike any other – you just plant your foot and go. Occasionally, it’ll do a nice four-wheel drift at the exit of corners just to keep you further engaged as it carries insane amounts of speed onto the next straight. 
 
And while the GT-R is savagely fast around the BIC, the 2017 facelift has ensured that it’s also more comfortable on the road. Sure, it still tramlines like a wayward beast but it has become more liveable in the real world – as we proved a few months ago with our road trip through the Indian countryside and into the hills. 
 
The real beauty of the GT-R, though, is that despite all its gadgetry and wizardry, it still feels like an analogue beast in an increasingly digital world. Sadly, it feels like the last of the old-school sports cars. At its very heart, this is a driver’s car – and that’s all that really matters. It’s an extremely rewarding car to drive fast, not at all an intimidating one – despite its popular nickname! 
 
https://www.youtube.com/watch?v=bPdTxnWE5Wo 
 
[tabs] [tab title="Audi RS7 Performance"] 
Engine: &nbsp;3,993cc / V8 / 32 Valves / DOHC / Turbocharged 
 
Fuel: &nbsp;Petrol 
 
Transmission: &nbsp;8-Speed Automatic / All-Wheel Drive 
 
Power: 596bhp @ 6,100–6,800rpm 
 
Torque: 750Nm @ 2,500–5,500rpm 
 
Price: &nbsp;Rs.1.58 crore (Ex-showroom) 
 
X-Factor: Fast on the track, fast on the road, and quite livable too. [/tab] 
 
[tab title="BMW M4"] 
Engine: 2,979cc / 6-Cylinders / 24 Valves / Twin-Turbocharged / Direct Injection 
 
Fuel: &nbsp;Petrol 
 
Transmission: 7-Speed Dual-Clutch / Rear-Wheel Drive 
 
Power: &nbsp;425bhp @ 5,500-7,300rpm 
 
Torque: &nbsp;550Nm @ 1,800-5,500rpm 
 
Price: Rs.1.23 crore (Ex-showroom) 
 
X-Factor: One of the most rewarding and fun machines to drive on the track. [/tab] 
 
[tab title="Nissan GT-R"] 
Engine: 3,799cc / 6-Cylinders / Twin-Turbocharged / DOHC / Direct Injection 
 
Fuel: &nbsp;Petrol 
 
Transmission: &nbsp;6-Speed Dual-Clutch / All-Wheel Drive 
 
Power: &nbsp;562bhp @ 6,800rpm 
 
Torque: &nbsp;637Nm @ 3,300–5,800rpm 
 
Price: &nbsp;Rs.1.99 crore (Ex-showroom) 
 
X-Factor: This machine is built for one thing, and one thing only – sheer speed! [/tab] [/tabs] 
 
<img alt="Performance graph Nissan GTR and Audi-RS7 and BMW M4" src="/uploads/2017/08/Performance-graph-Nissan-GTR-Audi-RS7-Performance-BMW-M41.jpg" />

<table style="padding-left: 0px;" width="100%">
	<thead>
		<tr>
			<th style="background-color: #ccc;">CURRENT TESTS</th>
			<th style="background-color: #ccc;">Lap Time</th>
			<th style="background-color: #ccc;">Top Speed</th>
		</tr>
	</thead>
</table>

<div style="height: 350px; width: 100%; overflow-y: scroll;">
<table style="padding-left: 0px;" width="100%">
	<tbody>
		<tr>
			<td>Nissan GT-R</td>
			<td>2:17.7</td>
			<td>241</td>
		</tr>
		<tr>
			<td>Audi RS7 Performance</td>
			<td>2:21.9</td>
			<td>232</td>
		</tr>
	</tbody>
	<tbody>
		<tr>
			<td>BMW M4</td>
			<td>2:22.3</td>
			<td>232</td>
		</tr>
	</tbody>
</table>

TEST NOTES The ambient temperature during this test was over 40 degrees C, which meant that the track temperature was around 60 degrees. And, as we’ve seen in the past, track temperature has a huge bearing on lap times. And this is probably why we couldn’t match our previous best of 2:21.4 in the M4. The RS7 Performance, meanwhile, was only three tenths of a second a lap faster than our previous best in an RS7 – which has almost 50 horsepower less. The GT-R, meanwhile, not only suffered because of the heat but also possibly because of the fuel. Its rated horsepower of 562bhp is developed on 100 Octane petrol, while we ran this test on 91 Octane. According to one of the Japanese engineers, the GT-R could lose almost 150 horses running on this grade of fuel. So the GT-R could almost certainly set a far better lap-time around the BIC in the right conditions and with the right fuel.&nbsp;

* Slightly different circuit layout, W = Wet
</div>

GT-R vs RS7 Performance vs M4: Comparison

The Nissan GT-R, Audi RS7, and BMW M4 are, in fact, words apart from each other. As for similarities, well, these are stupendously fast cars that coincidentally lie in the same price bracket.

We're at the Buddh International Circuit yet again, and this time we pitted the Nissan GT-R against the Audi RS7 Performance, and BMW M4 to gauge which one of these performance sedans out shadow the others.

GT-R vs RS7 Performance vs M4 - Photos

We love speed, but more than that we love fast machines. We lined up Nissan GT-R, Audi RS7, Mercedes-AMG SLC 43, and Porsche Macan R4 to gauge which one of these machines is the fastest of the lot.

Nissan GT-R vs Audi RS7 vs Mercedes-AMG SLC 43 vs Porsche Macan R4 - Photos

To commemorate India’s 68th Republic Day, Nissan Motor India has set a world record of world’s largest-ever outline of a country map with a Nissan GT-R.

To celebrate India’s 68th Republic Day, Nissan has released a video where they use a <a href="https://www.autox.com/reviews/car-reviews/nissan-gt-r-review-first-drive/">Nissan GT-R</a> to create an outline map of India on the dry surface of Sambhar Lane in Rajasthan. The location was selected by <a href="https://www.autox.com/new-cars/nissan/">Nissan</a> due to its level, dry and soft nature, as it would allow a deep impression to be left which could be captured on video-graphic drones.

<img alt="Nissan India Map Republic Day Record" class="alignnone size-full wp-image-91331" height="336" src="/uploads/2017/01/Nissan-India-Map-Republic-Day-Record.png" width="642" />

The GT-R driven professional rally driver Rahul Kanthraj, carved out an outline map of India spanning three square kilometres on the dry lake surface. The dimensions of the map were about 3km in length and 2.8km in width with a total outline periphery of 14.7km. To ensure accuracy, the map was plotted with GPS co-ordination and multiple laps were done to approximate the actual map. This achievement was made in the presence of officials from the Limca Book of Records who validated the process and awarded Nissan’s feat with the “World’s largest-ever outline of a country map.

<img alt="Nissan India Map Republic Day Record 3" class="alignnone size-full wp-image-91333" height="336" src="/uploads/2017/01/Nissan-India-Map-Republic-Day-Record-3.png" width="642" />

Not only did this feat from Nissan act as a celebration for India’s 68th republic anniversary, it also cemented the arrival of Godzilla to India. The Nissan GT-R which was christened the nickname Godzilla in Japan, was launched in India in December 2016 in its Premium Edition. At the GT-R’s heart is a 3.8-litre handbuilt twin-turbo V6 engine that develops 565hp with power being sent to the ATTESA E-TS all-wheel drive system. The all-wheel drive system is capable of sending 100% of the torque to the rear wheels, and if required, send 5% of the torque to the front wheels. The Nissan GT-R in India is priced at Rs. 1.99 crore.

Watch the video of this tribute to India on its 68th Republic Day celebrations:

https://www.youtube.com/watch?v=2AqKcVgZUIA

Nissan sets world record with GT-R to commemorate Republic Day

To celebrate India’s 68th Republic Day, Nissan has released a video where they use a Nissan GT-R to create an outline map of India on the dry surface of Sambhar Lane in Rajasthan. Nissan Motor India has set a world record of world’s largest-ever outline of a country map with a Nissan GT-R.

Bookings for the new 2017 Nissan GT-R had already commenced in September at a minimum booking amount of Rs 25 lakh. And now finally the sticker price has been revealed at&nbsp;Rs. 1.99 crore (ex-showroom). 

The Godzilla is finally here! And it carries a sticker price of Rs. 1.99 crore (ex-showroom). Since the time the new Nissan unveiled its plans of bringing the GT-R at the 2016 Auto Expo, enthusiasts with deep pockets have been looking forward to its official launch in India. Although some of you know that master blaster Sachin Tendulkar had a GT-R as did a few other people in India, this is the first time the car is officially making its way to our shores. That being said, Nissan has promised to provide support to the existing customers as well.

This sixth-generation Nissan GT-R gets an updated design that makes it more aerodynamic. It is sharper than its predecessor, more compact and looks edgier than before. This is the most thoroughly redesigned GT-R since the launch of the R35 in the global market in 2007.

Hiding under the hood is a 3.8-litre V6 monster that produces 562 horses and peak torque of 637Nm. Mated to a 6-speed automatic transmission, the 2017 GT-R can dismiss the 0-100km/h dash in less than 3 seconds. While the change from the R34 in terms of output might not be substantial, some major improvements have been made to the chassis and suspension setup. Nissan claims that these changes help improve the overall handling capabilities thereby making it faster than its predecessor around a race track.

Brought in India via the CBU route, the 2017 Nissan GT-R will compete against the likes of the Mercedes-AMG GT, Porsche 911 Carrera S, Jaguar F-Type and the BMW M6.

Looking forward, Nissan India plans to launch eight new models in the country by 2021 and have 5 per cent market share.

2017 Nissan GT-R launched in India

Bookings for the new 2017 Nissan GT-R had already commenced in September at a minimum booking amount of Rs 25 lakh. And now finally the sticker price

The new Nissan GT-R Track Edition engineered by NISMO’s full specification details have been revealed.

Nissan has revealed the specs of an angrier and track focused version of Godzilla… the Nissan GT-R Track Edition which has been tuned and developed but Nissan’s Motorsport division – NISMO.

The new GT-R Track Edition has been given a bespoke Bilstein suspension system and also gets a revised interior. Nissan have priced the car in the UK at £91,995 ~ Rs. 79.44 lakh. The Track Edition sits above the Premium, Prestige and Black Edition - GT-R model line up but is below the flagship GT-R NISMO.

<hr />
Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/nissan-gt-r-review-first-drive/">Nissan GT-R Review: First Drive</a>

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The engine is a 3.8-litre V6 twin-turbo engine that develops 570hp and 637Nm of torque, assembled by a single individual engineer, a Takumi (Master craftsman – in Japanese) for every car by hand.

The Track Edition gets a bespoke suspension set up from Bilstein. The Bilstein Damptronic suspension has a racing set up for optimum straight-line and cornering stability to rip your eyes out of your sockets when cornering. For added rigidity, Nissan has also thrown in a new lightweight anti-roll bar which also reduces weight.<img alt="100593nissan 426153368 Nissan reveals full specs and pricing for thrilling new GT R Track Edition" class="alignnone size-full wp-image-75720" height="336" src="/uploads/2016/09/100593nissan_426153368_Nissan_reveals_full_specs_and_pricing_for_thrilling_new_GT_R_Track_Edition.jpg" width="642" />The car sits on NISMO Racing Black 20-inch forged aluminium wheels and also a wider front bumper. However, the interior options may differ from market to market. Recaro seats available with carbon back, a carbon rear spoiler and a boot lid made from carbon-fibre will be some of the options that will be available in different combinations in different countries.

The Track Edition badge is also made from carbon that in housed on the dashboard on the inside of the car. The cabin also gets a new 8-inch NissanConnect touch infotainment system with an 11-speaker audio sound system from Bose.

The Nissan GT-R Track Edition is based on the model year 2017 GT-R that was debuted at the New York Motor Show in April. Customers of the Track Edition can expect deliveries of their cars from early November this year.

<hr />
Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-nissan-micra-teased-ahead-of-paris-debut/">New Nissan Micra teased ahead of Paris debut</a>

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2017 Nissan GT-R Track Edition specs revealed

The new Nissan GT-R Track Edition engineered by NISMO’s full specification details have been revealed.
Nissan has revealed the specs of an angrier

Nissan India&nbsp;starts&nbsp;pre-bookings of the 2017 GT-R with its launch expected some time&nbsp;around November, 2016.

Godzilla enthusiasts, rejoice! After a long wait, Nissan has finally announced that it has started accepting pre-bookings for the 2017 GT-R in India. Interested customers will need to shell out an advance deposit of Rs 25 lakh at select Nissan dealerships in order to&nbsp;get one into their garage.

At the Delhi Auto Expo earlier this year, Nissan had confirmed of finally bringing the GT-R to our shores. However, the company had showcased the older version of the car that time. A month later in March 2016, Nissan revealed the refreshed 2017 GT-R at the New York International Auto Show, and that’s the model which is now coming to India. There’s however a slight delay and it will only come here by November, and not in September as announced earlier during the expo.

In comparison to the old model, the 2017 GT-R has received the most thorough makeover since the original car’s launch in 2007. The GT-R’s 3.8-litre V6 twin-turbo powertrain has also been tweaked in the new model. This means it now develops 562bhp @ 6,800rpm - 20bhp more than the outgoing model - along with a peak torque of 637Nm. Power reserves from the engine are channeled to all four wheels via a six-speed dual-clutch automatic. 0-100km/h will be dismissed in 2.8 seconds!

Commenting on the development, Guillaume Sicard, President, Nissan India, said, “The 2017 GT-R will bring more excitement to the Nissan range in India. GT-R represents the pinnacle of Nissan’s driving performance and this latest model has become even more powerful and luxurious. We are proud to offer this legendary sports car to Indian performance car enthusiasts.”

When launched, the Nissan GT-R will lock horns with the likes of the Porsche 911 Carrera, Mercedes-AMG GT, Jaguar F-Type, etc., albeit it’s expected to undercut its rivals on the pricing front, which's something that's earned it the ‘Supercar-bargain’ name all over the world.

Also read: <a class="entry-title" href="https://www.autox.com/reviews/car-reviews/nissan-gt-r-review-first-drive/" rel="bookmark" title="Permalink to Nissan GT-R Review: First Drive">Nissan GT-R Review</a>

2017 Nissan GT-R bookings commence in India

Nissan India starts pre-bookings of the 2017 GT-R with its launch expected some time around November, 2016.
Godzilla enthusiasts, rejoice! After a

To become a true GT-R convert, Dhruv had to take Godzilla by the horns – at Spa, in the pouring rain! Frankly, there was no telling how this would end up…

Whenever we’ve tested the Nissan GT-R before – specifically at the Dubai Autodrome many years ago, and more recently at the Buddh International Circuit – we’ve used phrases such as ‘neck-snapping acceleration,’ or ‘face distorting grip levels’ in an attempt to describe the many ways in which Godzilla can alter your anatomy when prodded. Well, the Nissan engineers appear to have taken pity on us lily-livered motoring hacks and potential customers by adding a few more doses of civility into the 2017 GT-R. Godzilla, it seems, has been squeezed into a tux!

Just as well I suppose, since Nissan is finally on the verge of launching its long-time halo car in India. And, of course, while we love being shoved into our seatbacks we don’t mind keeping our tooth fillings in place at the same time – as we attempt to circumnavigate the pothole-ridden surfaces masquerading as roads in the majority of our cities.

<img alt="Nissan GT-R Dashboard" class="alignleft size-full wp-image-72656" src="/uploads/2016/07/nissan-gt-r-dashboard.jpg" style="width: 642px; height: 336px;" />

So, the first thing that you notice as you approach the GT-R is that it has a slightly friendlier face and a far more opulent cabin – not to mention driving manners that are a lot more civil around town and on the highway. Our orange test car even had a matching interior with swathes of Napa leather to ensure that every surfaces we touched was as smooth as a baby monster’s bottom – well, it is still Godzilla at the end of the day.

But it has to be said that the leather stitching on the dash, centre console, and door panels completely transforms the cabin. While, in the past, you would simply tolerate its boot camp interior because this machine did what it did when pushed, you no longer have to make any excuses whatsoever when seated in the cabin. In fact, the seats are surprisingly comfortable on long blasts down the Autobahn – and the boot is big enough for more than a couple of bags. It appears, then, that Nissan is finally taking the ‘GT’ portion of its name – Gran Turismo, or grand touring car – seriously.

Don’t for a second, however, think that the GT-R has gone soft. Sure, the ride is far more compliant in ‘Comfort’ (in fact, the improvement in ride quality is the most positive change in my book), and the sound levels in the cabin are much reduced, but let’s take a slightly more detailed look at some of the changes to the 2017 model – shall we? Let’s start with the V in the bonnet. At first glance you may think that this has been done to make the GT-R look less aggressive and more disarming. But mention that to the Nissan engineers and they simply laugh. No, they say, they haven’t made any changes for the sake of “entertainment” – they consider styling ‘entertainment’ obviously. “No, we’ve redesigned the front end to provide more downforce between 250-300km/h,” says an engineer very matter-of-factly. This, of course, means that you’re not really getting your money’s worth unless you’re doing over 250km/h.

<img alt="New Nissan GT-R Rear View" class="alignleft size-full wp-image-72652" src="/uploads/2016/07/nissan-gt-r-rear-view.jpg" style="width: 642px; height: 336px;" />

Perhaps this is why Nissan India brought a bunch of us to Germany to test the new GT-R on some unrestricted stretches of Autobahn, as well as – and this was the piece-de-resistance – on the legendary Spa Francochamps circuit in Belgium. The Nissan engineers have, of course, added more power – 20 horses worth – as well as vastly improved the torque curve by providing better cooling. They’ve also cleaned up the C-pillars slightly and borrowed the tail from the previous generation NISMO GT-R (NISMO is Nissan’s racing division) to clean up the airflow and turbulence coming off the car to improve aerodynamic efficiency. So, bear in mind – with power upgrades, added creature comforts, and aerodynamic gains – this is more than just a mere facelift.

We flew into Dusseldorf, and the plan was to pick up the cars from the airport and take the long way to Spa, which would give us two-and-a-half hours worth of Autobahn time – as well as the chance to carve through some country roads before we got to the track. The problem, however, was the weather. Not only was it quite miserable on account of constant rain, but the visibility in some cases didn’t stretch beyond a couple of metres at best. Still, these are conditions that the GT-R revels in. All-wheel drive means that traction is immense, even in the worst conditions. And with the added power and improved torque, it was a case of absolute power on demand. You merely had to think about pressing on, and the GT-R would leap forward in response. What about turbo lag from the twin turbos, you ask? Well, the Nissan engineers would have none of it. The phrase ‘turbo-lag’ is no longer in their lexicon it appears.

<img alt="2016 Nissan GT-R Logo" class="alignleft size-full wp-image-72648" src="/uploads/2016/07/nissan-gt-r-logo.jpg" style="width: 642px; height: 336px;" />

Each GT-R motor is assembled by hand by master craftsmen – they’re known as Takumi Masters – and even the engineers speak of them in reverential hushed tones. The GT-R Chief Engineer is an intense, but funny, man (read: genius) by the name of Tamura San. And to fully get the GT-R, you have to sit down with him over a beer to get some sense of the level of detail and excellence that goes into each and every engineering decision in this car. Oh, and by the way, there are only engineering decisions here – remember, to alter something simply for its appearance would be ‘entertainment’ after all! This is also prevalent when you try and use the nav system or stereo, which you soon discover is quite hopeless.

But we’re not here to fiddle with the on-board entertainment. We’re here to toggle all the drive systems to their extreme setting and tackle the famous Eau Rouge corner – which was once the most challenging corner in Formula 1. Modern F1 cars generate so much downforce that the drivers now simply keep the throttle pinned while they weave through this blind left-right-left that leads you deep into the Eifel mountains.

<img alt="Nissan GT-R Exhaust" class="alignleft size-full wp-image-72643" src="/uploads/2016/07/nissan-gt-r-exhaust.jpg" style="width: 642px; height: 336px;" />

When we arrive at Spa, we’re told the track is closed because of the weather conditions. The wet track the GT-R can handle, but the visibility means that its weakest link – the driver – is even more handicapped than ever. Fortunately, after about an hour or so, the conditions improve enough for the Nissan team to let us onto the track with a great deal of trepidation. Fortunately also, we each have a professional racing driver sitting alongside telling us exactly where to go even in near zero visibility at times.

We set off from behind the outside wall of the famous La Source hairpin, and head straight towards Eau Rouge – which, the first time you approach it, feels like you’re attempting to drive up a brick wall. It’s that steep – something that you just don’t pick up on in videos and pictures. The instructor actually had to put his hand on the steering and guide me through the corner the first time, because you’re literally driving blind. And, in these conditions especially, you really have to be careful when and where you begin to put the power down. After a couple of laps I was starting to get more comfortable and tried to put the power down a little early – not a good idea, as the car squirmed immediately because the road just seems to wash away from you as you approach the top of the hill. It’s really only once you’re on the Kemmel straight that you can really floor it. You then race towards Les Combes, before you approach the never-ending series of bends as the road drops down once again. Once you negotiate the likes of Pouhon and Stavelot you come up to the blindingly fast Blanchimont and then finally to the Bus Stop chicane and the F1 straight.

<img alt="2016 Nissan GT-R Tyre Pic" class="alignleft size-full wp-image-72646" src="/uploads/2016/07/nissan-gt-r-pic13.jpg" style="width: 642px; height: 336px;" />

It’s all quite overwhelming the first time around, especially in these conditions. But, honestly, if there was one car that I had to choose in which to do it in it would be this one. In an age of electric steering systems that are completely devoid of feel, the GT-R retains a hydraulic steering rack that picks up the actual texture of the road beneath you. The all-wheel drive system, meanwhile, is completely unflappable while the traction control systems allow you a little leeway before cutting in. The thing is, though, that the chassis is so balanced and the tyres have so much grip that the traction control never really has to intervene – even in these conditions. The power delivery is still savage, and the grip levels still mind-bending, but on this day, on this track, in these conditions, the GT-R finally starts to make sense to me. I have to admit that I didn’t fully get it before. But, after talking with Tamura San, and understanding the sheer level of precision that they’re chasing, and experiencing the GT-R at Spa in the pouring rain, I get it now.

With this update, they’ve gone for more performance and more refinement – and that’s exactly what they’ve achieved. I have to admit that this is one of the best machines that I’ve sampled in my entire life. Period.

Long live Godzilla!

Spa Francorchamps 
Spa is one of those old-school legendary circuits that is steeped in the history of courageous victories. Fortunately, modern-day Spa retains all its charm and character even to this day. Eau Rouge is everything you expect it to be – and more! The rest of the circuit, nestled in the Eifel mountains, isn’t bad either. The Eifel mountains, of course, are home to another legendary track – the Nurburgring Nordschleife circuit. I’ve had the pleasure of driving at the ‘Ring’ several times in the past, but this was my first visit to Spa. And while it’s not quite as challenging as the ‘Green Hell,’ it’s a circuit that’s not only beautiful but also one that truly tests courage and skill. I can only hope that it remains a permanent fixture on the Formula 1 calendar. 
 
<img alt="Nissan GT-R Engine" class="alignleft size-full wp-image-72644" src="/uploads/2016/07/nissan-gt-r-engine.jpg" style="width: 642px; height: 336px;" />The twin-turbo 3.8-litre V6 produces 560 horses – but that’s only on 100-octane fuel. So, you’ll have to ensure that you find a pump with Speed 97 at the very least when the GT-R is launched in India later this year. The engine won’t complain with regular 91-octane, but the power rating will drop drastically – up to 150 horsepower according one of the Japanese engineers.

 
<img alt="Nissan GT-R Rear Three Quarter" class="alignleft size-full wp-image-72641" src="/uploads/2016/07/nissan-gt-r-rear-three-quarter.jpg" style="width: 642px; height: 336px;" /> 
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Engine: 3,799cc / 6-Cylinders / Twin-Turbocharged / DOHC / Direct Injection

Fuel: Petrol

Transmission: 6-Speed Dual-Clutch / All-Wheel Drive

Power: 562bhp @ 6,800rpm

Torque: 637Nm @ 3,300–5,800rpm

X-FACTOR: Godzilla has softened with age. Godzilla has also grown more motherly than ever - it simply makes you look like a better driver than you actually are!

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Also read:&nbsp;<a href="https://www.autox.com/track-test/nissan-gt-r-first-drive-at-bic/" target="_blank">Nissan GT-R Review</a>

Nissan GT-R Review, First Drive

Godzilla! The word that pops in the head whenever we think of the Nissan GT-R. On the face of it, the Godzilla receives a nip-and-tuck job this year. So, we head over to Autobahn - brimmed with anticipation - to get a grasp of what's new with this mighty Godzilla.

Track-focused Nismo version of the Nissan GT-R has been unveiled at Nurburgring.

You’d hardly find anyone complaining about the Nissan GT-R not being ‘hardcore’ enough – except for its maker, perhaps. And that seems to be the case because Nissan has just unveiled the Nismo version of the sportscar, roughly two months after the debut of the facelifted GT-R. Billed as the 2017 GT-R Nismo, the new version is claimed to be more mental and faster than the standard car.

The new GT-R Nismo made its debut at the Nurburgring racetrack in Germany – a place where it’s been honed and perfected, says Nissan. Design wise, it looks largely similar to the standard model, save for a few vital details. For example, its bonnet has been restyled and made stiffer than before so as to cope with the aerodynamic pressure. The front bumper has also been given a similar treatment, but unlike the standard model, it is layered with carbon-fibre on the Nismo derivative. The canards have also been redesigned to generate more downforce, thereby, improving road-grip, allowing drivers to tear up any racetrack around the globe. Nissan also claims that this model generates more downforce than any other Nissan production car to date.

The engine remains unchanged from the outgoing Nismo version, which is not a bad thing. The 2017 GT-R Nismo incorporates the same 3.8-litre twin-turbo V6 that develops 592bhp of maximum power and 652Nm of peak-torque. Power is sent to all four wheels via a 6-speed dual-clutch automatic gearbox. Thanks to that, the GT-R Nismo will do 0-100km/h within 2.6 seconds before hitting a top-speed of 315km/h.

To put the power down effectively, Nissan engineers have made some significant chassis revisions by fitting uprated dampers, stiffer springs and anti-roll bars. All of this combined has made the new GT-R Nismo 2 per cent quicker in slalom and cornering tests, claims Nissan.

Interiors of the new GT-R Nismo have also been revised, sporting the same design and layout as the facelifted model. The Nismo version, however, comes with Alcantara-trimmed dashboard, carbon-fibre console and Recaro leather seats with red synthetic suede inserts.

The 2017 Nissan GT-R will be assembled in Japan and shipped out to other parts of the world. It’s unlikely that we will see the Nismo version make it to India, but don't be disappointed since&nbsp;the ‘standard’ GT-R is anyway headed our way this September!

Also read:&nbsp;<a class="entry-title" href="https://www.autox.com/news/car-news/nissan-reveals-2017-gt-r-at-new-york-motor-show/" rel="bookmark" title="Permalink to 2017 Nissan GT-R unveiled">2017 Nissan GT-R unveiled</a>

2017 Nissan GT-R Nismo breaks cover

Track-focused Nismo version of the Nissan GT-R has been unveiled at Nurburgring.
You’d hardly find anyone complaining about the Nissan GT-R not

Nissan Gtr