The improvement made to the car’s cabin ambience is quite striking. Most of the cheaper-looking plastics, and the fiddly switches that once littered the centre console, have been banished. A slimmer-bossed steering wheel, leather-wrapped upper fascia and carbonfibre-clad transmission tunnel now lend the GT-R the impression of quality and luxury that its forebears have thus far been missing.
The infotainment system, while a small improvement on what went before, remains quite blocky to look at and can be slow to respond to inputs, although the rotary knob you can now use to marshal it - instead of jabbing at the touchscreen - is a welcome addition.
The car’s refinement levels have been increased in line with the new plushness of its interior. The dual-clutch automatic transaxle gearbox is almost unrecognisable from the clunky, shunting six-speeder that the ‘R35’ came with originally, juggling ratios smoothly and quietly on part throttle and at low speed, albeit slurring them a bit when you’re pressing on. But cabin noise levels have likewise been reduced and ride comfort improved, with the upshot being that the GT-R can now cover big distances without taking such a lasting toll on your senses as it once did.
The additional 20bhp doesn’t, according to Nissan, make the car any quicker to 62mph from rest – and as part of a curious new gentleman’s agreement with its fellow Japanese manufacturers, Nissan doesn’t actually quote an official 0-62mph claim for the car. But taking in plenty of derestricted German autobahn, our test route afforded the opportunity for a momentary bit of performance benchmarking on the new Nissan using satellite timing gear that we, er, just happened to have at hand.
On what seemed like a level and averagely well-surfaced stretch of road, the car hit 60mph in 3.3sec and 100mph in 7.6sec; statistics that place it narrowly behind the current super-sports car crop and well ahead of the more humble machines it directly competes with at that £80k price point.
What prevents the GT-R from running with the Audi R8 V10s and new Porsche 911 Turbos that it finds itself up against in 2016 is weight: all 1752kg of it. The car feels potent where it can be given its head, but no longer quite like it belongs in the big performance leagues redefined by the likes of the Ferrari 488 GTB and McLaren 570S. The Nissan’s giant-killing days are over – or, at least, they’re on hold.
Weight also continues to be the factor limiting the car’s handling appeal somewhat – although here the GT-R still has a trick or two up its sleeve. Feelsome, direct and accurate, the car’s steering draws you into the driving experience by your fingertips, while the chassis continues to produce the same prodigious lateral grip levels and awesome traction that have made the GT-R so famous for so long.
As well as remarkably flat body control for something so heavy, the suspension conjures a more settled ride over hard-charged bumps and kerbs for the car than it used to, while the four-wheel drive system remains sufficiently rear-biased to allow you to adopt a neutral cornering attitude under power that feels poised and adjustable.
Beyond gentle initial slip angles, the GT-R’s limit-handling character remains something to be explored with circumspection. When grip levels are breached they drop away quite suddenly, the rear of the car picking up momentum quickly, and keeping the car on line as the driveline shuffles power away from the rear axle can feel like an exercise more of luck than judgement.