As noisy as the ride continues to be even after Nissan’s latest revisions, it’s far from uncomfortable.

The car has a slightly more loping and laid-back gait over longer-wave lumps and bumps than before, its new dampers allowing more wheel dexterity and ride compliance before toughening up to keep the car’s mass in check.

Extra-wide, low-tread-depth tyres mean that the GT-R doesn’t need to be asked twice to aquaplane

That gentle shift towards touring comfort isn’t transformative enough to undermine the GT-R’s immense on-road cornering composure or its enormous traction, but it’s notable enough to broaden the car’s dynamic appeal.

The GT-R now feels more like the everyday-usable, any-road-suitable, all-wheel-driven, superpowered multi-disciplinarian that it has always promised to be. Which is great news.

Going hard at a sequence of corners allows you to experience everything the car is good at in fairly short order.

We’ve already covered the huge performance level, but the bump compliance added by Nissan’s suspension overhaul gives you much more confidence to dip into that performance on a cross-country road.

The chassis, although still noisy over sharper edges, no longer feels so much like it’s pummelling the road into submission but instead is in a meaningful give-and-take conversation with it.

The GT-R can bump-steer and tramline a little, particularly when you load up its front axle under braking, but it’s a necessary price to pay for the lovely old-school hydraulic steering feel.

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And although its mass and a gentle tendency to roll rob the car of the handling immediacy of something purer and mid-engined on turn-in, its dependable traction and nicely judged cornering balance make amends as you accelerate through the apex and beyond.

The rear-biased four-wheel drive system allows you to keep the car on line as you add power and makes the handling just about adjustable enough to begin to really engage its driver between straights as well as on them.

Although the GT-R’s more subjective qualities may make amends on the road for the consequences of Nissan’s decision to soften the suspension slightly, the track is where physics gets its own back.

Drive the GT-R up to the considerable potential of its powertrain and the limit of its grip level and it begins to roll quite hard compared with a lighter sports car and generally handles in a secure but brusque and less than brilliantly precise fashion.

Even with torque heading rearwards before it’s diverted to the front axle as needed, the GT-R isn’t as balanced on the limit as you’d hope.

The four-wheel drive system pours oil on any attempt to coax the GT-R into neutrality by trail-braking, and the car simply can’t hang on hard enough at the front end to keep turning its mass and hold back any directional impetus in reserve.

So the GT-R will feel more at home on a dragstrip than on a circuit, where some dynamic bluntness adversely affects its appeal.