Explore its evolution and individuality
The Nissan GT-R, which has been a long-selling model for 17 years, is finally rumoured to be discontinued with the 2025 model year. We therefore once again take the MY24 and MY22 ‘Nismo Special Edition’ for a long-distance test drive to highlight the differences in the two cars’ personalities. What are the differences in their evolution and individuality?
A “long-seller” that will end production before 2026
There are 1,500 units left. The current model, which was launched in 2023 as the MY24 with relatively major interior and exterior changes, was thought to signal the intention to keep making it for a few years, but according to Nissan, production is rumoured to end in 25 years. However, according to Nissan, it is rumoured that production will end in 25 years.
It was said that production from 2026 would be difficult due to several regulations, such as noise restrictions and mandatory automatic braking, but the reason for the model being brought forward is that “it has become difficult to supply parts”.
Well, the basic design of the machine is 17 years old, and although it has undergone annual improvements, the main parts (e.g. transmission) are the same as in the past. It was difficult to receive the supply of parts from “such a long time ago” for a model that was not expected to be produced in large numbers in the first place.
As with the ‘Takumi Edition’ and ‘Skyline Edition’ models for North America, there are rumours that there may be a further Final Edition for the Japanese market. There are rumours that there will be a further final edition for the Japanese market, but since this is the last one, it is difficult to say. No, if there is one, it will be a very small number and it may be targeted at MY25 buyers, or it may be prohibitively expensive. In any case, the chances are no longer limited.
The MY25 GT-R was announced on 14 March, with production starting as early as June 2024; in some regions, applications for the lottery were received in the order of those who had not won the MY24 and closed immediately after the announcement, while in others, like Tokyo, they were accepted until 24 March.
While those looking to place a new order can simply bet on the draw anyway, the tricky part is the “buy? or not buy?” decision of those who already own a pre-minor change model around MY22, especially the Nismo. But since they don’t know whether they will win the lottery or not, they have no choice but to apply for now. If you have the financial means, it would be best to have two cars.
There was some news for the MY25, such as a new colour scheme and engine parts for the T-Spec that were used in the Nismo Special Edition, but there were no changes to the basic performance or design from the MY24. As far as Nismo is concerned, it is the same. Here we once again borrow the MY22 and MY24 and highlight the differences between the two cars’ personalities on a long touring trip to Kyoto.
MY24 in terms of performance…
First, the styling. The MY24 has a power that cannot be described only by its huge rear wing, as it claims to have even better aerodynamics. The whole body has a tremendous machine feel. It’s not exactly a Porsche RS, but it would not look out of place in the race paddock of a circuit without a fight. In comparison, the MY22 is a little more docile. The MY22 is the ‘Huracan EVO’ and the MY24 is the ‘Huracan EVO2’, but the Huracan EVO2 is usually surprisingly grandiose.
I find the MY22’s face more GT-R-like, or rather Nissan-like, and while I have no feelings about the V-shaped grille, it’s a lot more intrepid than the MY24’s slightly bland, flatulent look.
Turning to the interior, it’s already a MY24. The carbon Recaro seats are cool. But as soon as I fired up the engine, I was a little put-off.
Of course, this is no longer the era of bombast. Even a 1,000-hp supercar would only want to wake up its engine once it’s on the main road. So there is no reason to complain that the V6 twin-turbo engine’s starting sound has been reduced a little, but for those of us who have been listening to the waking sound for 16 years, the MY24’s waking sound left us feeling a little unsatisfied. The GT-R was much more dynamic. Of course, the developers are not to blame, as this is a regulation compliance issue. However, there could have been a little more effort put into the tone.
Proud to be the best industrial product
The smoothness of the car when starting is on par with any of the model years. It is a world apart from my memory of having owned an early model, and the dynamic quality of the transmission is a world apart. What was even more surprising was the handling of the MY24’s front legs. Although the recent R35s have always been “light” to move, they have also been refined in terms of sensuality, such as suppleness and straightforwardness.
To put it simply, the nose of the MY24 moves like a ‘normal car’. Combined with an angular ride, it was a little less spartan, but instead had a more refined bodywork. In comparison, the MY22 still had the rush-heavy tank feel typical of the Nismo, or rather the R35.
Stability at motorway speeds was more than sufficient for the MY22, and the MY24 did not make a clear difference on the road. The front mechanical LSD and the new 4WD control system show their true value at speeds like those on the circuit.
The MY24 Nismo is easier to drive and feels even faster. It’s a natural evolution of a sports car, and it’s the best industrial product that can be made. When it comes to performance, it’s the MY24 without a doubt.
However, looking back over the R35 GT-R’s 17-year model life, we fondly remember how the “ton demo theory” of utilising weight for speed was put into practice, giving this Gundam-like car a very unique ride. If you want to enjoy the remnants of that, you’d better keep the MY22.
It was produced for an unusually long time and remained the first class of its day for all that time. There you can see the epitome of automotive evolution.
translated by DeepL