2009 Nissan GT-R Review

Cars UK Rating:

Car makers who produce mass-market cars dream of having a ‘halo’ car, a car which showcases the extreme abilities of the maker and gets accepted as a supercar in its own right. It’s a hard thing to pull off, and usually ends up as a great car, but with little or no kudos. A recent examples of failure in this area is VW with the Phaeton. By any measure the Phaeton is a spectacular car, but buyers couldn’t get over the VW badge, and have consigned it to the bin marked ‘Big Passat’.

But Audi has managed to pull it off with the R8, a car which has taken the fight to the 911 with a passion, and is still riding high, even adding a more powerful version for 2009 (the Audi R8 V10). The R8 is accepted as a supercar in its own right, not just a posing Audi.

And now it’s Nissan’s turn with the GT-R. Nissan has had high performance cars before, and its Skyline, never officially imported as a UK Car, is the bloodline for the GT-R.

But how does the GT-R stack up? Is it a real supercar? Can it really take the fight to established marques in this niche like Porsche, Ferrari and Lamborghini?

Quality and Comfort

Nissan does build cars very well, and the GT-R is no exception. But the exception is the soul the GT-R has, something sadly lacking in most Japanese cars. Admittedly, the GT-R has not exactly got a traditional feel to it; you don’t really have a big sense of its lineage coming through. But a lineage it does have. Descended from the Skylines, which first saw the light of day in the 1960s, there is a long history of performance cars from Nissan, and it shows in the GT-R.

The GT-R is just the right side of boy-racer. You only need to look at it to know it’s something special. The build quality is superb, although some of the interior fixtures and fittings are a little underwhelming in the quality department. But you have to remind yourself that this is a sub £60k car, not a £160k car. The compromises in this area are completely acceptable.

It’s not particularly luxurious in the cabin, but it suits the car. Snug is probably the best description, but the back seats are definitely sub-snug - you’re not going to be able to put your teenagers in here for long. But the boot is spacious enough for a couple of decent sized bags (and with run-flats there is no spare wheel to fill up the space), and by supercar standards this is a quiet, comfortable and reasonably capacious car.

On the Road

This is the bit the GT-R is all about. And it certainly doesn’t disappoint.

The 3.8 V6 gives a huge 480bhp (although, as all the engines are hand built each is slightly different, and there have been many reports logging the bhp well in to the 500s), 430lb/ft of torque, almost 200mph and a 0-60 time of 3.5 seconds. Look at those figures again. There is nothing, and I mean nothing, that can come close to the GT-R at this price. Quite frankly, there is almost nothing that comes close at twice this price. Quite incredible.

But it’s not just the power the GT-R has that blows you away, it’s the way it uses the power. The all wheel drive and huge array of traction and technical gizmos means the GT-R utilises every drop of power at its disposal in a way that rarely scares the pants off you, and makes you feel like you could give Mr Schumacher a decent run for his money.

The joy of the X-Box like GT-R is that it cleverly allows you to choose how you want to drive, and delivers the optimum set-up every time. Want a poodle around town. No problem, just choose the comfort setting and cruise with the best. Feeling a bit lively? Drop the mode selector in to normal and the car tightens up and feels much more eager. And if you want to play at NASCAR driver then shoot for the ‘R’ option and the car turns in to something no £60k Nissan ever should. I always believed that the Porsche 911 Turbo was the quickest car in the real world. Not any more. The GT-R does exactly what you want, when you want, whatever your mood is or the road conditions dictate. Astonishing.

Running Costs

Running costs rarely bother those who buy cars with this sort of performance. But the GT-R is different. It hasn’t been made to be brought out of the garage on a sunny Sunday for a mad country blat. No, it is a true everyday supercar in the 911 mould, and running costs are relevant.

You can take it as read that the insurance, particularly for younger drivers, is going to be high. But it won’t be a killer for those of us of more ‘mature’ years. Fuel consumption? Well, I always find the figures pointless on cars like this. The headline official figure is 23mpg. And if you drive the GT-R like a Micra you might achieve that. But you won’t. Believe me, you really won’t (and if you do, you should sell it and then book yourself in a retirement home immediately). You will drive it at every opportunity as it’s meant to be driven - quickly. And then you’ll be lucky to see 16mpg. But that’s as good or better than you’ll see in any other car with comparable performance.

Depreciation is a key factor, and you can rest pretty easy on this score for the time being at least. At this price, the cars are going to be, and remain, despite the economic gloom, highly desirable. Which means you have a pretty good chance of seeing high residuals - as much as 75% over 3 years.

Servicing isn’t going to be peanuts, but it won’t be Porsche-nomical either. Nissan is opening dedicated service centres for the GT-R around the country, where you can expect to get suitably deferential and knowledgeable service. It will be more than a Micra, but it won’t break the bank. And now that Nissan has decided to delete the launch-control from cars coming to the UK, you’re going to struggle to break such a bullet-proof car in any sort of massive way.

Verdict

Stunning. There is really no where else to go with this. I had expected great performance and good build quality, but expectations are exceeded in every department.

The GT-R looks good, drives incredibly and is built to last. It remains to be seen how reliable the X-Box elements of the car are, but there is every reason to expect they will be ultra-reliable.

The GT-R should scare the pants off Porsche and Ferrari, and every other car maker with pretensions at this level of performance. There is nothing that compares to what Nissan has achieved at anything like the price. And if that’s still not enough, there are modifiers starting to pop up offering ‘Tuned’ GT-Rs. It’s hard to believe you could make it any better than it is.

Cars UK Rating: A supercar that gives Pagani a run for their money, at the price of a high-end E-Class.

2009 Nissan GT-R Photo Image Gallery

2009 Hyundai i20 Review

Cars UK Rating:

Hyundai has really made an impact in the UK Car market in recent years, despite its offerings until recently not really being up to European standards (with the exception of the Hyundai Coupe). But things are changing, and Hyundai has taken the bold step of having its Getz replacement, the i20, designed in Europe ( as was the new i30).

The Supermini segment is a very competitive one, and Hyundai has sold relatively well to date, based mainly on price. But how will it fair with the i20, which is much more Euro mainstream?

Well, price-wise it remains very competitive, with prices kicking off at a very modest £8k. And the little Hyundai is well equipped, with even the base versions getting aircon.

But can its stand up to the (more expensive) offerings from the likes of Ford?

Quality and Comfort

The Getz, the i20’s predecessor, was not exactly renowned for the quality of its fit and finish. So it’s not going to be too difficult to improve on the very mediocre standards Hyundai has set. The Getz finished a pretty poor 55th in the JD Power Survey, with owners complaining about the styling and the poor quality of materials used, particularly on the inside.

The i20 is an improvement on the Getz, particularly on the exterior styling front, but the interior fixtures and fittings are still cheap to the eye and the touch. The cabin is not a great place to be, but I suppose the low headline price has to be achieved by keeping material costs down. But does it have to look cheap, as well as feel it?

But you have to give Hyundai their due - the i20 is pretty well equipped. Even the base models get aircon and electric windows, with another £800 or so bringing the ‘Comfort’ features such as ipod connector, 15″ alloys and electric mirrors. Throw another £900 at the car to get the range-topping Style, and you get bigger alloys, climate control, half leather and folding mirrors.

On the Road

The i20 is a direct replacement for the Getz, which was not exactly a world beater on the road. Hyundai has spent serious money engineering this car in Europe, and it shows. Its all new platform is vey much up to European standards, and anyone trading up from a Getz will feel like they’ve jumped in to a car from a different age. It’s almost as good as the old model Fiesta, but it’s quite a bit short of the class leader, the new Ford Fiesta.

But the chassis is tight, and it handles well. There is a bit of understeer, particularly if you hustle, but nothing too drastic, and the grip levels are good. The standard stability control does a good job, and keeps the i20 under control even in wet conditions.

But the ride is a bit crashy-bashy, particularly over that bane of urban life, the speed bump (and it’s too narrow to straddle the mini-bumps as well), and it just lacks suppleness.

The diesel engine is undoubtedly the economy buy. But it is just not worth the saving. It will drive you mad in every day use. It is very unrefined, and very nosiy. Slow doesn’t cover it, although its better torque does make it just about acceptable around town. The choice is the 1.4 petrol, which is still economical (50mpg) but does at least feel reasonably lively. It can do the 0-60 sprint in around 11.5 seconds, and a bit over 110mph, so it’s up there with other cars in this class. And it is actually quite nice to drive.

Running Costs

Not surprisingly, the cheapest i20 to run is the 1.4 diesel. It offers an acceptable 74bhp and a quite astonishing 62mpg. But it is a pretty uninspiring engine; noisy and uncouth. But if out and out economy is your goal it is acceptable, if not inspiring.

The 1.4 petrol engined i20 is probably the best of the bunch, with 99bhp and a fairly lively turn of speed. But the economy drops to around 50mpg. Good, but could be better.

Depreciation on Hyundais has historically been fairly reasonable. Not up there with the class-leading VWs, but on a par with Ford. Expect to lose around 33% on the i20 in the first 3 years / 30,000 miles. Which when you take in to account the pretty low purchase price means around £18 a week in depreceiation. Cheap motoring, by any standards.

Verdict

The i20 is a big improvement over the Getz, make no mistake, It feels like a European supermini and is, at least in the 1.4 petrol version, a pretty good car. It’s economical, handles quite well and is very well equipped.

I suppose it all comes down to just how cheap you want your motoring to be. It’s fair to say that the new Ford Fiesta is the pick of the bunch in this sector, but the i20 undercuts the Fiesta by around £2,000 across the range. With running costs on a par with the Ford, it all comes down to purchase cost. Yes, a more than 20% differential in price is significant, and can’t be ignored. And the reality is that when you factor in borrowing costs and the extra purchase cost, the Fiesta will cost you an extra £1,000 over 3 years (about £6.50 a week).

So if you’re really stretching to buy a new supermini, then the i20 Hyundai 1.4 petrol is a decent buy. But if you can manage an extra £1 a day, buy the Fiesta. You won’t be sorry.

Cars UK Rating: Rating: Big improvement on the Getz, but it’s no Ford Fiesta

2009 Hyundai i20 Photo Image Gallery

2009 Ferrari California Review

Cars UK Rating:

A new Ferrari is always an event. For most of us, owning a Ferrari is beyond dreams. But what’s life without aspirations, and even if we can’t afford it we can lust after it. And Ferrari knows that. That’s why they have always made cars that are beyond the reach of normal mortals. At this level price is subjective. It’s all about lust.

But times are changing, and Ferrari want to grow. So what do they do? Churn out a 4×4 like Porsche? Oh, no. Not the boys from Maranello. They’ve decided to chip away at the car market just below the stratosphere. Think high-end Mercedes SL.

The new Ferrari California is actually a real departure for Ferrari. Not since the Dino has there been a Ferrari that nudges in to the mainstream. It’s not an extreme car like the 599, nor a mid-engined supercar like the F430. It’s actually a very classy 2+2 (actually, 2 + 2 legless people) with a trick folding metal roof; a first for Ferrari.

So is it any good?

Quality and Comfort

Ferraris of old were probably best described as ‘challenging’ in the quality department. Always striking, many were seduced by the looks, and devastated by the reliability. Ferraris were not everyday cars. But in recent years that has changed. In the UK, Ferraris come backed by a full 4 year warranty. Yes, the servicing costs are pretty horrific, and they do have a habit of eating clutches, particularly on the F1 ‘box, but overall you can now buy a Ferrari knowing what it’s going to cost to run.

The California is a real Ferrari, and the cabin shouts it from the rooftops. Elegant and understated, it’s a really nice place to be. And surprisingly, for a Ferrari, it’s a very comfortable place to be. Some of the big Ferraris can leave you a bit on edge on a long journey. The 599 always seems ready to explode and twitch at any moment, but the California is cosseting and relaxing. But that’s only with the suspension in comfort mode. If you want to drive real Ferrari just switch to sport and you’re in a baby 599. A clever trick, well executed.

With the top up the California is remarkably refined. Low noise levels and very little wind noise make this feel like a coupe. And with the roof down, things are still very civilised. Buffeting is kept to a minimum, and you can still have a sensible conversation, even at three figure speeds.

On the Road

This is the bit that Ferraris are all about - the driving.

On paper the California looks set to disappoint. It’s the least powerful Ferrari. It’s engine is the same size as that in the F430, but it produces less power. It weighs more than some luxury saloons. And the engine’s at the front which, although that is the place it should be, you can’t help but feel it can’t possible handle like a mid-engined supercar. Boy, are you in for a surprise.

0-60 takes less than 4 seconds. By any measure that’s quick (remember, the standard Porsche 911 takes over 5). Use the launch control (as long as you can afford to keep changing the clutches) and you will be propelled at ridiculous velocity towards the horizon. The new engine revs to 8000 rpm, and before you know it you’re tugging on the right hand paddle to find the next gear. And the speed of the change is nothing short of astonishing. On and on it goes, up to a less than legal 194mph.

The power and performance are spectacular, but the brakes and suspension are even better. It’s handling is a true revelation. As already mentioned, it can cruise in comfort setting better than any Ferrari, but turn the switch on the steering wheel to sport and the car changes out of all recognition. It feels stiff; sharp; responsive. It can take any corner you throw at it at speeds you wouldn’t believe possible. It’s easily as good as its big brother, the 599, and that is one hell of a bench-mark. And the brakes (carbon ceramic) are up with the best of the best. In all honesty, the only way to stop any quicker would be to drive in to a brick wall!

Running Costs

Do you care? Well, yes you probably do if you’re considering the California, because if Ferrari has got its buyer profile right you’re probably trading from a high-end Mercedes or Porsche.

The warranty is cast-iron, so you know what it’s going to cost to service (a lot, but at least you know). The new direct-injection is fuel efficient for its size and power, and it’s overall consumption is 21+ mpg. But you won’t get that! What’s the point of having a Ferrari and tootling around at 30mph? No, you’re much more likely to be doing your Mr Toad impression at every opportunity, and that will probably mean seeing 15mpg at best.

On residual values it’s hard to judge. Big, front-engined Ferraris usually fall out of bed quite badly price-wise. The 612 Scaglietti is the worst, probably shedding around half its value in the first year. And even the F430, the most stable of the Ferraris on residual values, has taken quite a hit in these troubled times.

But the California will be different - at least for a while. Early Californias in the UK are attracting premiums of around £15k, and with limited availability (Ferrari claim the California is sold out until 2011 - yeah, right), they should hold their value well for at least the first year. But even if they lose just 30% in the first year you’ll still lose £43k based on the base list price of £143k (and the options list is huge - you could easily spend £20k without blinking).

No Ferrari is cheap to run, that’s a given. But, relatively speaking, the California should be economical - comparable to a Porsche 911 Turbo or a Mercedes SL65.

Verdict

The California has its weak points. From some angles it can look a little ungainly. It has a few odd styling details and, just like every car with a trick tin top, it can look a little boot-heavy.

But these are minor niggles. The California is arguably the best Ferrari made. It’s not the fastest. It’s not the best handling. It’s not the prettiest. But it is much more than the sum of its parts. It is an incredibly well-packaged, well-rounded supercar with astonishing performance and handling. It gives you the best of both worlds with its trick roof, and promises to be a real threat to the sales of Porsche and Mercedes.

Cars UK Rating: If it wasn’t for some of the styling detail, we’d have seriously considered giving the Ferrari California a 5 Star rating.

2009 Ferrari California Road Test Video

Ferrari California Photo Image Gallery