Nissan GT-R vs Lexus RC F

What's the difference?

The GT-R of the famous R32 era was a direct response to immortals like the Audi Ur Quattro and Porsche 959 that preceded it in the 1980s.

But the Nissan’s true gift since then is that it has evolved over successive generations, to serve as a glimpse of what these long-discontinued European supercars might be like if they, too, were allowed ongoing development, rather than dropped.

As such, the last R35 GT-R as we know it in Australia is far from disadvantaged, even 15 years on from launch, because it was devised and developed outside of the usual constraints and compromises of mere mass production sports cars.

In 2022, then, the Nissan GT-R remains timeless and transcendental. It’s still an incredibly moving and thrilling driving experience… if you can get hold of one.

There’s so much to like about the Lexus RC F EP3. A glorious atmo V8 soundtrack, sharp dynamics, plus loads of standard features and safety tech in a beautifully engineered four-seat coupe package. It can’t match the turbos for mid-range thump, and if you need practicality look elsewhere, but it’s the type of performance car we’ll be looking back at in years to come as one of the last to proudly hold its head above a rising tide of turbos, hybrids, and electric hot rods. 

At its 2007 unveiling, R35’s design chief, Shiro Nakamura, revealed to your author that the GT-R had to express modern Japanese culture, singling out the giant robots of the Gundam genre.

It also had to look “mechanical”, something highlighted by the squareness and creases. He also mentioned something about “…withstanding fashion trends throughout its lifetime while evolving with the times”, calling out Porsche’s 911 as inspiration. Clearly the circular tail-lights connect with the Skyline originals of the 1960s.

Some 15 years later, mission accomplished.

Six years in the making and with the design locked in during 2004, the GT-R was nevertheless a global project, overseen by Mr Nakamura but with input from Nissan’s US (mainly the rear quarter view) and UK outposts (roofline). The latter remain as striking as ever.

Despite its blocky visage, the R35 boasts an impressive drag coefficient of 0.26 Cd, aided by particular airflow elements and helping it achieve a 320km/h top speed. While the GT-R’s body consists of steel, aluminium and carbon-fibre to contain kerb weight to a very reasonable 1751kg, the latter also partly makes up the platform, further assisting aero.

Hands down, this is the coolest supercar in the world. 

At just over 4.7m long, a bit more than 2.0m wide and less than 1.4m high, the RC F has a classically macho wide coupe stance with a distinctive Lexus twist. 

In a late 2019 refresh the RC F was upgraded with suitably jagged single-piece, LED headlights and an even wider version of Lexus’ signature ‘spindle grille’ featuring a new mesh pattern.

Pumped up guards sitting over the standard 19-inch BBS rims feature gills behind them to help smooth airflow around the front of the car, stabilise it overall, and exhaust cooling air flowing around the brakes.

A revised rear diffuser is now body coloured, the stacked-at-an-angle quad exhaust pipes are a Lexus ‘F’ hallmark, stainless steel window trims are now dark rather than bright thanks to a thicker oxide film covering, and the LED tail-lights feature a new L-shaped insert.

Of course, a car’s looks are always subjective, but I think the RC F’s interior is super cool, combining long, flowing graphics on the seats and doors, with rounded, multi-level sections and brushed metal finishes across the dashboard.

The racy instrument binnacle tips its hat to classic sports cars of the ‘60s, the analogue clock between the central air vents could come off as cheesy, but actually looks great, and the large multimedia screen set ‘rear-of-stage’ at the top of the dash is subtly integrated.

True to form, this Lexus is beautifully finished with an obvious eye to design detail and manufacturing quality. Which makes its biggest failing all the more irritating. 

The ‘Remote Touch’ control pad behind the gearshift in the centre console managing settings in the media system is hateful.

Operating in similar fashion to a laptop mousepad (only worse) despite available adjustments for speed/sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate. Lexus should just put its hand up, say “My bad” and retire it, yesterday.

“We could have made the cabin much tighter, like a sports car, but we didn’t, because even though it is one of the fastest cars in the world, at the same time we wanted to make enough space to drive every day.”

Those are Mr Nakamura’s words from 2007 again, highlighting how user-friendly the GT-R’s cabin was designed to be.

Ample, sedan-like space is available up front, so people can get in and not feel cramped or hemmed in at all. This is in keeping with the old three-box Skyline philosophy. Australians can see it in the 1973 Datsun 240K, a distant cousin of the GT-R.

Back to 2022, with its fascia angled slightly to the right and the binnacle moving vertically with the steering column, the Nissan's whole focus is on driver welfare, and so making it a better sports car in the process. Storage is excellent, as is ventilation, while vision out is enhanced by the upright windscreen pillars and acutely rectangular side window shapes that offer their own brutalist ambience.

Just a few years ago, the equally squarish dash would have seemed laughably dated – and some of the details still are – but the physical switchgear feels fresh again after an endless wave of newer models with touchscreens and sub-menus that require fiddly prodding, when a button does the job better. That they’re weighty and mechanical in their operation adds to the GT-R’s mystique.

Being a T-spec, swathes of suede-like material also bring real class to the interior, along with the green-on-green colour scheme, chunky gear lever, thick-rimmed three-spoke wheel, hefty paddle shifters and exacting build quality. Actual 3D dials are lovely to behold as well.

Racy, tombstone-style electrically-actuated front seats, too, rise to the occasion, enveloping their occupants with an inviting sumptuousness that brings both comfort and support for hours on end. They also feature a clever curled knob that deftly takes care of reclining and fore-aft duties in one. Does any other car offer such an item?

Several seasons ago, Nissan overhauled the centre console, cleaning up the intimidatingly complicated switches and simplifying the various, customisable digital readouts that provide deeply intricate accounts of engine, driving, performance and vehicle operation data via arcade-game-like analogue-look dials. It’s really over-the-top techy and yet also mid-2000s cool, and that should thrill the curious teenager in us all. The fact that Polyphony Digital of Gran Turismo video-game fame helped develop all this just makes the R35 all the more cooler.

However, the Nissan parts-bin digital graphics, especially in the multimedia system, betray the GT-R's advancing years, as they’re so obviously steeped firmly in another era. They convey info efficiently, but they’re out of place in such as an exciting, hedonistic machine.

Plus, in keeping with a car that was released the same year the original Apple iPhone was, there’s no adaptive cruise control, digital radio and wireless smartphone charger, let alone Apple CarPlay/Android Auto of any description. But you’ll find Bluetooth connectivity as well as active noise cancellation tech at work in there, along with an 11-speaker audio system of outstanding sound quality, a USB port and... even a plug for your iPod.

Moving out to the rear, there are two seats bisected by a centre console that runs the length of the cabin, providing a natural armrest as well as a drink holder and home for a pair of Bose speakers.

The cushions are comfy enough, as are the well-angled backrests, and an average-sized person like your 178cm tester can rest back there for short periods in relative civility as long as they don’t sit too upright to avoid scalps touching the rear window.

Finally, further back, there’s a pleasingly long, deep and wide boot area, offering 315 litres of richly carpeted cargo capacity. A high loading lip and odd shape limit the amount of luggage you can put inside, however, while there’s no in-cabin access like a ski-port or folding backrests. It’s a separate compartment.   

But, like the rest of the Nissan’s cabin, the GT-R remains appealingly practical for a supercar. As Mr Nakamura said, “…you can use it for daily life, anywhere and anytime.”

Practicality is unlikely to be high on the priority list for anyone shopping for a car like this, but comfort and convenience certainly will be.

And the RC F delivers just that for its front seat passengers, providing lots of space, as well as numerous storage options, including long door bins with room for smaller bottles, two cupholders in the centre console, a large, lidded storage box/armrest between the seats (housing twin USB-A ports, an aux-in jack, and a 12V socket), as well as a decent glove box.

But that space we were just talking about pretty much evaporates when you move to the back. This is a classic ‘2+2.’ The electric folding and sliding front seats make access okay, however, sitting behind the driver’s seat, set for my 183cm height, headroom is tragic, legroom is tight, and toe room is bad. 

So, let’s assume it’s a kids-only area, and once ensconced back there, they’ll appreciate a fold down centre armrest, two cupholders between the seats (with a roll-top cover), and adjustable air vents. But there isn’t a USB point in sight which may lead to friction when devices lose charge, or a plug-in negotiation with front-seaters. 

Lexus claims a modest boot volume of 366 litres (VDA) and it’s important to note that although there’s a ‘ski-port’ door to accommodate lengthy things (like skis?) the rear seats don't fold down. So, flexibility is limited, although there are tie-down hooks at each corner of the floor to help secure tricky loads.

The Lexus RC F is a no-tow zone, and don’t bother looking for a spare of any description, a repair/inflator kit is your only immediate option. Good thing roadside assistance is included in the warranty package.

Base price for the Lexus RC F is $134,129, before on road costs, which puts it in the same ballpark as the BMW M2 CS ($147,400), undercuts the Audi RS5 Coupe ($157,700), and prices it above Merc-AMG’s C 43 Coupe ($116,500).

The ‘Enhancement Pack 3’ (EP3) option bundle fitted to our test car (19-inch BBS alloys, Brembo carbon-ceramic brakes, titanium exhaust, carbon fibre cabin trim, and glass sunroof), adds $29,161, for an as-tested total of $163,290, which stars to push it into even tougher territory (think M4 CS and C 63 S).

But aside from the EP3 extras, the RC F is well furnished when it comes to standard features, with highlights including, semi-aniline leather accented trim, electrically adjusted (10-way with memory), heated and ventilated front seats, keyless entry and start, dual-zone climate control, plus a 10.3-inch centre screen (managed via the ‘Remote Touch’ interface and voice recognition) running satellite navigation (with live traffic updates) and a 17-speaker Mark Levinson audio system (including digital radio and Apple CarPlay/Android Auto functionality).

Other boxes ticked include, auto-fold exterior mirrors (with auto-dimming, heating and memory), auto LED headlights (with active high beam), LED DRLs, indicators, and tail-lights, rain-sensing wipers, adaptive cruise control, a reversing camera, an 8.0-inch multi-function digital driver display, leather-trimmed gearshift and (electric height and reach adjustable) steering wheel, ‘Drive Mode Select’ (Eco, Normal, Sport S, Sport S+, and Custom modes), ‘Adaptive Variable Suspension’ (Normal and Sport S modes), and ‘Vehicle Dynamic Integrated Management’ (Sport S+ and Expert modes).

Along with the standard safety tech (detailed in the Safety section below) that’s a pretty handy basket of fruit that stands up well relative to the asking price and competition.

Does it get better than this?

The GT-R’s VR38DETT is already steeped deeply in motoring folklore. it really is one for the ages.

But just in case, here are the salient facts. It's a handmade 3799cc 3.8-litre 90-degree V6, with intercooled twin turbochargers, double overhead cams and variable valve timing, pumping out an incredible 419kW of power at 6800rpm and 632Nm of torque from 3300-5800rpm.

Tipping the scales at an entirely admirable 1751kg (kerb), the GT-R boasts a power-to-weight ratio of 239kW per tonne, helping it scream to 100km/h in 2.7s, on the way to a top speed of 320km/h. There’s a launch control system to help the latter out.

Drive is delivered to all four wheels via a six-speed dual-clutch transmission with a trio of modes depending on the level of performance desired, courtesy of Nissan’s traction and yaw-based ATTESSA AWD system. This features an electro-magnetic clutch and 1.5-way mechanical LSD to shuffle between 50 and 100 percent of torque rearwards. Suspension is double wishbones up front and a multi-link out the back.

Weight distribution to 53/47 front-to-rear.

The Lexus RC F is powered by the latest iteration of the brand’s (2UR-GSE) 5.0-litre, naturally aspirated V8 engine.

Featuring exotic touches such as a dual variable valve timing (with electric actuation on the inlet side), dual-length intake runners, forged connecting rods, titanium valves, and the ‘D-4S’ control system (combining port and direct-fuel injection) it produces 351kW (471hp) at 7100rpm, and 530Nm from 4800-5600rpm.

Drive goes to the rear wheels via an eight-speed (torque converter) automatic transmission with a new ‘AI-Shift’ control designed to adapt to the driver’s style and shift drive modes more effectively, as well as a Torsen mechanical limited-slip differential.

Given the Euro 5 emissions-rated GT-R’s prodigious performance, a 15.3 litres per 100km result in a mix of urban, freeway and performance driving is actually not too bad. Again, it's all relative.

Nissan’s claims are 12.0L/100km (and 17.2L/100km and 9.0L/100km for the urban and extra-urban runs respectively), for a carbon dioxide emissions average of 281 grams/km.

A sizeable 74 litres of 98 RON premium unleaded petrol is what the recommended tipple is, allowing over 615km between refills.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.1L/100km, the V8 emitting 254g/km of CO2 in the process.

In our week with the car, over a combination of city, suburban and freeway conditions (including some enthusiastic B-road running) we recorded an average of 12.8L/100km, which, while not exactly frugal, is still impressive for a V8, performance-focused coupe. 

Minimum fuel requirement is 98 RON premium unleaded, and you’ll need 66 litres of it to fill the tank.

Nothing you've driven before is like the experience of familiarising yourself with a GT-R, going from initial intimidation to trust and cooperation. This is a supercar for all moods and seasons.

Above all, though, and even without the launch control activated that helps it get to 100km/h from zero in 2.7 seconds (making it still one of the fastest production cars in the world), the Nissan is ferociously fast.

That’s no shock at all, but what is further imprints on you the GT-R’s outstandingly broad capabilities, since it can pussyfoot about in Comfort mode like any reasonably well-sorted grand-touring sports sedan, like a tame lion. In such circumstances, the car's mechanical congeniality is testimony to the sheer scale of engineering talent going on behind the scenes.

Choose Sport or Race modes, and the forces that the 3.8-litre twin-turbo V6 unleash are nothing short of seismic, swelling up and subsuming you in a tidal wave of relentless thrust that just doesn’t let up. With the exhaust wailing and the scenery blurring by, it is starkly clear that the GT-R is a supercar of tremendous speed.

Over the years, Nissan has improved the dual-clutch transmissions operation, reducing the driveline's abrupt clunkiness that marred earlier versions, for a smoother and yet still bolt-action rifle-rapid shifter that serves to facilitate all that walloping performance. In the sportier modes, with the configurable dampers, torque split and traction settings unshackled, a ham-fisted driver can still illicit a thump from the gearbox as it clumsily engages the ratios required, but overall, it’s a far-more seamless mover and shaker than before.

As you’d expect, the steering walks a fine line between agility and heft, responding calmly yet quickly, for direct and decisive handling. The GT-R feels hunkered down at all times, and it seems to dig in even more as you turn up the wick, unfazed by turns or the state of the road below.

What’s impressive is just how deceptively fast this is, since the car glides along so effortlessly. Yes, there is the engine's alluring aural soundtrack to remind you of the vast speed you potentially might be doing, but the chassis’ incredible control numbs your sense of speed.

While the suspension is set up for firmness, the adaptive dampers help calm the ride, bringing a sophisticated suppleness over most urban terrain. There isn’t much ground clearance at 107mm, but the double wishbones and multi-link arrangement does a terrific job filtering out the bad stuff. Furthermore, backed up by fiercely instantaneous brakes, the Nissan never feels nervous nor unsettled.

Sure, it’s far from quiet, with a decent amount of road noise droning through over some types of country roads, but it’s rarely challenging or distracting. The large turning circle is one of the few faults, in an otherwise satisfying driving and dynamic experience.

It's important to note that, though the styling has hardly changed over the years, the GT-R has evolved and developed for the better over time. For a supercar, its range stretches from benign to ballistic and from mellow to unmerciful, with towering confidence and control.

There are 28 very lucky drivers in Australia right now, wondering whether the replacement will also display Miss Congeniality and Conan the Barbarian with such charming authority. Drive a GT-R to realise how close to greatness it remains to this day.

A performance car should excite the senses, but the RC-F leans on one a little harder than the rest… hearing.

With the addition of launch control in last year’s update the big V8 will reliably slingshot you from 0-100km/h in just 4.5sec, which is no mucking around quick. But it’s the combination of raucous induction noise, furious mechanical roar, and bellowing titanium exhaust that add extra drama to the experience.

Fact is though, while maximum torque of 530Nm is not to be sneezed at, that number is only available from 4800-5600rpm. Although the RCF starts to get into its stride at about 3000rpm, the twin-turbo BMW M2 CS smashes it for mid-range punch with its 550Nm on tap from just 2350rpm.

So, in everyday, even mildly enthusiastic driving, the RC F sounds amazing, and don’t get me wrong, this is a proper performance car, but it doesn’t have the low-down, kick-in-the-pants grunt of its turbocharged six and eight cylinder competitors.

Linear power delivery, and the crisp throttle response only a naturally aspirated engine can deliver go some way to evening things up, however, and there are multiple systems to help tune the drive experience to your exact preference.

‘Drive Mode Select’ offers five settings (Eco, Normal, Sport S, Sport S+, and Custom).

Eco lowers engine output, dampens the throttle, and dulls the air-con in the name of fuel efficiency and reduced emissions. But you’re not buying this car to save the planet, so don’t touch that button, Sport S is the sweet spot (and save Sport S+ for track days).

Quick gearshifts from the eight-speed auto (particularly using the wheel-mounted paddles), that rapid throttle response, and nice steering feel work seamlessly together to deliver a satisfying backroad experience. Sport S holds gears longer on the way up the ratios, and is quicker to shift on the way back down.

In a more civilised mode, with eight gears to play with, freeway cruising is relaxed, especially given the top two ratios are overdriven.

The ‘Adaptive Variable Suspension’ offers Normal and Sport S modes, and here normal is the go. The basic set-up is double wishbone front, multi-link rear, and Lexus says the SACHS-developed AVS shocks can adjust damping force across a range of 30 levels. But even in the default Normal setting the ride is firm.

According to Lexus, the standard Michelin Pilot Sport 4S tyres (255/35 fr / 275/35 rr) have been tailored specifically to the RC F and they grip hard, keeping the 1715kg coupe planted in quick corners. But their narrow profile no doubt contributes to the car’s less than limo-like feel around town.

Then the ‘Vehicle Dynamic Integrated Management’ system fine tunes the car’s stability control in Sport S+ and Expert modes. Expert only happens when you’re in Sport S+ and turn the stability control off. So again, best to go full racer at the circuit, and we didn’t explore VDIM this time around.

The electrically-assisted steering is not only accurate (the strength of the steering rack bushing has been increased by 150 per cent to boost response), but the wheel itself feels great, and the huge (380mm) Brembo carbon ceramic brakes are mega (working well from cold unlike some other carbon set-ups).  

Under the heading of notable mentions, the digital instrument cluster is inspired by the V10-powered Lexus LFA supercar, switching between a blue economy indicator ring in Eco mode, a standard tachometer and digital speedometer in Normal, a white and red cluster in Sport S, and orange in SPORT S+ (with three-stage upshift indicator lights).

Plus, you can also switch between racy functions such as a lap timer and G-force display, and soft-trim knee pads on the sides of the front centre console improve comfort and seating stability if you’re having a crack.

The Lexus RC hasn’t been assessed by ANCAP or Euro NCAP, but it boasts a solid array of active and passive safety tech.

To help avoid a crash the expected systems like ABS, EBD, brake assist, as well as stability and traction controls are all on-board.

And despite its relatively advanced age (the RC was launched globally in 2014) the RC F hasn’t been left behind, with more recent safety developments also included.

Specifically, pre-collision warning (including AEB, with pedestrian detection), active cruise control, lane-departure warning (with steering assist), vehicle sway warning, auto high beam, blind-spot monitoring, a reversing camera, front and rear parking sensors, and rear cross-traffic alert.

But if an impact is unavoidable, you’re protected by eight airbags (driver and front passenger front and side , driver and front passenger knee, and side curtain bags).

Pedestrians aren’t forgotten either, the RC F featuring sensors able to detect if the front bumper has collided with a person, immediately lifting the back of the bonnet up by around 65mm, to help absorb impact force. Interestingly, the ‘Pop-up Hood’ sensors won’t deploy this function if the car collides with anything else.

There are top tether points and ISOFIX anchors to securely fit baby capsules/child restraints in both rear seat positions.

The warranty period is for five-years/100,000 kilometres, with service intervals fixed at every six months or 10,000km – whichever occurs first. There is also five years of roadside assistance.

Unlike all other Nissans officially imported in Australia, there is no capped-price servicing for GT-R. And it requires specially trained service technicians so contact Nissan to find out which dealers can carry out the task.

The standard Lexus warranty in Australia is four years/100,000km, which outscores the likes of Audi and BMW on duration (both at three years) but trails on kilometres (both offering unlimited km).

Then there’s Merc, which has gazumped all the luxury players with five year/unlimited km cover. Plus, there’s the fact that the mainstream market standard is now five years/unlimited km, with some at seven years.

To balance the scales, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

Service is scheduled for 12 months/15,000km (whichever comes first), and Encore capped price servicing is available for a three year period, averaging $595 annually, for an all-in cost of $1785.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available in some instances. You’ll also receive a complimentary wash and interior vacuum. Nice.