Mercedes-Benz GT63 vs Nissan GT-R

What's the difference?

The Mercedes-AMG GT 63 S 4-Door Coupe fulfils the brief for an ultra-fast, ultra-luxurious, four-door weapon. The theatre that surrounds it will be enough for some, and those that want to a have a serious crack won’t be disappointed.

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.

At a fraction over 5.0 metres long and just under 1.9 metres wide, the GT 4-Door Coupe is substantial, but an overall height under 1.5 metres sets up an aggressive stance that screams speed.

Fat guards are filled by dark 21-inch rims, and the low-set, bulging bonnet sits behind menacingly angular ‘Multi-beam’ LED headlights sitting either side of AMG’s now signature ‘Panamericana’ grille, looking ready to chew up and spit out lesser machines.

It has to be said that calling this car a four-door is a bit cheeky because technically it’s a hatch, and to my eyes at least the gentle rearward slope of the turret and large cargo door enhances the design’s understated power.

Inside is a sea of top-shelf nappa leather, with the twin-widescreen cockpit layout (two 12.3-inch hi-res displays) dominating the dash. Carbon-fibre is applied liberally (in the 63 S), and the grippy sports steering wheels and seats look and feel close to track grade.

Turbine-style air vents (four in the centre, and one at each edge) are now a Mercedes design signature (used in the back as well) and they combine with the brushed metal finishes around the broad centre console and on the pedals to deliver a sense of occasion and anticipation just sitting in the car. Fit and finish is flawless.

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 surface level the GT 4-Door Coupe is a more liveable alternative to the GT Coupe, for blazing fast road trips, and obscenely rapid grocery runs. But the fact is it’s sooo much more practical than its two-door stablemate.

Space in the front is generous with storage running to twin cupholders in the centre console, as well as a modest glove box, decent sized door bins (with room for bottles), and a lidded storage box between the seats.

Connectivity and power options include 12-volt outlets, multiple USB ports and NFC (Near Field Communication) tech for easy Bluetooth and Wi-Fi connection of enabled devices.

Rear seat room is healthy. At 183cm I was able to sir behind the driver’s seat set to my position with plenty of leg and headroom to spare. Although anyone travelling in the rear centre position will have drawn the short straw, because the back seat is sculpted with bolstered positions for the two outer positions only.

A fold-down centre armrest offers more storage with a lidded box and a pair of cupholders and twin vents in the rear of the front centre console can be adjusted individually as part of the four-zone climate control system.

Hit the button, near the driver or on the key fob, to open the tailgate door and you’re presented with 461 litres (VDA) of cargo space, with the rear seat split-folding 40/20/40 to increase flexibility and liberate considerably more room.

There are tie-down hooks at each corner of the boot floor, an elasticised cargo net is included, and 12-volt power is provided.

Don’t bother looking for a spare wheel, the tyres are run-flats, and both GT 4-Door Coupe models are a towing no-go zone.

“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.”

To bring you up to date, the current GT-R has had to be discontinued in Australia because it fails to meet a recent Australian Design Rules stipulation that requires older-model new vehicles to be side-impact crash tested.

Don’t fret though, because a redesigned version of the current model is expected sometime in 2024, meaning that the next-generation model – probably dubbed R36 – will continue with an albeit revised version of the brilliant 3.8-litre twin-turbo V6.

More of the same, then. And we’re not complaining.

For Japan’s only mass-production supercar, conventional value-for-money parameters never applied to the R35 GT-R. From $193,800 (all prices are before on-road costs), the 419kW/632Nm, 2.7 seconds to 100km/h and 320km/h entry-level Premium significantly undercuts and outruns esteemed competition like the Porsche 911 Carrera (from $241,200) and Mercedes-AMG GT (from $294,077).

Likewise, if you were canny enough to nab one of the 28 examples of the T-spec imported to Australia (out of only 100 globally) from $256,700, then congratulations; you might double your money selling it right now. Rivals with similar performance include the Aston Martin Vantage from $299,462, BMW M850i xDrive from $285,900, Jaguar F-Type 5.0L V8 R P575 AWD from $270,265 and Porsche 911 Turbo from $404,900.

The T-spec fills the gap between the $199,800 Premium Luxury and 441kW/652Nm Nismo from $378,000; the latter ushers in substantial body, chassis, engine, suspension and braking modifications gleaned from GT3 racing experience, that helps shave 0.2s while boosting V-max by 10km/h. Along with the 911 Turbo, this puts the Nissan in league with the Lamborghini Huracan, BMW M8, Aston Martin DB11, Mercedes-AMG GT R, Ferrari Portofino, Maserati MC20 and McLaren 570S. And that’s before considering the even-lighter SV flagship.

Value, then, is relative.

Soaring resale potential aside, whether the T-spec brings nearly $70,000 worth of enhancement to the GT-R experience is debatable. And nowadays, academic.

As in all grades, you’ll find active torque transfer AWD, adaptive dampers, composite ceramic brakes, selectable driving modes, limited slip differential, gearshift paddles, dual-zone climate control, cruise control, an 8.0-inch multimedia touchscreen with satellite navigation, 11-speaker Bose sound system, keyless entry/push-button start, auto LED headlights, rain-sensing wipers, heated/electric mirrors, Brembo brakes, 20-inch Rays wheels wrapped in Dunlop SP Sport Maxx tyres, a carbon-fibre engine brace, titanium exhaust system, heated and powered front seats and semi-aniline leather applied to the upholstery, steering wheel, gear shifter, dashboard and door trims.

The T-Spec meanwhile, scores Brembo carbon ceramic rotors measuring in at 410mm (up 20mm) and 390mm (up 10mm) front and rear respectively, gold-painted 20-inch alloys and a carbon-fibre spoiler, while a dark green hue, quilt-stitched Alcantara roof lining, suede A-pillar trim and special kick plate finishers complete the interior changes. It also brings back two historic colours from the early-2000s R34 – Midnight Purple and Millennium Jade.

Also redolent of the first decade of the millennium are a distinct lack of modern active and driver-assist safety systems, so you won’t autonomous emergency braking (AEB), lane support systems, blind-spot monitoring or adaptive cruise control. Instead, your lot is limited to six airbags, anti-lock brakes with electronic brake-force distribution and brake assist, stability and traction controls, active cornering headlights, a hill holder, front and rear parking sensors, a reverse camera, tyre-pressure monitors and 20-inch runflat tyres. The latter means no spare wheel is fitted.

Progress does not wait for anybody or anything – even a Japanese supercar from 2007.

The V8 volcano generating this car’s prodigious power is the same all-alloy, direct-injected, 90-degree 4.0-litre (M178) unit used in the two-door GT coupe, in this case with dry rather than wet sump lubrication.

Its two turbos are located in the engine’s ‘hot vee’ to improve under-bonnet packaging and reduce the distance exhaust gas has to travel to reach each twin-scroll turbo, and that charged air has to travel to the cylinders (minimising throttle lag).

Maximum power of 470kW is available between 5500-6500rpm and peak torque of no less than 900Nm is delivered across a broad plateau from 2500-4500rpm.

The GT 53’s 3.0-litre in-line six-cylinder unit produces 320kW at 6100rpm and 520Nm from 1800-5800rpm, with an ‘EQ Boost’ starter-alternator unit between the engine and transmission adding an extra 16kW/250Nm.

Drive goes to all four wheels via a nine-speed automatic transmission, in the 63 S featuring a wet, multi-disc start-off clutch, and a conventional torque converter in the 53.

The ‘4Matic’ all-wheel drive system sends drive to the rear axle permanently, and the front wheels variably, with the torque split continuously adjusted according to conditions and driver input.

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.

At the time of writing, Mercedes-Benz Australia hadn’t issued Australian Standard combined cycle fuel economy figures for the GT 4-Door Coupe, but NEDC Euro standard numbers are 9.4L/100km for the GT 53 and 11.3L/100km for the GT 63 S. NEDC CO2 emissions for the combined cycle are 215g/km and 257g/km respectively.

Despite the GT 63 S’s stop-start system (with glide mode) and eight- to four-cylinder deactivation tech (available from 1000-3250rpm), over close to 280km of mainly open road driving on the launch program we saw a dash-indicated figure of exactly 16.0L/100km.

Minimum fuel requirement for both models is 98 RON premium unleaded, and you’ll need 80 litres of it to fill the tank.

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.

Okay, so first up this is one fierce four-door, claimed to sprint from 0-100km/h in 3.2 seconds, which is properly supercar fast, and if you’re game and have a driveway long enough, able to blast up to a maximum velocity of 315km/h. Wow.

And behind the wheel it feels every bit of it. A flat-chat, launch-control assisted take-off narrowing your field of vision ever-so slightly and inducing an involuntary tensing of the abdomen.

The accompanying soundtrack is suitably ferocious, with a full-noise pass delivering a satisfyingly sharp spike on the decibel meter.

With 900Nm available from just 2500rpm there’s always an ocean of torque available, and by the time you’re into the upper rev range in anything above third gear you’re either headed for licence loss or the first corner of your favourite race circuit.

The nine-speed ‘MCT’ transmission in the 63 S features a (wet) take-off clutch and the big four-door puts its power down beautifully, the rear axle LSD and carefully tuned ‘4Matic’ all-wheel drive system seamlessly distributing torque between the axles and individual wheels able to make best use of it.

Slip into manual mode and the fun factor dials up a few notches with sharp and positive moves between ratios. But if you prefer leaving it in drive the transmission will sense what you’re up to and pick up ratios at just the right spot to keep things on the boil.

The electrically assisted steering delivers good road feel and the 63 S’s rear axle steering helps with precise and predictable turn-in on cornering.

The adaptive damping system helps keep this roughly 2.0-tonne weapon in check on twisting backroads, the optimal setting for our launch drive being engine, transmission, steering and exhaust turned up to 11, with the suspension in ‘Comfort’ mode. Spot-on.

A monster brake package comprises big ventilated discs (390mm fr / 360mm rr) with six-piston fixed calipers at the front and single-piston floating units at the rear. They wash off speed quickly and calmly time after time.

But dial things back to a less aggressive, more everyday mode and the ride comfort remains a stand-out trait. Even on big 21-inch rims the GT 63 S turns coarse-chip rural bitumen into a smooth carpet, with very little noise filtering into the cabin.

The front seats are super-supportive and comfortable for long stints behind the wheel and ergonomics are top-shelf with all major controls ideally placed and easy to use.

And if you want to get into the nitty gritty the AMG ‘Track Pace’ function in the Comand media system captures and analyses over 80 vehicle-specific data points as well as circuit lap times. Fun

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.

There is no Euro NCAP or ANCAP crash-test rating for the Nissan GT-R.

Standard safety features include six airbags (a driver’s knee airbag, dual frontal, side chest and head-protecting airbags for the first and second row), rear view camera, parking sensors, anti-lock brakes with electronic brake-force distribution and brake assist, stability control, traction control, tyre-pressure monitors, LED headlights with active cornering and light sensitivity and rain-sensing wipers.

Given the GT-R’s age, you shouldn't expect nor find AEB, forward collision warning, front- or rear cross traffic alert, lane departure warning, lane keep assist, blind spot monitor or any other modern driver-assist tech. This Nissan is from when Silverchair's Straight Lines topped the charts.

There are, however, two ISOFIX points as well as two top tethers for straps in the rear seat area.

Mercedes-Benz covers its AMG range with a three year/unlimited km warranty, like the other two members of the German ‘Big Three’ (Audi and BMW) lagging the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.

On the upside, Mercedes-Benz Road Care assistance is included in the deal for three years.

Service is scheduled for 12 months/20,000km (whichever comes first) with pricing available on an ‘Up-front’ or ‘Pay-as-you-go’ basis.

For the GT 63 S pre-payment delivers a $1230 saving with the first three services set at a total of $6450, compared to $7150 PAYG. Fourth and fifth services are also available for pre-purchase.

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.