The interior of the Nissan GT-R echoes the ethic of the exterior, again nicely blending function and form. The only features for which a control seemed at first unintuitive were those not widely available in other cars, regardless of price or market niche.

The driver's seat feels form-fitted with its eight-way power adjustments. Bottom and side bolsters grip upper legs and torso with confidence. Thigh support is better than average. The front passenger seat has no height adjustment, as with most cars. This leaves the passenger peering out the front and side windows like some prairie dog popping its head up out of its hole in a field in Kansas.

There's more than adequate room in front for people up to several inches taller than six feet.

The rear seats are another story. Usable rear-seat legroom is zero, even with the front seats set for a 5-foot, 4-inch person. They're best considered as absorbent elements in an acoustic chamber for the Premium sound system's two subwoofers. Given the paucity of rear-seat room, there's little likelihood the Nissan GT-R will be asked to provide for more than the driver and a passenger for any length of time, so the 8.8 cubic feet of trunk space should be adequate for a long weekend road trip. At the same time, it's about right for a week's worth of groceries or a couple golf bags.

Trim materials are rich without being plush or luxurious. The padded parts look hand-stitched. Front-seat bolsters are leather, insets a faux suede that's the only part that comes up a bit short on presentation. The cabin is trimmed in low-luster, finely grained plastic and satin-finished aluminum. Lower door kick panels are a low-nap fabric. Seams and trim elements fit snugly, with no misalignments or unexpected gaps.

Buttons, switches and knobs give good and consistent tactile feel. Functions are all surface mounted, as in, not buried beneath some over-the-top, fancy-shmancy Super Knob perched on the center console waiting to frustrate all but the most technophile drivers. Getting comfortable with the LCD display and associated controls takes some time and effort, but they're more transparent and intuitive than they look. The stereo control head has a volume knob, a tuning knob and six buttons for station presets. Likewise with the climate control panel, which offers symmetrically placed and sized knobs and push buttons. A horizontal bar beneath the climate and stereo control panel houses levers for toggling between the three settings for suspension, shift points and VDC. Sadly, of the two power points, the most accessible for a radar detector is tucked away in the center console back between the front seats.

The instrument cluster holds four gauges and the LED gear indicator. The tachometer occupies the center space, with the speedometer conjoined off to the left; interesting, in a tempting sort of way, is the layout of the numbers on the speedometer. They start with 0 mph at about the 4 o'clock position, 120 mph at 9 o'clock and 220 mph between 1 o'clock and 2 o'clock. The other two gauges, to the right of the tachometer with the gear indicator, show coolant temperature and fuel level. Readouts for the remaining engine-related vitals are accessible through the LCD display.

Visibility out the front and to the sides is good. Rear quarter and back window sight lines aren't so good. That rear spoiler doesn't block enough of the rear window to obscure whether that car filling the rearview mirror is a police car or just someone in a . And the ballooning rear fenders encourage setting the outside mirrors at wide enough angles that the ever present blind spot doesn't hide as much as usual.

Drivers can tailor the multi-layered information center to provide display data on the LCD on front/rear torque distribution; lateral, longitudinal and total overall G-forces; inputs from accelerator, brake pedal and steering wheel; lap times; as well as engine coolant temperature, oil pressure, turbo boost, and fuel economy. The driver can record this data, for example to gather data during a track session.