Nissan GT-R R35
The 2007 Nissan GT-R R35 represented a dramatic departure from the Skyline GT-R tradition while maintaining its philosophical core: deliver the most performance per dollar of any car in the world. Designed under the direction of chief engineer Kazutoshi Mizuno, the R35 abandoned the Skyline platform entirely, becoming a standalone model built on a bespoke platform engineered without compromise for maximum performance.
The VR38DETT engine was an entirely new design: a 3,799cc twin-turbocharged V6 producing 480 horsepower and 434 lb-ft of torque at launch (later increased through progressive updates). Each engine was hand-assembled by a single technician, or 'Takumi,' at the Yokohama plant, a philosophy borrowed from the finest European supercar makers. The engine featured plasma-sprayed cylinder bores, mirror-polished intake ports, and individually balanced components.
The GR6 six-speed dual-clutch transmission was mounted at the rear in a transaxle configuration, connected to the engine via a rigid carbon composite propeller shaft. This layout optimized weight distribution to a near-ideal 53:47 front-to-rear ratio. The transmission could execute gear changes in under 200 milliseconds, providing seamless acceleration that conventional automatics could not match.
The ATTESA E-TS system evolved into a more sophisticated version that could distribute torque between the front and rear axles and, through the rear differential, between the left and right rear wheels. This gave the R35 extraordinary cornering capabilities, allowing it to maintain traction and stability at speeds that would overwhelm most other vehicles.
Performance was sensational. The R35 could accelerate from 0 to 60 mph in approximately 3.3 seconds and reach a top speed of 193 mph. These figures were competitive with the Porsche 911 Turbo and Ferrari 599 GTB, cars that cost two to three times as much. The GT-R's launch control system, which managed engine speed, clutch engagement, and torque distribution simultaneously, made these figures repeatable by ordinary drivers.
The body was designed with extensive computational fluid dynamics analysis, featuring functional aerodynamic elements throughout. The hood channels air through the engine bay for cooling before extracting it through the fenders. The underbody is essentially flat, with a rear diffuser generating downforce. The overall drag coefficient was carefully balanced against downforce requirements.
The interior was a significant advancement over previous GT-R models, featuring a multi-function display derived from the Gran Turismo video game franchise, premium materials, and a level of refinement suitable for daily driving. The car was genuinely comfortable for long-distance touring while being utterly devastating on a circuit.
The R35 GT-R proved that a Japanese manufacturer could create a vehicle capable of competing with and defeating the finest supercars from Europe and America, and do so at a fraction of the cost. It democratized supercar performance in a way that few other vehicles have achieved.
The R35 is generally reliable but check the dual-clutch transmission for clutch wear and shudder at low speeds. Early models (2009-2011) had documented transmission issues. Check the transfer case for leaks. The engine is robust but verify service history including oil changes at the correct intervals. Listen for turbo wastegate rattle. Check for launch control abuse, which stresses the drivetrain. Later model years received significant upgrades and are generally more refined.
The R35 GT-R has been produced at Nissan's Tochigi Plant since 2007, with continuous updates increasing power and refining the chassis. The VR38DETT engine is hand-assembled at the Yokohama plant by specially trained 'Takumi' craftsmen.