Farewell to the R35: Nissan Ends Production of a Modern Icon

The R35’s story began long before its debut at the 2007 Tokyo Motor Show. Nissan’s intention to build a successor to the R34 Skyline GT-R was mooted as far back as 2001 with the GT-R Concept, followed by the GT-R Proto in 2005 - a closer preview of the car that would arrive two years later.

Crucially, the R35 was designed to be a global car, opening it up to the US and European markets, taking what had previously been a cult machine mainstream.

Unlike what came before, the R35 was no mere evolution of the Skyline lineage. Nissan made a brave call and detached the GT-R from its saloon-based roots to deliver a purpose-built, supercar-slaying flagship. Its twin-turbocharged VR38DETT 3.8-litre V6, complex ATTESA ET-S all-wheel drive system and dual-clutch transmission made for devastating performance.

Instead of a rear-biased all-wheel drive system, the R35 used twin driveshafts, with the gearbox mounted at the rear and torque routed frontward as needed. At each end were active differentials for torque vectoring. Underlying the seriousness, the special run-flat tyres were filled with nitrogen, and the suspension had different settings for LHD and RHD drive cars to counteract the position of the driver. The R35 was also noted for being the first performance car to embrace mass as a dynamic asset rather than a hindrance.

When it finally landed, it turned the performance car world upside down quicker than a Kaiju stomping a skyscraper. A Nürburgring lap time of 7 minutes 38 seconds was enough to send shockwaves through Stuttgart - prompting rumours Porsche even bought their own GT-R to investigate the veracity of the claim. The following year, Nissan shaved a further nine seconds off the time.

While the R35 was revolutionary in terms of platform and technology, it never abandoned JDM traditions - constant evolution became a defining characteristic of the model. True, there were several facelifts, but in-between Nissan kept refining with each new model year. Power rose incrementally, from the original 478bhp to 562bhp in later models, while the dampers and geometry were constantly revised, and the materials chosen for the interior were upgraded. This ultimately meant the price crept up from an initial £56,795 to £83,865 for the final UK cars - although once adjusted for inflation, the rise was only around £5,000.

The GT-R NISMO of 2013 went further still, producing 592bhp thanks to GT3-spec turbochargers and balanced internals. An optional ‘Track pack’ included hardcore tyres and suspension, plus additional downforce, resulting in a 7:08.679 Nürburgring time - which is still deeply impressive today.

Yet it wasn’t the numbers alone that earned the GT-R its following. From the outset, the car was dismissed by some as too digital, too synthetic - more computer than driver’s car. But reality proved otherwise, for beneath the technology lay a powertrain and chassis that delivered genuine mechanical connection. EVO magazine awarded it Car of the Year in 2008 not only for its mind-blowing speed, but for its feel and sense of occasion. It remains the only Japanese car to have won the accolade.

Over its lifespan, more than 48,000 R35s were built, with roughly 37 per cent remaining in Japan. Heartwarmingly, the same nine master craftsmen - known as ‘Takumi’ - assembled every one of the VR38DETT engines by hand, with each unit bearing a plaque with its builder’s name. And what an engine they built - as robust and tuneable as the fabled RB26 straight six in the original GT-Rs. Obviously, the chassis could take it.

The R35 also amassed a serious competition record, claiming five GT500 championships in Japan’s SUPER GT series, three in the GT300 class, and won the Bathurst 12 Hour in 2015. The production car set lap records at Tsukuba - most recently clocking a 59.078-second time in 2024 - and memorably claimed the Guinness World Record for the fastest ever drift: 304.96km/h (189mph) at 30 degrees of yaw. Few cars can boast such varied silverware.

The GT-R’s influence went far beyond motorsport. It reshaped expectations for what was possible at the price point, especially in the early days. The Porsche 911 Turbo owes some of its modern identity to the gauntlet the R35 threw down - even the current BMW M3 owes much to the burly Nissan. What was once seen as too big, too heavy and too remote was clearly just ahead of its time.

Now, with the last car built, Nissan is preparing for what comes next. Though no immediate successor has been revealed, the GT-R badge isn’t being retired. Nissan has made it clear that a return is planned, though timelines remain vague.

Ivan Espinosa, President and CEO of Nissan, said: “After 18 remarkable years, the R35 GT-R has left an enduring mark on automotive history. To the many fans of the GT-R worldwide, I want to tell you this isn’t a goodbye to the GT-R forever, it’s our goal for the GT-R nameplate to one day make a return.

“We understand the expectations are high, the GT-R badge is not something that can be applied to just any vehicle; it is reserved for something truly special and the R35 set the bar high. So, all I can ask is for your patience. While we don’t have a precise plan finalized today, the GT-R will evolve and reemerge in the future.”

Whatever shape the next GT-R takes - whether electrified, hybrid, or something else entirely - Nissan has said the learnings from the R35 will directly influence its development. Another guiding force will be the financial health the company finds itself in, amid headlines of mounting losses and the collapsed Honda merger.

For now, the GT-R’s legacy is secure. Eighteen years after it first arrived and shook up the establishment, the R35 bows out as arguably the most significant performance car of its generation.