Nissan GT-R R35

Godzilla, revisited

The R35 Nissan GT-R arrived in 2007 and stayed in production for nearly two decades. It changed the supercar market by offering Lamborghini pace for Porsche 911 money. The 3.8-litre twin-turbo V6, the six-speed dual-clutch gearbox and the all-wheel-drive system made it a technological tour de force.

The GT-R is not a delicate sports car. It is heavy, wide and aggressive, with a cabin that feels more Nissan than Ferrari. That is part of its appeal. It is a car that can be used in all weather, tuned to almost any power level and repaired by a large network of specialists. It is also a car that demands attention.

The R35 has been updated many times, and the later cars are better. The 2011 facelift brought more power and revised suspension. The 2017 facelift brought a new interior and more refinement. The final cars are the most complete, but they are also the most expensive. Early cars are cheaper, but they carry more risk.

Running costs

Nissan's service schedule for the GT-R is more demanding than a normal car. Oil changes are typically every 6 months or 6,000 miles, and the gearbox fluid is due every 18,000 miles or so. A minor service is £500 to £800 at a specialist, and a major service is £1,000 to £1,500. The gearbox fluid change is £500 to £800.

Tyres are expensive. The GT-R runs 20-inch wheels on later cars, and a set of premium tyres is £1,000 to £1,400. Brake discs and pads are £2,000 to £3,000 for the standard system. The optional carbon-ceramic brakes are much more expensive. Fuel consumption is around 20 mpg on a run and mid-teens in town.

Insurance is high, and road tax is at the top band. The GT-R is also hard on consumables if you use the performance. Budget £2,000 to £3,000 a year for maintenance and consumables if you cover 6,000 miles. A gearbox rebuild or a turbo failure can cost £5,000 to £10,000.

Known weak points

The early R35 gearbox is the most famous weak point. The 2009 and 2010 cars had a weaker transmission that could fail under hard use. Later cars are stronger, but the gearbox still needs regular fluid changes and a careful warm-up. A car that jerks, slips or makes a whine should be inspected by a specialist.

The turbochargers can fail, especially on modified cars running high boost. Check for blue smoke, a loss of power and a rattle from the turbo area. The differential and the all-wheel-drive system are generally strong, but they need the correct fluid and they do not like mismatched tyres. A shudder or a warning light should be investigated.

The suspension is heavy and complex. The adaptive dampers can leak or lose their damping, and the bushes wear. Listen for knocking over bumps and check the tyre wear for uneven patterns. The brakes are strong, but the discs can crack if the car has been tracked. Inspect them carefully.

Rust is a growing issue on older cars, especially around the rear arches, the sills and the underside. The GT-R was not designed for British winters, and many cars have been used all year. Check the underside on a lift and look for bubbling paint. A car with fresh underseal may be hiding a problem.

Buying checklist

Ask for the full service history and check that the car has been serviced on time, including the gearbox fluid. A car with a gap in its history is a risk. Look for invoices that show the correct oils and parts. A specialist history is more valuable than a main dealer history on a modified car.

Check the gearbox from cold. It should engage smoothly and shift without hesitation. A car that clunks or slips should be avoided. Check the turbochargers for play and smoke, and listen for a rattle. A compression test is worthwhile on any high-mileage car.

Inspect the suspension for leaks and knocking. Check the brakes for cracks and wear. Look at the tyres for matching brands and even wear. The GT-R is sensitive to alignment, and a car with worn bushes can chew through a set of tyres. Check the underside for rust and accident damage.

Modifications are a major issue. A car with a stage 3 tune, a loud exhaust and a stripped interior may be faster, but it is also more likely to have been abused. Avoid cars with questionable tuning unless you know the installer and the car has a supporting build sheet. A standard car is the safest buy.

Market and depreciation

The R35 GT-R has depreciated, but it has a strong following. Early 2009 and 2010 cars with 50,000 to 80,000 miles were £40,000 to £50,000 at the time of writing. Later, low-mileage 2017 and 2020 cars were £65,000 to £80,000. The Nismo and the final editions sit above that, and they hold value better.

The GT-R is not an investment, but it is a modern classic. The best examples are already appreciating, and the final cars are likely to be collectible. A car with a full history, no accident damage and tasteful modifications is the safest buy. Avoid cars with a patchy history, a rebuilt gearbox or a questionable tune.

The GT-R is likely to stay desirable, but running costs will continue to rise as parts become harder to find. The aftermarket is strong, but OEM parts are expensive. A well-maintained car should hold its value reasonably well.

Who it suits

The GT-R suits someone who wants a fast, all-weather supercar killer that can be tuned and used every day. It is comfortable enough for a long drive, and the back seats are usable for children. It does not suit someone who wants a lightweight, analogue sports car or a cheap-to-run performance car.

If you want a more focused track car, the Porsche 911 GT3 is the benchmark. If you want a more luxurious grand tourer, the Audi R8 is the better choice. The GT-R sits between them: faster than most, more practical than a supercar, and more tuneable than both.

Alternatives

The Porsche 911 Turbo is the closest rival. It is faster, more reliable and more refined, but it is more expensive and less tuneable. The Audi R8 V10 is more exotic and sounds better, but it is less practical and more expensive to maintain. The BMW M4 Competition is cheaper and more modern, but it is not in the same performance league.

The Nissan Z is the cheaper alternative, with a twin-turbo V6 and a manual gearbox, but it is not as fast or as capable. The Toyota GR Supra is more modern and more efficient, but it is smaller and less dramatic. The GT-R is the value pick of the supercar killers, and it is likely to remain popular.

How this review was compiled

This review is based on Nissan's published technical and service information, owner reports from GT-R Life and NAGTROC forums, UK specialist servicing guides and current Auto Trader listings. Expect UK prices to vary with spec, mileage and condition.