Key Takeaways
The R35 has run for over 17 years across four Japanese chassis codes, and each one is a meaningfully different car to own. The CBA-R35 (2007 to 2010) is the launch car with 480 hp and the silver engine cover. The DBA-R35 (2010 to 2016) is the first facelift, with a red engine cover, 530 to 550 hp, and most of the documented limited editions. The 4BA-R35 (2016 to 2022) is the second facelift, with 565 hp, paddle shifters on the wheel, and an 8-inch NissanConnect head unit. The 3BA-R35 (2023 onwards) is the third aero facelift, mostly carrying over the 4BA hardware. Every R35 uses the same VR38DETT V6 and the same GR6 dual-clutch transaxle.
- VR38DETT 3.8L twin-turbo V6 across every R35 from 2007 to present
- Four chassis codes: CBA (480 hp), DBA (530-550 hp), 4BA (565 hp), 3BA (565/600 hp NISMO)
- GR6 6-speed dual-clutch transaxle — no factory manual was ever offered
- Bellhousing rattle is the defining R35 ownership issue across all years
- Not a Skyline in any market — Nissan launched it as a standalone GT-R in 2007
- NISMO trim (2014+) produces 600 hp via larger turbos and reinforced internals
- T-spec, Black, Track, Egoist, Midnight Opal are the collector-grade limited editions
Technical Specifications
Every R35 GT-R runs the VR38DETT 3.8 liter twin-turbo V6 and the GR6 6-speed dual-clutch transaxle. That's the only engine and the only transmission Nissan ever offered. What changed across the four chassis codes is the power output (480 hp on the launch CBA, 530 to 550 hp on the DBA, 565 hp on the 4BA and 3BA, and 600 hp on every NISMO from 2014 onwards) and the boost mapping. The transaxle is rear-mounted for weight distribution, which is the layout that creates the bellhousing rattle you'll read about everywhere.
Engine Options
| Engine | Displacement | Power | Boost | Notes |
|---|---|---|---|---|
| VR38DETT | 3.8L V6 | 480 hp (launch); 485 hp from 2009 model year | Twin IHI turbochargers | Hand-built, signature plaque; reduced 0-60 to 3.5 s in 2009 after launch-control reprogramming |
| VR38DETT | 3.8L V6 | 530 hp (2010), increased to 550 hp from 2012 model year | Twin IHI turbochargers | Red engine cover (vs silver on CBA); exhaust upgrade, altered ignition mapping, larger inlets |
| VR38DETT (NISMO) | 3.8L V6 | 600 hp | Larger GT500-derived turbochargers | High-pressure fuel pump, new camshaft timing, reinforced internals; introduced 2014 model year |
| VR38DETT | 3.8L V6 | 565 hp | Twin turbo, increased boost pressure | Titanium exhaust standard across all trims; revised transmission for smoother shifts |
| VR38DETT | 3.8L V6 | 565 hp (Premium/T-spec); 600 hp (NISMO) | Twin turbo | Third facelift; mechanical hardware largely carried over from late 4BA |
Transmission Options
| Type | Availability | Notes |
|---|---|---|
| GR6 6-speed dual-clutch transaxle (Borg-Warner co-developed) | All R35 model years and trims (CBA through 3BA) | Rear-mounted transaxle layout; bellhousing forward, connected to the transaxle by a driveshaft for weight distribution. No factory manual option was ever offered. R-mode introduced on 2026 NISMO for shorter shifts. |
Variants & Trims
R35 trims come down to two questions. Are you buying a Premium, or are you buying a limited edition. The Premium is the common version across every model year and the one you'll see on most dealer lots. The limited editions are where the collector money sits. Spec V (110 units), Egoist (43), Gentleman (10), Midnight Opal (115), Track Edition (150), 45th Anniversary Gold (80), and T-spec (156 in 2021) are the documented small-batch trims. NISMO is its own tier with 600 hp and GT500-derived turbos.
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| CBA-R35 (2007-2010) | Base | VR38DETT 3.8L V6 TT (480 hp launch, 485 hp from 2009) | Cloth seats, no Bluetooth, no heated mirrors; entry trim |
| CBA-R35 (2007-2010) | Premium | VR38DETT 3.8L V6 TT (480 hp launch, 485 hp from 2009) | Leather sport bucket seats, heated mirrors, Bluetooth infotainment |
| CBA-R35 (2007-2010) | Spec V | VR38DETT with upgraded turbos and high-gear boost controller | Carbon trim, no rear seats, titanium exhaust, Recaro seats, carbon-ceramic brakes; 110 units (Japan/Europe only); 0-60 in 3.2 s |
| DBA-R35 (2010-2016) | Premium | VR38DETT (530 hp 2010, 550 hp from 2012) | Red engine cover, Rays 10-spoke wheels, carbon strut bar, larger brakes; iPad-integrated infotainment from later years |
| DBA-R35 (2010-2016) | Black Edition (Recaro) | VR38DETT 550 hp (2012) | Recaro buckets, carbon spoiler, 20-inch Rays 6-spoke forged wheels; $11,700 above MSRP |
| DBA-R35 (2010-2016) | Egoist Edition | VR38DETT 530 hp (pre-2012 updates) | 20-color interior, carbon-fiber cabin trim, 43 units for JP/EU/ME |
| DBA-R35 (2010-2016) | Gentleman Edition | VR38DETT 550 hp | France/Belgium-only, 10 units, Grey Squale paint, Gentleman badging |
| DBA-R35 (2010-2016) | Midnight Opal Special Edition | VR38DETT 550 hp (2013) | Hand-painted Midnight Opal paint ($6,000 extra), 115 units (50 US, 48 JP, 9 ME, 3 EU, 2 KR/TW) |
| DBA-R35 (2010-2016) | Track Edition (NISMO) | VR38DETT 550 hp | Rear-seat delete, titanium exhaust, Bilstein suspension 20% stiffer, Recaro grip-fabric seats; 150 units, US-only |
| DBA-R35 (2010-2016) | NISMO | VR38DETT 600 hp (GT500-derived turbos, high-pressure fuel pump, new cam timing, reinforced internals) | Wider body kit, carbon wing, carbon-ceramic brakes, electronic Bilstein dampers, Alcantara cabin |
| DBA-R35 (2010-2016) | 45th Anniversary Gold Edition | VR38DETT 550 hp | Silica Brass paint (R34 M-spec reference), numbered gold plaques, multi-spoke Rays wheels; 80 units |
| 4BA-R35 (2016-2022) | Premium | VR38DETT 565 hp (boost pressure increase, titanium exhaust) | Steering-wheel-mounted paddles, 8-inch NissanConnect, carbon center console, leather dash |
| 4BA-R35 (2016-2022) | NISMO | VR38DETT 600 hp | GT3-derived turbos, transmission R-mode for shorter shifts, carbon roof/hood/wing/fenders, carbon-ceramic brakes |
| 4BA-R35 (2016-2022) | T-spec | VR38DETT 565 hp | Millennium Jade paint (R34 V-spec II Nur reference), Mori Green interior, carbon-ceramic brakes, carbon rear wing; 156 units (2021) |
| 4BA-R35 (2016-2022) | 50th Anniversary Edition | VR38DETT 565 hp | Three liveries (Bayside Blue, Pearl White, Super Silver — all with stripes), Alcantara interior, 50th plaques |
| 3BA-R35 (2023-present) | Premium | VR38DETT 565 hp | New aero front end, revised body lines, otherwise unchanged from late 4BA |
| 3BA-R35 (2023-present) | NISMO | VR38DETT 600 hp | Aero-focused NISMO body, carbon-ceramic brakes, GT3-derived turbos retained |
| 3BA-R35 (2023-present) | T-spec | VR38DETT 565 hp | Heritage paint options, Mori Green interior accents, NISMO-spec brakes |
Should You Buy a Nissan Skyline R35?
The R35 is the kind of car where what it does well and what it does badly are both obvious. Nissan built it to be the fastest practical supercar on the planet, and the trade-offs that come with that brief have stayed consistent across all four chassis codes. The strong points are performance, AWD traction, and tuning headroom. The weak points are cabin quality, the missing manual gearbox, and a handful of expensive ownership issues that every R35 inherits.
Why You'll Love It
- Supercar performance at sports-car price Out-of-the-box Nürburgring pace ahead of the contemporary Porsche 911 997 Turbo at roughly half the launch price.
- VR38DETT tunability Bolt-on mods (intake, exhaust, ECU remap) regularly produce 600 hp; built-engine examples push 700-800+ hp on stock-block dyno results.
- Practical for a supercar Front-engine layout supports an 8.8-11.2 cu ft trunk (gen-dependent) and a 2+2 cabin usable for daily driving.
- Wide aftermarket and tuner network Cobb Tuning, Litchfield Motors, Jotech Performance, Kings Performance, and Top Secret all offer packaged builds; deep parts availability.
- Strong owner community Active forums and clubs share documented fixes and tuning data; lowers ownership friction for first-time buyers.
- Holds value better than most supercars Market reporting cited in source page suggests roughly 26% depreciation in three years and ~53% value retention at ten years.
- All-weather capable ATTESA-derived AWD with VDC-R, EBD, and traction control delivers near-zero wheel slip on launch even on non-prepped surfaces.
Why You Might Not
- Interior quality lags the price Hard plastic trims throughout; only Premium/T-spec/NISMO get leather inserts. 2007 and 2023 dashboards are visually near-identical.
- No manual transmission, ever GR6 dual-clutch only across all model years; purists who wanted a 6MT moved to the A90 Supra instead.
- Bellhousing rattle is inherent Affects every R35 to some degree; budget aftermarket bellhousing + driveshaft from day one on any out-of-warranty car.
- DCT solenoid wear is expensive Solenoid clogging and clutch wear can require $1,500-4,000 service intervals; ignoring symptoms can lead to transmission replacement.
- Insurance and oil costs ~$2,500/yr insurance average per source page; specialty oil changes are the dominant scheduled-maintenance line item.
- No major design refresh in 17 years The 2023 third facelift refreshed bodywork but kept the same basic interior and analog gauges from the 2007 launch.
Who Should NOT Buy This
- Buyers who require a factory manual transmission — none was ever offered
- Anyone expecting a luxury-grade cabin at $120k+ price points
- Owners without budget for the bellhousing fix on an out-of-warranty car
- Track users unwilling to upgrade brakes from the OEM Brembo setup
- Drivers who skip recommended oil and DCT fluid intervals
- Buyers seeking a numbers-matching Skyline GT-R — the R35 was never sold as a Skyline
- Anyone unable to verify bellhousing, transmission, and headlight-seal history before purchase
- Drivers who want analog character — the R35 is computer-mediated by design
Common Issues & Solutions
The R35 is mechanically tough, but it isn't bulletproof. Most of the headaches come from a few specific design quirks that every owner ends up dealing with. The bellhousing develops a rattle. The DCT solenoids clog over time. The OEM Brembo brakes warp under track use. The timing chain can stretch before the recommended interval. None of these are reasons to walk away from a good car, but you want to know which ones have already been addressed before you sign.
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Bellhousing shaft bearing failure | Weak bearing at flywheel-shaft end of bellhousing-to-transaxle driveshaft wears with use; design-related, all R35 years | Aftermarket bellhousing and reinforced driveshaft assembly (parts only ~$1,400, plus install). Warranty-era cars may have had OEM replacement. | $1,400+ parts; $3,000-6,000 installed |
| Transmission solenoid clogging | Metal shavings from normal DCT wear accumulate on solenoid valves controlling clutch engagement | Replace solenoids at first sign of shift delay/harshness; high-quality DCT fluid at shortened interval delays recurrence. | $1,500-4,000 solenoid service; full rebuild higher |
| OEM Brembo brake rotor warp / rapid pad wear | OEM pads/rotors run too hot under track use; vehicle weight accelerates wear | Big-brake kit upgrade or upgraded pad/rotor compound; mandatory for track-used cars. | $2,500-8,000 for full BBK |
| Timing chain stretch and rattle | Stretching before recommended 60-70k mile interval — same VR family issue Nissan addressed via tensioner revisions in 2006-2007 | Replace timing chain and inspect guides/tensioners for play before installing new chain. | $2,000-5,000 |
| Excessive oil consumption (high-mileage) | Inevitable on high-mileage VR38DETT examples; accelerated by skipped oil changes | Verify oil change cadence; track consumption between services; rebuild if severe. | $500/oil top-ups; $15,000+ rebuild |
| Headlight condensation | Seal failure on early production headlights; well-documented by owners | Reseal lens; some warranty-era cars had full headlight assembly replacement. | $200-1,500 |
| Thermostat / overheating | OEM thermostat fails open or stuck-closed — Nissan acknowledged the pattern | Aftermarket thermostat replacement; if temps remain elevated, investigate cooling system or timing chain. | $300-800 |
| Suspension mode stuck | Electronic suspension controller failure; car becomes stuck in one of Comfort/Sport/R modes | Replace electronic damper controller; verify wiring and connector integrity. | $800-2,500 |
| Interior plastic trim fade / crack | UV exposure on dashboard and door card plastics — only Premium/T-spec/NISMO get leather inserts | Aftermarket leather wrap or carbon overlay; full dash recover for collector cars. | $300-3,000 |
| AC control / minor electrical faults | Aging climate-control module and switchgear | Replace failed module or rebuild switchgear; scan for pending codes. | $200-900 |
Differences between JDM & USDM
JDM and USDM R35 GT-Rs share the VR38DETT engine, GR6 transaxle, and core chassis, but the Japanese-market car carried trims and editions that never reached North America. The Spec V (110 units, 2009) was Japan and Europe only. The Egoist (43 units, 2012) was Japan, Europe, and the Middle East. The Gentleman (10 units, 2012) was France and Belgium only. The Midnight Opal allocated only 50 units to the US out of 115 worldwide. The 45th Anniversary Gold Edition (80 units, Silica Brass) and the T-spec (156 units, Millennium Jade) had restricted JDM-leaning allocations. The 3BA-R35 facelift from 2023 forward has continued primarily for the Japanese market after Nissan stopped taking orders for most export markets in 2022. RHD remains standard for JDM, LHD for North American cars across the entire run.
Owning a 2017 Nissan GT-R - 6 Month Honest Review
Pre-Purchase Inspection Checklist
Walk this list with the seller, not in front of them. The Critical items mean walking away if there's no documentation backing them up. The High items can usually be priced into the offer. Listen for bellhousing rattle on every test drive. Verify the DCT fluid was changed at a shorter interval than Nissan's spec. Confirm the hand-built engine plaque is still in the bay on CBA and DBA cars.
Critical Priority
- Bellhousing Rattle Listen for rattle from front of car on accel/decel; nudge driveshaft on lift for lateral play (R35-defining issue)
- Transmission Solenoids Check for harsh shifts, gear-shift delays, continuous revving, overheating — solenoid clogging is the GR6 failure path
- Driveshaft Play Lateral play in driveshaft (bellhousing-to-transaxle) — severe play needs immediate attention
- Service Records Require documented oil, transmission fluid, and bellhousing service history
High Priority
- Transmission Fluid Verify recent fluid change with high-quality DCT spec; look for metal shavings on magnet
- OEM Brake Rotors and Pads Inspect rotor lip, warping, runout on Brembo OEM; budget for aftermarket BBK if track-used
- Timing Chain Stretch Listen for idle rattle; chains can stretch before 60-70k mile recommended interval (per Nissan TSB history)
- Engine Oil Consumption Verify oil-change history at 10k-30k mile cadence; irregular intervals suggest excess consumption
- Thermostat / Cooling Watch engine temps on test drive; faulty thermostat is a known manufacturer issue
- Suspension Mode Switching Cycle Comfort/Sport/R modes — stuck modes indicate failed suspension controller (electrical)
- ECU Lock / Tune State Confirm OEM ECU or known-good tune; verify Cobb/Litchfield/Ecutek log if tuned
Medium Priority
- Headlight Condensation Inspect lenses for fogging; ask whether seals were addressed
- Alternator and Battery OBD scan for low voltage; alternator failures can mimic other electrical faults
- Engine Knock Sensor Some owners report knock sensor picking up bellhousing rattle — scan trims and pending codes
- Plaque / VIN Match Confirm hand-built engine signature plaque is intact (CBA/DBA cars); affects resale
Low Priority
- AC Controls Test all HVAC functions; AC controller failures are reported across all years
Generation History
Pre-production / Early Production (2007-2008) (2007-2008)
- Debuted at the 2007 Tokyo Auto Show as a standalone GT-R, not under the Skyline lineup
- VR38DETT 3.8L V6 twin-turbo replaced the inline-six expected by enthusiasts
- GR6 6-speed dual-clutch transaxle from launch — no manual option
- Two trims: Base and Premium
- Customer deliveries began in 2008
CBA-R35 (2009-2010) (2009-2010)
- Power increased to 485 hp
- Launch control reprogrammed; 0-60 reduced to 3.5 s
- Suspension retuned for cornering
- Curtain airbags added across all trims
- Spec V limited edition introduced — 110 units, JP/EU only, $80k MSRP + $72k Spec V premium
DBA-R35 — First Facelift (2010-2016) (2010-2016)
- Redesigned front bumper with larger cooling vents and LED replacements for the canards
- Red engine cover replaces silver (key visual ID)
- 530 hp (2010), 550 hp (2012); exhaust, mapping, and inlet changes
- Rays 10-spoke wheels, carbon-composite strut bar, larger brakes
- Limited editions: Spec V (carryover), Egoist (43), Black/Gentleman (10 Gentleman), Midnight Opal (115), Track (150), NISMO (2014, 600 hp), 45th Anniversary Gold (80)
- iPad-integrated infotainment introduced mid-cycle
4BA-R35 — Second Facelift (2016-2022) (2016-2022)
- First substantial visual change since launch — aero splitter, DRLs in front intakes, enlarged grille with chrome surround
- Paddle shifters moved from steering column to steering wheel
- 8-inch NissanConnect infotainment with mobile app integration
- VR38DETT bumped to 565 hp via boost pressure and titanium exhaust
- Revised transmission for quieter shifts
- NISMO carried 600 hp
- Chip shortage halted orders outside Japan in 2022
- T-spec (2021, 156 units, Millennium Jade); 50th Anniversary Edition
3BA-R35 — Third Facelift (2023-present) (2023-present)
- Unveiled January 2023 after speculation Nissan would discontinue the GT-R
- Revised aerodynamic front end and body lines; cabin largely unchanged
- Trims: Base, Premium, NISMO, T-spec; 565 hp standard / 600 hp NISMO
- Starting MSRP $120,990 per source page
- Production continues at Tochigi plant in Japan
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| Spec V (CBA-R35) | 2009 | 110 | Japan and Europe markets only; not sold in the US |
| Egoist Edition (DBA-R35) | 2012 | 43 | Japan, Europe, Middle East |
| Gentleman Edition (DBA-R35) | 2012 | 10 | France and Belgium only; Grey Squale paint |
| Midnight Opal Special Edition (DBA-R35) | 2013 | 115 | 50 US, 48 JP, 9 ME, 3 EU, 2 KR/TW per source page |
| Track Edition (DBA-R35) | 2014 MY | 150 | US-only allocation |
| 45th Anniversary Gold Edition (DBA-R35) | 2015 | 80 | Silica Brass paint; numbered gold plaques |
| T-spec (4BA-R35) | 2021 | 156 | Millennium Jade paint (R34 V-spec II Nur reference); Mori Green interior |
| GT-R50 by Italdesign | 2020-2022 | 19 of 50 announced delivered | Source page reports 19 of 50 announced units actually delivered before Nissan cancelled remaining orders due to legality restrictions |
Rarest variant: Gentleman Edition (10 units, France and Belgium only)
Original MSRP & Pricing
Original MSRP: $69,850 at launch in 2008. USD launch price for the 2009 model-year Nissan GT-R Premium in the United States. The 2023 third-facelift Premium starts at $120,990 per the source page — roughly a 73% nominal increase across 14 model years. Spec V launch was approximately $80,000 with a $72,000 Spec V premium for Japan/Europe customers.
How It Compares
Among the cars buyers cross-shop the R35 against, the GT-R is the cheapest entry into supercar pace, the Porsche 911 Turbo is the most refined, and the Corvette Z06 is the rawest. The R35 launched at $69,850 in 2008 against a $135,000 Porsche 997 Turbo, and that price gap is most of why the GT-R has stayed relevant for 17 years. The Porsche feels more finished. The Z06 feels more dramatic. The R35 just out-accelerates them and costs less to buy.
| Feature | R35 | Porsche 911 Turbo | Chevrolet Corvette Z06 |
|---|---|---|---|
| Engine layout | Front V6 TT (VR38DETT 3.8L) | Rear flat-six TT | Mid V8 (LT4/LT6) |
| Power (base) | 480-600 hp (gen/trim dependent) | 480 hp (997 Turbo era) up to 640 hp (992 Turbo S) | 650-670 hp (C7/C8 Z06) |
| Drivetrain | AWD with VDC-R, EBD, electronic LSD | AWD (Turbo S); RWD (GT3) | RWD |
| Transmission | GR6 6-speed DCT only | PDK 7/8-speed DCT or 7MT | 8-speed DCT (C8 Z06) |
| Launch-era US price | $69,850 (2008 launch) | ~$135,000 (2008 997 Turbo) | $70,000-80,000 (C6 Z06 era) |
| Practicality | 2+2 with 8.8-11.2 cu ft trunk | 2+2 with frunk + small rear seat | 2-seat coupe/convertible |
| Tuner potential (stock block) | 700-800 hp routine; 1,000+ on built engines | Strong, with cost premium | Strong; LT4/LT6 well-supported |
| Known ownership cost risk | Bellhousing, DCT solenoids, brakes | IMS-era concerns on older 997; OK on later | Valve drop (C7 Z06 era); torque tube |
Comparable Alternatives
If the R35 GT-R isn't the right car, the natural alternatives split by what you actually want. If you want the heritage and a manual gearbox, the R34 Skyline GT-R is the predecessor and the last RB26-powered Skyline. If you want a modern Japanese sports car with a 6-speed manual option, the A90 Supra is the closest thing on the market. If you want GT comfort over outright pace, the Lexus LC500 is the cross-shop. None of these will match the R35 on acceleration or AWD traction.
Toyota Supra A90 (MK5)
Modern Toyota-badged sports car; 6-speed manual option the GT-R never had
Honda/Acura NSX NC1
Japanese alternative supercar with hybrid AWD; cited by source page as direct comparator
Nissan Skyline R34 GT-R
Last RB26-powered Skyline GT-R; the predecessor R35 buyers often cross-shop on heritage
Nissan Fairlady Z (Z33)
Lower-cost Nissan sports coupe alternative; VQ V6, RWD, manual available
Lexus LC500
Source-page-cited GT alternative; V8 NA, 2+2, similar daily-driver brief at premium pricing
In Pictures
The Buyer's Read
If you're buying an R35, the cleanest place to start is a documented DBA-R35 from 2012 to 2016 with the 550 hp tune and a confirmed bellhousing service in its history. That's the version of the GT-R where Nissan worked out most of the early kinks. The red engine cover is the giveaway. You get more power than the launch CBA cars, an iPad-integrated infotainment update partway through the run, and a maintenance history that's usually well documented because most of these cars went to enthusiast owners who knew what they bought.
Don't be afraid of a CBA-R35 either. The 2007 to 2010 cars are the entry point into R35 ownership, and clean examples sit around $50,000 to $80,000. Just budget for the bellhousing fix on day one. Every R35 develops some bellhousing rattle eventually, and the aftermarket bellhousing plus reinforced driveshaft runs about $1,400 in parts plus the install. If the seller hasn't done it already, price it into your offer. And skip any CBA where the seller can't show you DCT fluid service records. The GR6 transaxle is durable but solenoid wear is the real money pit on neglected cars.
If you want the collector angle on an R35, the limited editions are the play. T-spec (156 units), Track Edition (150), Midnight Opal (115), Spec V (110), 45th Anniversary Gold (80), Egoist (43), and the Gentleman Edition (10) are the documented small-batch trims. NISMO trims (600 hp from 2014 onwards) sit in their own tier and rarely depreciate. The one R35 to avoid is a tuned car with no ECU log and no tuner provenance. Built engines are common in the R35 world, but an undocumented tune is a $15,000 surprise waiting to happen.
Frequently Asked Questions
- Is the R35 a Skyline?
- No — Nissan launched the R35 in 2007 as the standalone Nissan GT-R, separate from the Skyline lineup. The R34 (1999-2002) was the last to carry the Skyline GT-R designation.
- What engine does the R35 use?
- Every R35 from 2007 to present uses the VR38DETT 3.8L twin-turbo V6, producing 480 hp at launch and rising to 600 hp in NISMO trim. It is hand-built at Yokohama and carries a signature plaque from the takumi builder.
- What's the difference between CBA, DBA, 4BA, and 3BA R35s?
- These are Japanese emissions/chassis codes: CBA-R35 (2007-2010, 480-485 hp), DBA-R35 (2010-2016, 530-600 hp, red engine cover), 4BA-R35 (2016-2022, 565-600 hp, steering-wheel paddles, 8-inch infotainment), and 3BA-R35 (2023-present, third facelift with revised aero).
- Why doesn't the R35 GT-R have a manual transmission?
- Nissan engineered the R35 around the GR6 6-speed dual-clutch transaxle for launch consistency and quicker shifts. No factory manual was offered in any market across the entire production run.
- What is the bellhousing rattle and how much does it cost to fix?
- A weak bearing on the bellhousing-to-transaxle driveshaft develops lateral play with use, producing a rattle on acceleration and deceleration. An aftermarket bellhousing and reinforced driveshaft runs roughly $1,400 in parts plus installation; warranty-era cars sometimes received OEM replacement.
- How much does a Nissan R35 GT-R cost in today's market?
- Per the source page: early CBA production cars start around $50,000-80,000 depending on spec and condition; post-2010 DBA cars rarely fall below $100,000; limited editions (Spec V, T-spec, Midnight Opal, NISMO, Black) typically clear $150,000+ regardless of model year.
- Is the R35 GT-R a good daily driver?
- Yes — front-engine layout supports an 8.8-11.2 cu ft trunk (varies by year), the 2+2 cabin works for storage, fuel economy averages ~20 mpg, and insurance averages ~$2,500/yr per the source page. The DCT and AWD make all-weather use practical.
- How much power can the VR38DETT make on the stock block?
- Per the source page: 600 hp is routine with bolt-on mods (intake, exhaust, ECU remap). Newer factory tunes plus supporting modifications reach 700-800 hp. Built-engine examples push higher with reinforced internals.
- When did Nissan stop selling the R35 outside Japan?
- Per the source page, Nissan stopped taking orders for all markets except Japan in 2022, citing the global chip shortage. The 2023 third facelift continued for the Japanese market and select export markets.
- Which R35 trims are limited editions worth collecting?
- Spec V (110 units), Egoist (43), Gentleman (10), Midnight Opal (115), Track (150), 45th Anniversary Gold (80), T-spec (156 in 2021), and the 50th Anniversary liveries are the documented limited-run trims per the source page.
Sources & References
- Nissan Skyline R35: The Ultimate Guide (2026) — source page — JDM Buy & SellVerified
- Nissan GT-R — encyclopedic overview — WikipediaVerified
- Skyline heritage history — Nissan Motor CorporationVerified
- Nissan GT-R model overview — Nissan USAVerified
- Nissan GT-R reviews — Car and DriverVerified
- Nissan GT-R coverage — Motor TrendVerified
- 2017 Nissan GT-R review and reliability reporting — EdmundsVerified
- Importing a Vehicle into the United States — NHTSA guidance — NHTSAVerified
- GTR Life — R35 owner community forums and bellhousing archive — GTR LifeVerified
Sources last verified: