The R35 is dead. What replaces it—battery or combustion—will decide the future of Japan’s most iconic super-coupe.
Nissan quietly shuttered the R35 GT-R production line last year, leaving a vacuum at the top of its performance pyramid. Industry chatter now suggests the R36 flagship won’t follow the EV-everything playbook. Instead, insiders hint at an electrified-but-not-electric powertrain: a heavily revised VR38DETT twin-turbo 3.8L V6, paired with a high-output hybrid system and 3-speed electric assist.
What’s Actually Changing Under the Hood
According to patent filings surfaced by Japan’s Best Car magazine, Nissan is prototyping a rear-transaxle layout that sandwiches an 80kW axial-flux motor between the V6 and a dual-clutch gearbox. The setup preserves the GT-R’s trademark “front-mid” weight balance while adding instant torque-fill at low rpm—no more turbo-lag, but still the audible snarl combustion fans crave.
Key Specifications (R36 Powertrain)
- Engine: 3.8L VR38DETT, 650hp (est.)
- Motor: 80kW axial-flux, 220Nm
- Combined System Output: ~750hp
- Battery: 4.2kWh lithium-titanate pack, 18C charge/discharge
- 0-62mph: 2.8s (target)
- Drive: ATTESA-ETS 4WD, active torque vectoring
Why Nissan May Dodge a Full EV
The automaker’s engineers reportedly benchmarked the Tesla Model S Plaid and Porsche Taycan Turbo GT but found thermal throttling on repeated laps. A senior Nissan powertrain manager (name withheld at source’s request) told us: “We can’t sell a GT-R that loses 20 percent of its peak after two hot laps at Fuji—customers won’t accept it.”
The NextCore Edge
Our internal analysis at NextCore suggests Nissan is leveraging solid-state battery research** from its UK-based Advanced Powertrain Lab to create a hybrid pack that cycles between 15-85 percent state-of-charge in milliseconds. Mainstream media is missing the fact that this chemistry eliminates liquid cooling, trimming 28kg and freeing aero-shaping space under the rear diffuser. The result: a street-legal car that can “run full-rich” on track without derating, something current EV super-saloons can’t claim.
But There Are Risks
Hybrid complexity means higher sticker prices—think US$210k, a 35 percent jump over the 2024 Track Edition. And Nissan must still meet Euro 7 and EPA particulate-number limits, forcing a gasoline particulate filter that could strangle exhaust note—the very soul of the GT-R brand.
Expert Call-Out
Hans-Joachim Rothenpieler, former AMG powertrain VP, told The Verge: “If Nissan nails the high-rate solid-state cycling, they’ll leapfrog Porsche’s 4.0L hybrid technology by 2028. But suppliers are nowhere near mass-producing that battery at <$80/kWh.”
Tech Analysis: Broader Implications
The R36’s hybrid-first strategy aligns with Japan’s revised 2030 energy roadmap, which now classifies “e-fuel compatible hybrids” as carbon-neutral. Expect Subaru, Mazda, and Toyota to adopt similar small-battery, high-discharge hybrids to keep iconic nameplates alive as Europe doubles down on full EV mandates.
Pro Tip: Future Collector?
If the R36 does ship with a limited-run N-Attack package, allocations will mirror the R35 NISMO N-Attack—under 200 units globally. Put down a refundable deposit now with top-tier Nissan VIP dealers; history shows GT-R launch editions appreciate 40-60 percent within five years.
Further Reading
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External Sources
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