2024 Nissan GT-R

The 2024 GT-R runs the hand-assembled 3.8L VR38DETT twin-turbo V6 at 565 hp on the volume Premium trim, the tune the engine has carried since its 2020 refresh and unchanged for this final US model year. That figure is far above the coupe normalization ceiling and is the strongest single element of the car's case — more power than a base 911 Carrera, a Corvette Stingray or an AMG GT, from a car that undercut all three on price for most of its life.

467 lb-ft from the twin-turbo 3.8 clears the top of the coupe torque band outright and, combined with standard all-wheel drive, is what makes the GT-R's launch so relentless — the number is put down through four tires rather than two. The NISMO's motorsport-derived turbochargers lift it to 481 lb-ft.

Nissan publishes no official 0–60 claim, so this is scored on instrumented magazine testing of the 565 hp car, which has repeatedly returned 2.9 seconds — a figure unchanged since the powertrain's last revision because the 2024 car is mechanically the same machine. Launch control plus the ATTESA E-TS all-wheel-drive system means the GT-R converts its output into forward motion better than any rear-drive rival at the price, and 2.9 s sits at or below the bottom of the coupe band, level with a Corvette Stingray Z51 and quicker than a base 911.

The VR38DETT is hand-built by a named takumi craftsman and delivers thrust that reviewers have spent eighteen years describing as physics-defying — relatively small twin turbos and the 2020-spec GT3-derived compressors on the NISMO keep response tight, and the mid-range pull from about 3,000 rpm is enormous and completely linear. Two things keep it out of the top band: below roughly 2,500 rpm there is genuine turbo lag, a fingerprint of an engine architecture laid down in the mid-2000s, and the note is more industrial-hard than musical, muffled by the turbos in a way the flat-six in a 911 and the pushrod V8 in a Corvette are not. Scored just under the Corvette (90) and 911 (92) on delivery character, comfortably above the twin-turbo V6 in the smaller Nissan Z (75) whose off-boost softness is far more intrusive.

The GR6 six-speed dual-clutch transaxle is a split personality. Driven hard in R mode it is savage and near-telepathic — one of the first DCTs in a production car, with launch control and magnesium paddles, and it fires off upshifts fast enough that the drivetrain feels hard-wired to the throttle. Driven gently it is the car's most-criticised component: audible clunks, whines and driveline shunt at parking speeds are a documented characteristic rather than a fault, and the rear-mounted transaxle that gives the GT-R its weight distribution is exactly what makes those noises reach the cabin. Six ratios is also two or three short of every modern rival, leaving noticeable gaps and hurting refinement at a cruise, and there is no manual option at any point in the R35's life — a standing criticism in reviews. Below the Corvette's eight-speed DCT (85) and well below Porsche's PDK (95), but above the Z's compromised manual/9-speed pairing.

All-wheel drive is standard on every 2024 GT-R and is the defining piece of the car's engineering, not an option box. ATTESA E-TS Pro continuously varies front-to-rear torque split — nominally rear-biased, sending up to half the torque forward when it detects slip or load transfer — through the industry's first rear-mounted independent transaxle layout, with a mechanical limited-slip differential at the rear and, new for 2024, a front limited-slip differential on the NISMO. That is genuine torque distribution sophistication and it is what lets a 565 hp coupe launch in the wet, so this scores near the top of the band; it stops short of 90+ only because there is no low range or terrain-mode provision, which the item's top band also contemplates. Far above the rear-drive-only Corvette (42) and above the 911 (82), where AWD is a separate Carrera 4 variant rather than universal.

One engine, one gearbox, one driveline, across the whole 2024 range. Every GT-R sold — Premium, T-spec, NISMO and the two limited farewell editions — uses the same 3.8L VR38DETT twin-turbo V6 through the same six-speed dual-clutch transaxle and the same ATTESA all-wheel-drive system. The 565/600 hp split between Premium and NISMO is a state of tune, not a distinct powertrain, and the T-spec's changes are brakes, wheels, VDC calibration and trim. No four-cylinder, no V8, no hybrid, plug-in or electric variant was ever offered in the R35's eighteen-year run, and 2024 is its final North American model year, so none ever will be. Bottom band, at essentially the same level as the Nissan Z (24) and far below the Corvette's four-powertrain range (90).

A 3.8L twin-turbo V6 making 565 hp, hauling roughly 3,900 lb of all-wheel-drive coupe through a 6-speed dual-clutch transaxle, returns 18 MPG combined — the same figure the R35 has posted for years, with no electrification, no cylinder deactivation and no stop-start to soften it. That is 4 MPG under the floor of the coupe band (22 MPG), so the item bottoms out; among the coupes scored so far only the Corvette and AMG GT are in the same territory.

16 MPG in town is where the GT-R's mass, permanent all-wheel drive and two turbos working off boost all cost the most. It sits 4 MPG below the coupe band floor of 20 MPG for a zero, level with the V8 Mustang GT and Corvette Stingray and well behind the Nissan Z (18–19) that shares the showroom.

The GT-R's 0.26–0.27 drag coefficient is genuinely good and the six-speed's top ratio is tall, but the car still only manages 22 MPG cruising — 4 MPG under the coupe band floor of 26. The six-speed dual-clutch is the limiting factor as much as the engine: rivals with eight to ten ratios (GR Supra 29 MPG, EcoBoost Mustang 33) gear down harder at highway speed.

The one place the GT-R's efficiency story is merely mediocre rather than bad: a large-for-the-class 19.5-gallon tank offsets the 18 MPG combined for roughly 351 miles between fills, ahead of the Nissan Z (~328 mi) and the GR Supra (~343 mi) despite burning far more fuel. It lands in the lower third of the 280–650 mi coupe band, and enthusiastic driving cuts it toward 250 miles.

EPA puts the GT-R's annual fuel bill at $4,200 — about 833 gallons of premium a year at the standard 15,000 miles. That is half again the top of the coupe band ($2,800, where lower is better) and among the most expensive figures in the segment; only the V10 Audi R8 ($4,750) costs more to feed. It is a running cost on the order of a second car payment.

Premium is required, not suggested — Nissan specifies 91 AKI minimum for the VR38DETT and recommends 93 to see the rated 565 hp, so an owner in a 91-octane market is either down on power or paying for the top grade. There is no hybrid, no E85, no diesel and no plug, meaning no way to buy cheaper energy at any point, and the 19.5-gallon tank means each premium fill is a large one. Bottom of the band alongside the Nissan Z (20), GR Supra (20) and Corvette (22); the GT-R rates a notch below them because it pairs the same mandatory premium with the segment's highest consumption and the largest tank to fill.

NHTSA has never crash-tested the R35 GT-R in any model year — the 2024 record exists in the ratings database but every field reads "Not Rated", which is normal for a hand-assembled car selling in the low hundreds of units. Carried at the dataset's standard untested placeholder of 4 stars, the same value used for the Corvette, 911, GR Supra, Nissan Z, AMG GT and R8.

The GT-R has never been tested by IIHS in 18 years of production — the institute buys its own test cars and a $121,090 low-volume coupe is not worth the outlay — so there is no award, no crashworthiness result, and no basis for credit above the untested baseline. Structurally the car is better placed than most supercars (steel/aluminium Premium Midship platform with front and rear crumple zones, high-strength door beams, zone body construction, and 3,935 lb of mass on its side), but the airbag set is a front-occupant package: dual-stage front bags, front seat-mounted side bags and roof-mounted curtain bags covering the FRONT seats only, with nothing protecting the heads of anyone in the 2+2 rear. Placed a few points under the untested coupe peers (Corvette 55, Supra 55, Z 55, R8 54) for that rear-occupant gap.

The 2024 GT-R offers no driver-assistance suite at all — not standard, not optional, on any of the four grades. No AEB, no forward collision warning, no lane departure warning, no lane keeping, no blind-spot monitoring, no rear cross-traffic alert, no adaptive cruise. The entire active-safety content is ESC (Vehicle Dynamic Control), ABS with brake assist, hill start assist, TPMS, a RearView Monitor and front/rear parking sensors — the federally-mandated floor plus parking aids. Even the Corvette (15) and the ADAS-free Audi R8 (5) are no worse; this is the bottom of the segment, and unlike the Z or Supra there is not a single optional box to tick.

There is no automatic emergency braking system to rate — the GT-R has neither vehicle-to-vehicle nor pedestrian AEB, and IIHS has run no front crash prevention evaluation on it. The 3 points reflect only that the car has ABS with brake assist and enormous Brembo hardware once a human presses the pedal; no automated intervention exists at any speed, day or night.

No blind-spot monitoring, no rear cross-traffic alert and no safe-exit alert on any 2024 grade — and this is the car that needs them most, given the C-pillar. Rear parking sensors and the RearView Monitor cover backing out of a space at walking pace and nothing else; the aftermarket sells convex blind-spot mirrors specifically for the R35 because the factory offers no answer.

No lane departure warning, no lane keep assist and no lane centering — there is no forward camera in the car to support them. Nissan's ProPILOT hardware, standard or optional on most of the 2024 US lineup, was never fitted to the R35, deliberately, on the grounds that it would intrude on the driving experience.

Plain speed-hold cruise control only — no radar, no following distance, no stop-and-go, no highway assist. It earns the handful of points over a car with no cruise at all and nothing more; scored beside the Audi R8 (6) and Corvette (8), which are in the same pre-radar position, and far below the AMG GT (78) and Supra (60).

No hands-free highway system, and no path to one — the GT-R never received ProPILOT Assist, let alone a hands-off tier. The car cannot even hold a lane, which is the prerequisite.

Four-bulb LED headlamps with AFS (Nissan's steering-responsive Adaptive Front-lighting System) and integrated LED daytime running lights are standard on every 2024 grade — adaptive curve lighting standard across the range is genuinely good hardware and better than the fixed projectors on several rivals. No IIHS headlight rating exists to confirm the beam pattern, and there is no auto high-beam function, so this sits at the untested-but-well-equipped level shared with the Corvette, Z and Supra (62) rather than the 911/AMG GT tier (78) whose lights are IIHS-verified.

Split verdict. Forward and over-the-shoulder-left visibility is better than the mid-engine supercar norm — the GT-R is front-engined with an upright, tall-ish greenhouse and a driving position reviewers consistently call easy to place for a car this fast. The rear three-quarter is the problem: a very thick C-pillar and the high tail create a genuine blind zone that owners routinely patch with aftermarket convex mirrors, and with no blind-spot monitor there is zero electronic compensation. The RearView Monitor plus front and rear parking sensors cover low-speed maneuvering only — there is no surround-view camera. Lands just above the GR Supra (45 with worse sightlines and no parking aids) and below the Corvette (58) and 911 (70, 360-degree camera).

Nominally a four-seater with LATCH hardware, functionally unusable. Cars.com's Car Seat Check found the GT-R's lower anchors sit an inch or two above where the rear cushion ends, so a connector physically cannot reach them, and the top tether anchors on the rear shelf sit under removable covers with too little clearance to clip into easily. Add 26.4 in of rear legroom and 33.5 in of rear headroom (front seat must be moved forward to fit anything rear-facing), two-door access over a fixed front bucket, and curtain airbags that cover only the front row, and the rear seat is a parcel shelf that happens to have belts. Below the 911's 2+2 (26), which at least offers workable anchors.

The R35 GT-R is a 2+2: two proper front seats and a vestigial rear bench, unchanged for the 2024 model year. Four is the floor of the coupe band, and unlike a strict two-seater the GT-R is then measured on rear space it does not really have.

38.1 inches sits mid-band for a coupe and is genuinely generous for a supercar — the GT-R's upright greenhouse and relatively tall roofline are why reviewers note tall drivers fit without trouble.

44.6 inches clears the top of the coupe band outright — the front cabin is the GT-R's one unambiguous space strength and a large part of why it earned a reputation as a supercar you can actually commute in.

33.5 inches falls below the bottom of the coupe band. The rear seat sits under the tapering fastback roof, so even children sit with their heads close to the glass.

26.4 inches is far under the coupe band floor and among the tightest rear measurements of any four-seat car sold in the US. Nissan counts the seats, but nobody who has sat in them counts them as usable.

8.8 cubic feet is below the 10 cu ft coupe band floor, so it scores zero here — but the context matters: this is a large trunk by supercar standards, and the rear seats absorb overflow. Two carry-ons or a set of golf clubs fit; a tall liftover and narrow opening make anything bulkier awkward.

Sparse and unimaginative even by sports-car standards: a small glovebox, slim door pockets, and a shallow cubby under the driver's armrest that holds a wallet and a phone. Two usable console cupholders and the rear seats as a luggage shelf are the extent of the cleverness — there is no underfloor bin, no fold-flat surface and no onboard power beyond a USB port.

A split verdict that averages to mid-band. The Premium's semi-aniline leather-appointed front buckets are repeatedly praised for balancing track bolstering against all-day comfort, and the GT-R's long-standing case as a daily-drivable supercar rests partly on them. The rear seats are the opposite — padded shelves that punish anyone larger than a small child — and adjustment is dated, with power for the driver only.

Body control is exceptional, but compliance is not. The Bilstein DampTronic dampers give Comfort, Normal and R settings, and even in Comfort the car thumps over surface changes and tramlines on imperfect pavement; R mode is punishing on real roads. The 2017 refresh softened it meaningfully and it remains livable for a car this fast, but against the Corvette, 911 and AMG GT — all of which ride better on the same roads — it lands at the harsh end.

Nissan attacked the GT-R's NVH reputation in the 2017 refresh with an acoustic windshield, extra sound deadening and Bose Active Noise Cancellation, all standard on the 2024 car, and it is markedly quieter than the launch-era R35. It is still a loud place at highway speed: wide run-flat tires roar, the titanium exhaust drones, and the GR6 dual-clutch transaxle's whine and low-speed clunk are an unmissable signature no amount of ANC removes.

The essentials are standard on every 2024 grade — dual-zone automatic climate control, heated front seats and the 11-speaker Bose system with Active Noise Cancellation — which is more than several six-figure rivals give you. What is missing is everything above the essentials: no ventilated seats, no heated steering wheel, no rear climate outlets and no remote pre-conditioning, on a car that stickered north of $120,000.

The entry 2024 GT-R Premium lists at $121,090 before a $1,895 destination charge — more than double the top of the coupe band, so this scores zero outright. Nissan raised the price again for the R35's final US model year; the launch announcement in May 2023 quoted $120,990 and the shipped press-kit price list settled at $121,090.

The Premium is the volume grade and is already comprehensively equipped — the only factory options are paint, an appearance/interior package and floor mats, so a typical car lands near $124,500 delivered. Every configuration is far beyond the coupe band ceiling, and the T-spec and NISMO push into $143k–$223k territory.

Class-model estimators badly understate this car: CarEdge projects $3,466 over five years and RepairPal $920/yr, but both count scheduled service and exclude the GT-R's real expenses — a set of run-flat tires, GR6 dual-clutch transaxle fluid service, and Brembo consumables. Documented owner spending runs about $2,485/yr all-in, which puts a realistic five-year figure near $11,000 and well past the top of the coupe band. Servicing must go through a GT-R-certified dealer, which removes the independent-shop escape valve most sports cars have.

This is the GT-R's one decisive win in the category, and 2024 is the strongest case of it: the last R35 sold in North America, fewer than 200 of the send-off special editions built. Generic model-wide models project ~58% retention, but the actual 2024 market has been trading at or above sticker two years in — used 2024s list from around $170,000 against a $122,985 MSRP. A five-year projection has to allow the discontinuation premium to normalize, so ~72% is the measured read rather than the headline; it still clears the top of the coupe band.

The GT-R carries Nissan's standard 3-year/36,000-mile new-vehicle limited warranty — the floor of the band, and thin cover on a $123,000 car whose out-of-warranty repairs are supercar-priced. Lexus and the German rivals in this segment all give four years.

Nissan's standard 5-year/60,000-mile powertrain coverage applies to the GT-R, sitting at the bottom of the band. It does cover the hand-built VR38DETT and the GR6 transaxle — the two most expensive things on the car — but hard use and any tuning are grounds for a denied claim, which is why owners buy extended coverage.

Nissan includes no complimentary scheduled maintenance in the US, so this sits in the bottom band. What comes with the car is 3 years/36,000 miles of Nissan Roadside Assistance and short trials — three months of SiriusXM and a NissanConnect Services subscription — none of which offsets a service schedule that runs four figures a visit. The GT-R does get a dedicated certified-dealer and technician network, but that is a requirement rather than a perk, and it narrows where the car can be serviced at all. Scored level with the Nissan Z, which carries the identical package.

$124,500 volume-trim price minus its estimated resale value after 5 years (72% retained, or about $89,640) leaves about $34,860 in depreciation. Add the projected $11,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $45,860 in total.

Thin-data, mixed-signal case that lands in the upper half of the average band. Consumer Reports has no predicted-reliability rating for the 2024 GT-R at all — the model is far below the sample threshold CR needs — and J.D. Power's model-level figures are largely brand- and segment-estimated rather than earned from a deep survey. The evidence that does exist points upward: 2024 is the seventeenth model year of an R35 whose hardware has been iterated since 2007, and the car carries zero NHTSA recalls for the year. What holds it out of the 80s is the GR6 dual-clutch transaxle, which is the one component with a documented owner-reported failure pattern, and the fact that the car's dependability is conditional on a service schedule most owners find expensive enough to defer. Scored above the Nissan Z (62), whose VR30 and 9-speed are both less proven, and below the Supra and 911.

Brand-level item, held at the figure this dataset already carries across the Nissan scorecards — a halo coupe does not get a different Nissan than a Rogue does. The recent record is genuinely split: Nissan was the highest-ranked mass-market brand in J.D. Power's 2025 Initial Quality Study at 169 PP100, but initial quality measures the first 90 days, and the three-year dependability picture is mid-pack at best — 17th overall in the 2025 Vehicle Dependability Study, and 12th of 22 brands in Consumer Reports' 2025 brand reliability ranking with a score of 48. Never top-5 across multi-year studies, never bottom-third either, which is the middle of the 50-79 band.

The strongest item in the category by a wide margin, and the reason this score is not stuck in the 50s. The 2024 model year has zero NHTSA recall campaigns, and across the R35's entire eighteen-year run only four campaigns appear in the federal database — a steering-column issue in 2009, a labelling defect in 2015, a backup-camera campaign in 2019 and a rear-axle spindle campaign in 2021. Not one of them touched the engine, transaxle or driveline, which is remarkable for a 565-hp all-wheel-drive car. Low production volume flatters the count, but the absence of any powertrain or fire campaign over eighteen years is a real result, not a sampling artifact. Service bulletins cluster on GR6 transaxle behavior — judder, clutch learning, fluid intervals — rather than anything structural, which is what keeps this below the very top of the band. Scored above the Supra (80) and well above the Corvette and Mustang.

A split verdict between two halves of the drivetrain, which is exactly the middle band. The 3.8L VR38DETT is the durable half: hand-assembled in a clean room at Yokohama by one of four named takumi craftsmen, in production since 2007, and with no systemic defect pattern — well-maintained examples routinely pass 100,000 miles and owner reports of 150,000-plus are common. Its known failure mode, rod-bearing wear, shows up under sustained high-rpm use or aggressive tuning rather than in stock service. The GR6 six-speed dual-clutch transaxle is the liability: clutch-pack wear documented between 30,000 and 50,000 miles on hard-launched cars, early-build solenoid and pressure-sensor failures that drop the car into limp mode, and a fluid service Nissan schedules every 18,000–36,000 miles that costs four figures. By 2024 the transaxle is the most developed version of that unit, and post-2012 cars are materially better, but the component still carries a repair-cost tail nothing else in this comparison set has. Scored above the Z (66) on engine strength and below the proven naturally aspirated units — Coyote 85, B58 87, LT2 76.

This item is scored relative to price, and at $122,985 the GT-R is judged against cabins it cannot answer. The interior architecture dates to the 2017 facelift and much of it to 2007 — an 8.0-inch touchscreen with CarPlay but no Android Auto, switchgear and HVAC controls drawn from cheaper Nissan and older Infiniti parts bins, and hard plastics in places a six-figure car should not have them. Reviewers have been consistent about it for years. The credit side is real but narrow: the standard leather-and-synthetic-suede seats are genuinely well shaped and supportive, the carbon-fibre centre console and gauge surround are authentic, the Polyphony Digital multifunction display remains a distinctive piece of engineering, and the $4,950 Premium Interior Package adds hand-stitched semi-aniline leather. That is enough to keep it just inside the average band rather than in the bottom one. Scored below the Nissan Z (55), which uses comparable materials at a third of the price, and far below the AMG GT (76) and Corvette (80).

Assembly quality is clearly ahead of perceived material quality — the distinction this item exists to capture. The GT-R is built on a dedicated low-volume line at Nissan's Tochigi plant, the body combines steel, aluminium and carbon-fibre to tolerances set by a 0.27 drag-coefficient aerodynamic programme, and the engine arrives from Yokohama hand-assembled and signed. Seventeen model years of production have produced no recurring pattern of panel misalignment, rattles or squeaks in owner or press reports, and the brand's initial-quality results are currently the best in the mass market. What holds it short of the top of the band is that the ride quality and road noise reviewers criticize can read as coarseness in a car at this price, and the 2024 facelift added new front and rear fascias late in the model's life without an underlying re-tooling. Scored above the Z (76), which shares the plant, and level with the class leaders.

Better than a boutique exotic's network, meaningfully worse than the raw Nissan dealer count suggests. The GT-R cannot be serviced at just any Nissan store: sales and service run through GT-R-certified dealers that must commit a dedicated master technician, complete the I-CAR Nissan GT-R repair series and maintain specific facility and tooling standards. Roughly 691 dealers held that certification at the 2008 launch and the number contracted steadily as annual volume fell to a few hundred cars, so by the 2024 final year an owner outside a major metro can be a long drive from an authorized service bay — and further still from a body shop certified for the car's carbon and multi-layer panels. Nissan's brand service-satisfaction results also run below the industry average. Set below the mainstream Nissans in this dataset (Rogue and Frontier at 72) and below the Z (70), which any Nissan dealer can service, and well below the domestic performance networks.

The aftermarket is a genuine asset and the OEM parts bill is a genuine problem, and they roughly cancel into the low-average band. On the credit side, the R35 has one of the deepest enthusiast aftermarkets of any modern performance car and a mature independent-specialist network, so an owner is not wholly captive to the dealer for wear items and tuning hardware. On the debit side, almost everything factory is supercar-priced: RepairPal puts GT-R average annual maintenance at $920 against $500 for Nissan overall, an OEM-spec oil change runs $200–$350, larger interval services $1,200–$2,500, and documented owner spending over seven years includes $7,700 on run-flat tires, $2,700 on transaxle fluid services and $1,800 on brake rotors. Body repair is worse still — the carbon-fibre and multi-layer panels are dealer-and-certified-shop-only. Scored well above the AMG GT (42), which lacks the aftermarket entirely, and well below the Z (76), whose parts are ordinary Nissan-priced.

Every 2024 GT-R trim, from the $122,985 Premium to the $220,990 NISMO, carries the same 8.0-inch NissanConnect multi-touch display introduced with the 2017 facelift. There is no larger screen at any price and no option to add one — eight inches in a six-figure 2024 car sits near the bottom of the coupe band, where mainstream compacts now ship 12.3-inch displays.

The 2017-facelift head unit is honest and simple rather than good: a real rotary display commander on the console, physical shortcut keys, dual-zone climate on its own hard controls, and no menu-diving required for anything you do while moving — the ergonomic fundamentals the segment is currently losing. Against that sit graphics and processing speed that were dated when the car was new and are conspicuous in a $123,000 machine, plus navigation reviewers describe as inaccurate. What lifts it off the floor is the Polyphony Digital Multi-Function Display, which is not a generic infotainment page but a genuine engineering readout — turbo boost, oil and transmission temperatures, front-to-rear torque split, g-force plotting, a lap stopwatch whose times download over USB. Nothing else in the segment ships that. Scored just below the Nissan Z (66), which runs a newer generation of the same NissanConnect hardware, and well below the BMW-sourced system in the Supra (76).

The weakest phone-projection story of any coupe in this dataset. Apple CarPlay is standard on all three trims but wired-only through a console USB-A port, and Android Auto is not offered at any price — it appears nowhere in Nissan's own 2024 standard-equipment table, which lists "Apple CarPlay® integration" alone. Roughly half of US phone owners get no projection at all in a $123,000 car, which is why a large aftermarket exists selling retrofit modules specifically for the R35's factory screen. Held just above the 0-49 "not offered" floor only because one platform genuinely is standard and works. Scored below the Nissan Z (60), which has wireless CarPlay standard and wired Android Auto, and well below every German rival.

Both boxes are checked and neither is done well. The Nissan Navigation System is standard on every trim — better coverage than a base Supra or any GR86 — and voice recognition for navigation and audio is standard too, but it is the old fixed-command-list implementation rather than a natural-language assistant, and reviewers single it out as clumsy while calling the map data inaccurate. With Android Auto unavailable, Android owners cannot even route around it with a phone, so the weak native nav is the only nav they have. That combination puts it below the Z (56), which pairs a similar command-list system with a newer head unit and wireless CarPlay as an escape hatch.

The one genuinely strong element of the GT-R's tech package, and the only item here that beats the segment average. An 11-speaker Bose system — nine speakers plus two subwoofers set into the rear centre armrest area, mounted in aluminium die-cast panels tuned to the car's specific cabin — is standard on every trim rather than a top-trim upgrade, and it comes with Bose Active Noise Cancellation and speed-sensitive volume, both of which matter in a cabin reviewers consistently call loud. Short of the 80s because an 11-speaker Bose tune dating to the 2017 facelift is a tier below the Burmester, Bowers & Wilkins and 3D surround systems available in six-figure rivals, and there is no upgrade path. Scored above the Nissan Z's 8-speaker Bose (70) on speaker count and standard-across-the-range fitment.

There is no digital instrument cluster on any 2024 GT-R. The binnacle is the original 2007 architecture: a physical analog speedometer and tachometer with analog coolant-temperature and fuel gauges flanking them, and a small monochrome LCD dual trip odometer as the only screen. The carbon-fibre gauge surround and the driver-angled layout are attractive, and the NISMO's red-accented tachometer is a nice touch, but none of it is configurable and none of it is digital. The car's rich data readouts live on the centre display, which is item 7.1.2's business, not the cluster's. Scored alongside the analog-cluster peers and far below the Z (84), whose 12.3-inch full-digital TFT is standard on its cheapest trim.

Nothing on this car updates itself. The R35's head unit predates Nissan's over-the-air programme entirely — there is no whole-vehicle software update, no feature-adding release, and not even the infotainment/maps-only OTA that would put it in the middle band; navigation map data is a dealer or physical-media update. Nissan's OTA effort is concentrated on the Ariya and the newest crossover architectures, and a final-year halo car built in the hundreds was never going to receive a back-port. Scored below the Nissan Z (38), which at least runs a connected head unit capable of taking map and infotainment updates.

The core telematics set is present and subscription-gated, which is the literal definition of the middle band's bottom edge. NissanConnect Services Powered by SiriusXM is standard with a trial that converts to a paid subscription, giving the MyNISSAN app remote door lock/unlock, vehicle locator, alarm and speed/boundary alerts, automatic collision notification and emergency call. What is missing is everything that would lift it: remote engine start with climate preconditioning does not appear in the GT-R's equipment table at all, there is no phone-as-key, and no charging or scheduling functions apply. Scored just below the Nissan Z (55), which carries the newer NissanConnect Services generation, and far below the app-first German and American rivals in this segment.

Device power is a 2010-era provision sold at 2024 prices. Two USB ports in the centre console, both USB-A on the old iPod-interface standard, plus two 12-volt outlets — and that is the entire inventory. There is no USB-C anywhere in the car, no wireless charging pad on any trim, no rear-seat port despite the 2+2 layout, and no AC outlet. A modern phone charges slowly and only with an adapter the owner supplies. Scored below the Nissan Z (44), which at least pairs a USB-A with a USB-C, and below the GR86 and BRZ.

Solidly middle-band: the Nissan Intelligent Key proximity system with remote keyless entry and a console-mounted push-button start is standard on every 2024 trim, so nothing here is trim-gated or optional, and a HomeLink universal transceiver is thrown in. But that is the complete list — no remote engine start appears in the equipment table, no phone-as-key or digital key is offered, and a two-door coupe has no powered decklid or hands-free tailgate to earn the convenience points that lift SUVs into the 80s. Scored a notch below the Nissan Z (66), whose fob at least supports remote start on automatic cars.

Adequate for parking, nothing more, in a wide low car with a thick C-pillar and genuinely poor over-shoulder visibility. A RearView Monitor plus front AND rear parking sensors are standard on every trim — the front sonar is worth real credit given how much front splitter there is to protect and is more than the Nissan Z offers. Against that, Nissan's Around View Monitor surround camera was never fitted to the GT-R at any price, there is no parking automation of any kind, and the reversing camera is a low-resolution unit displayed on the same dated 8-inch screen. Scored a shade below the Z (48), which lacks front sonar but adds rear cross-traffic alert and rear automatic braking to its reversing aids — coverage the GT-R has no ADAS hardware to provide.

No head-up display is offered on any 2024 GT-R — not on the $122,985 Premium, not on the T-spec, not on the $220,990 NISMO, and not as a dealer-installed accessory. It is a pointed omission in a 565-hp car explicitly engineered around track use, where projected speed and shift-point data is the one HUD use case nobody disputes, and where the driver otherwise has to drop their eyes to an analog tachometer. Scored at the floor alongside the other coupes that offer none, and slightly below the Nissan Z (12) because the omission is harder to excuse at nearly three times the price.

The GT-R counts as a four-seater and carries LATCH hardware, which puts it above the strict two-seaters in this segment — but the 2+2 rear bench measures 26.4 in of legroom and 33.5 in of headroom, and cars.com's Car Seat Check found the lower anchors sit above the seat bight where a seat cannot be cinched to them. Two long, heavy doors, a low roof and a fixed rear backrest mean loading a child seat is a contortion, and a stroller has to go in an 8.8 cu ft trunk with a high liftover and a narrow opening.

The weakest family-safety proposition of any coupe in this dataset, and it is not close. The 2024 GT-R has no driver-assistance content whatsoever on any grade — no automatic emergency braking, no forward collision warning, no blind-spot monitoring, no rear cross-traffic alert, no lane departure warning, no rear-occupant alert — while the Nissan Rogue in the same showroom ships Safety Shield 360 as standard. It has also never been crash-tested: no NHTSA star rating and no IIHS evaluation in eighteen years of production, so a family has no independent crashworthiness data at all. What is left is six airbags, stability control, a backup camera and front/rear sonar.

Four seatbelts, but no family of four is doing a multi-hour trip in this car. The rear pair is unusable for anyone past early childhood, there are no rear climate vents, no rear USB power and no rear amenities of any kind, and the 8.8 cu ft trunk cannot hold four people's luggage once the rear seats are actually occupied. The ride is brittle over broken pavement and the cabin is loud at highway speed despite standard Active Noise Cancellation. It clears the two-seaters only because a small child and a bag can physically ride behind the front seats.

Daily usability is the R35's signature claim and it holds up better than the numbers around it suggest: front-engined with an upright greenhouse, so the driver sits high enough to place the nose, entry and exit are easy for a supercar, 44.6 in of front legroom fits tall drivers, controls are physical and obvious, standard ATTESA all-wheel drive removes the wet-road drama that defines rear-drive rivals, and the GR6 dual-clutch has been civilized enough since the 2017 refresh to crawl in traffic without protest. What holds it out of the top band is real: the ride is unyielding on bad surfaces, the exhaust drones and the transaxle whines, there is no adaptive cruise control of any kind to take the edge off a jam, standard summer run-flats mean the AWD is useless below about 45°F, and the front lip is low enough that steep driveways are a daily calculation.

The most expensive car per commuting mile in the coupe field. 16 MPG city on required premium works out to roughly $4,200 a year in fuel alone at EPA's 15,000-mile assumption, and the consumables are worse than the fuel: insurance averages about $4,800 a year, scheduled maintenance and wear items run $2,000–2,500 a year at a certified GT-R dealer, and the staggered 20-inch Dunlop run-flats are a four-figure replacement on a wear-hungry all-wheel-drive chassis. Nothing about the powertrain — no stop-start, no cylinder deactivation, no electrification — softens any of it.

Better than its reputation on paper and worse than it in practice. At 185 in long the GT-R is shorter than a Camry and its roughly 37 ft curb-to-curb turning circle is genuinely tight for the width, the driving position is high enough to see the corners of the hood, and a RearView Monitor plus front AND rear sonar are standard on every grade. But it is 75 in wide, the C-pillar is thick enough that over-the-shoulder checks are guesswork, there is no surround-view camera and no parking assist at any price, and the low front lip turns concrete wheel stops and garage ramps into an approach-angle problem that owners solve with ramps or by parking nose-out.

No work capability of any kind. Nissan publishes no tow rating and no payload figure for the GT-R in the US market, there is no factory hitch and no dealer-accessory hitch, the cargo hold is an 8.8 cu ft sealed trunk with a fixed rear backrest, and roughly 4–5 in of clearance under a carbon-composite undertray rules out an unpaved jobsite before anything else does. The 467 lb-ft the engine makes is the only thing in the item's favor and it has nowhere to go.

Half of the drivetrain is genuinely tough — the hand-assembled VR38DETT has an eighteen-year record of surviving track abuse and heavy tuning, and the R35 platform is one of the most proven chassis in the segment. Everything wrapped around it is the opposite of work-duty hardware: the GR6 transaxle is the known weak link and a documented four-figure repair, the semi-aniline leather interior has no wear-friendly or washable alternative, summer run-flats on staggered 20s punish rough surfaces, the ground clearance rules out unpaved use, and there is no fleet history anywhere because nobody has ever run GT-Rs as a fleet.

Essentially nil. No onboard AC power outlet, no bed or open load area, no tie-down points, no roof rails or rack provision, no hitch, no washable surfaces and no upfit ecosystem — the GT-R's enormous aftermarket is aimed entirely at power and aero, not at work. Device power is two USB-A ports and two 12-volt sockets, which is a phone-charging provision, not a jobsite one.

The GT-R was engineered as a grand tourer as much as a sports car and the bones show it: the front buckets are repeatedly praised for balancing bolstering against all-day comfort, front legroom is class-leading, all-wheel drive plus enormous mid-range makes high-speed cruising utterly stable in any weather, and a 19.5-gallon tank at 18 MPG combined gives roughly 350 highway miles between stops. Three things cap it. The ride stays brittle over expansion joints and patched asphalt even in Comfort; the cabin is loud at a cruise, with run-flat roar, titanium-exhaust drone and transaxle whine that Active Noise Cancellation only trims; and there is no adaptive cruise control, no lane centering and no highway assist of any kind, so every mile is driven manually — the exact fatigue reduction this item asks about is simply absent.

The best of a weak field, on the strength of one thing: ATTESA E-TS Pro all-wheel drive is standard on every grade, not an option, and fitted with winter tires the R35 has a long and well-documented reputation as a genuinely all-weather supercar — Top Gear's original verdict called it a "four-wheel-drive... all-weather 195mph supercar." Everything else in this item is missing. Ground clearance of roughly 4–5 in at the front lip ends any ambition beyond a smooth gravel road, the standard Dunlop summer rubber is unusable below about 45°F as delivered, and there are no roof rails, no rack provision, no hitch, no tow rating, no 110V outlet and no fold-flat surface for camping. There is not even a spare wheel — the run-flats are the contingency.

Capacity is respectable for a supercar and flexibility is nonexistent. The 8.8 cu ft trunk takes two carry-ons or two medium golf bags — Top Gear's famous line about the R35 was that it is a 195-mph supercar "And a boot" — and the vestigial rear seats absorb soft overflow. But the rear backrest is fixed, so there is no fold-down and no pass-through for anything long; the trunk opening is narrow with a high liftover; there is no underfloor bin, because the transaxle and battery live there; and with no roof rails and no hitch there is no way to carry gear outside the body at all. Bulky items are simply refused.

The R35 chassis is the reason the GT-R exists, and 2024 is the most aerodynamically developed version of it: every grade was revised with new front and rear fascias, optimized bumper sides, reshaped grille and rear wings specifically to add downforce and cut drag. Underneath sits independent double-wishbone front / multi-link rear aluminium suspension on six-point-mounted tube-frame subframes, three-mode Bilstein DampTronic mono-tube dampers, large hollow anti-roll bars front and rear, and ATTESA E-TS all-wheel drive with yaw-rate feedback control feeding a rear-mounted transaxle for near-neutral weight distribution. Grip and body control are close to the class ceiling — instrumented skidpad results for the 20-inch Dunlop GT600 package sit around 0.99–1.03 g — and reviewers consistently say it corners with a composure that shames lighter cars. It stops short of the Corvette (92) and 911 (96) only because 3,900+ lb and an 18-year-old package show up as a big-car feel: composed and monumentally capable rather than delicate, and in Comfort damping evo finds it "a little too wallowy."

The GT-R kept a vehicle-speed-sensitive hydraulically assisted rack-and-pinion to the end of its run — an aluminium rack on four-point stiff-insulator mounts, geared at 15:1 with 2.4 turns lock to lock. That is quick, meaty and, unusually for a 2024 car, it still transmits real surface texture, which reviewers now single out as an advantage over electrically assisted rivals. It is not unanimously praised: Consumer Reports' road test found it needs hefty inputs and does not communicate much, and evo's long view of the R35 calls the earlier cars "remote but responsive." That split puts it clearly above the numb-but-accurate racks in the Nissan Z (72) and GR Supra (72–79) and just under the Corvette (84), well short of the 911 (93).

Even the volume Premium runs a Nissan/Brembo co-developed system with six-piston monoblock front calipers on full-floating 15.35 x 1.28-inch drilled and vented rotors and four-piston rears on 15.0 x 1.18-inch rotors, plus a double active power brake booster, EBD and Brake Assist; T-spec (and NISMO) swap in the NISMO carbon-ceramics at 16.14 in front / 15.35 in rear with dedicated front and rear brake cooling air guides. Pedal feel is firm and progressive and stops from highway speed are short — Edmunds' testing of the R35 has returned 70-0 mph in the high-90-foot range on a sticky surface, and reviewers describe brakes that "bite down hard" for a "quick and controlled stop." Level with the Corvette (88), just under the 911 (92); it is held out of the 90s because the Premium's steel setup is carrying nearly two tons and is the trim most likely to show fade under repeated track abuse, where the carbon-ceramic trims do not.

Above about 3,000 rpm the hand-assembled VR38DETT and the GR6 transaxle are one of the great drivetrains — linear, savage, and with launch control and R-mode shift maps that make throttle and thrust feel hard-wired together. The everyday calibration is where it loses ground. Below roughly 2,500 rpm there is genuine turbo lag from an engine architecture laid down in the mid-2000s, and the rear-mounted six-speed dual-clutch is the R35's most-criticised component at low speed: shunt and hesitation pulling away from rest and in stop-start traffic are a documented characteristic of the layout rather than a fault. Six ratios is two or three short of every rival, so there are visible holes between gears. That is squarely the 50-79 "occasional shudder, lag, or rough stop/start" band — below the Corvette (88) and Supra (87), above the smaller Z (76) only where outright response is concerned, so it lands at 74.

This is the GT-R's weakest refinement dimension and always has been. The rear transaxle, its long propshaft and the front driveshafts running back through the block produce a mechanical soundtrack — gear whine, clonks on take-up, clatter at parking speeds — that reaches the cabin directly, to the point that Nissan fits Bose Active Noise Cancellation and Active Sound Enhancement as standard to manage what gets through. The titanium exhaust gives the twin-turbo V6 a hard, industrial note rather than a musical one, muffled by the turbos in a way the Corvette's V8 and the 911's flat-six are not. There is no roughness through the controls and nothing feels broken, but "audible" understates it — it is intrusive by any modern standard, which puts it at the bottom of the mid band and below the Z (66) and Corvette (80). Some buyers count the noise as character; the item measures refinement.

Nissan's own 2024 specification table lists a 36.6 ft turning diameter, mid-pack for the coupe band. A 109.4-inch wheelbase — long for a two-door and about nine inches longer than the Nissan Z's — plus 255-section front tires on 20-inch wheels is what costs it; a quick 15:1 rack and 2.4 turns lock to lock mean it takes little wheel-twirling to use what is there. Considerably better than the mid-engined Corvette's 38.9 ft, notably worse than the 911's 35.4 ft or the Supra's 34.1 ft.

The fundamentals are better than the GT-R's supercar posture suggests: an 8-way power driver's seat in a sport bucket with 4-point-harness provision, and — unlike the Nissan Z — a steering wheel with both tilt and telescoping adjustment, so tall and short drivers can actually square up to the pedals. Forward sightlines over the low cowl are good, the primary driving controls are exemplary (three big tactile console switches for suspension, transmission and VDC, paddles fixed to the column, a lap-timer switch on the wheel), and front and rear parking sensors plus a rear-view monitor cover for the poor over-the-shoulder view through thick C-pillars and a shallow back window. What keeps it out of the top band is age and packaging: a wide sill and low hip point make ingress a deliberate act, the 8-inch NissanConnect screen and its surrounding secondary controls are visibly a generation behind, and the 2+2 rear seats are vestigial. Above the Supra (68) on adjustability, just below the Corvette (76).

This is the final North American model year of a car that has spent eighteen years as a byword for accessible, all-weather, physics-bending speed, and enthusiasts recommend it without hesitation — 565 hp, launch control, standard AWD that fires it out of corners in any conditions, a hand-built engine with a takumi plate, and a chassis with genuine Nürburgring pedigree. It is unambiguously in the 80-100 band. It does not reach the Corvette (94) or 911 (97) because the long-standing critical reservation about the R35 is exactly this dimension: its layered electronics and effortless AWD traction can feel clinical and detached where a rear-drive rival makes the driver part of the process, and the muted, turbo-flattened engine note denies it the sensory theatre its rivals trade on. Rewarding and addictive rather than playful.

Split verdict that lands just above mid-band. The GT-R is close to monospec — the $121,090 Premium arrives with essentially every piece of hardware Nissan offers (565-hp hand-built VR38DETT, ATTESA E-TS AWD, GR6 dual-clutch, Bilstein DampTronic adaptive dampers, six-piston front Brembos, 20-inch RAYS forged wheels, mechanical rear LSD, titanium exhaust, semi-aniline leather and suede, heated power front seats, dual-zone climate, navigation, Apple CarPlay, 11-speaker Bose, adaptive LED headlights with AFS, front and rear parking sensors), and the only factory options are paint, two appearance packages and floor mats. That is genuinely more inclusive than a Porsche 911 at the same money, which is why this sits above the 911's 48 rather than below it. What drags it down to 55 is the other half of the ledger: at a six-figure price the car carries no driver assistance whatsoever — no AEB, blind-spot monitor, lane keeping or adaptive cruise at any price — plus an 8-inch screen, analog gauges, no Android Auto, no wireless charging and no head-up display. Below the R8 (65) and AMG GT (75), whose cabins deliver both content and current-decade tech.

The performance-per-dollar case is still real and the content-per-dollar case has collapsed, which averages out to fair-but-no-longer-a-bargain. On pace, $122,985 delivered buys 565 hp, roughly 2.9 seconds to 60 and all-weather AWD traction — money that gets you a base Carrera at Porsche and nothing like the acceleration, and a fraction of what a 911 Turbo costs for comparable thrust. But the GT-R's entire historical identity was undercutting supercars, and by 2024 the US price had more than doubled from the R35's ~$70k launch while a $70k Corvette Stingray matches its 0-60 and a $115k Z06 beats it outright with a newer platform, a modern cabin and a full safety suite. Add the worst running costs in the segment (this scorecard's cat5 scores 25.8, with realistic five-year maintenance near $11,000 and dealer-certified service mandatory) and the value proposition is carried almost entirely by the stopwatch. Scored below the R8 (72) and 911 (71), whose price premiums at least buy commensurate cabins.

Four grades spanning $121,090 to $221,090 is genuine spread on paper — Premium, Skyline Edition, T-spec and NISMO — but two of them are limited-run collector cars (the Skyline Edition was capped at 100 US units, and Nissan indicated fewer than 200 units combined for the Skyline and T-spec editions), so the ladder a real buyer can actually walk has two rungs and a $100k gap between them. Underneath, configuration choice is nil: one engine, one six-speed dual-clutch, one drivetrain, no manual, no roadster, no cheaper entry point, and an options sheet that amounts to paint and two appearance packages. Reasonable choice with obvious gaps — beside the R8 (58), well under the Camaro (84) and 911 (95), whose lineups genuinely span budgets and body styles.

265 US registrations in 2024, down from 390 in 2023, in a year Nissan had already announced as the model's last in North America. That is a terminal trajectory on a volume base that was tiny to begin with — The Drive summarised a 2024 quarter as Nissan selling roughly one GT-R per day nationwide. Low volume is partly by design for a hand-built halo car, which is why this is scored beside the Audi R8 (22), the closest analogue in the set as another final-year, low-volume exotic, rather than at rock bottom. But the item measures sales strength and trajectory, and both readings here are as weak as the segment gets: the Camaro's 28 covers tens of thousands of units in decline, and the AMG GT's 55 covers a car with a future.

The GT-R badge is one of the strongest pieces of nameplate equity in the industry and it operates almost independently of its parent. "Godzilla" carries three decades of JDM mythology, Gran Turismo and Fast & Furious cultural reach, and a following that treats the R35 as a modern classic rather than a used car — which shows up exactly where this item says it should, in resale: final-year cars changed hands at and above sticker, and Skyline Edition examples went to collector auction. The discount from the German exotics is the parent brand, not the model: Nissan's showroom image in 2024 is mid-market and the dealer network is a mass-market one, which caps the ownership halo below Porsche (96), Audi/AMG (90). Comfortably clear of the Nissan Z (62) and Camaro (70) — the GT-R is the one Nissan that trades on desire.

Scored on buyer benefit, this is close to the worst case the item describes: sells at or over MSRP with no deals to be had. There were no factory rebates or subvented financing on the 2024 GT-R line, allocations were thin, and the final-model-year framing handed dealers pricing power they used — documented addendums ran $30,000–$50,000 on farewell cars and one NISMO was listed at $303,350 against a $220,990 sticker, an $82,360 markup. Paying sticker was the good outcome. A few points above the floor only because the ordinary Premium was obtainable at MSRP by patient buyers and unsold T-spec inventory eventually softened. Below the 911 (35) and R8 (40), both of which at least left room to negotiate in their final years.

The oldest car in the segment by a wide margin. 2024 is the sixteenth model year of an R35 that went on sale for 2009 on a platform finalised in 2006–07, with its last substantive facelift in 2017 and a powertrain unchanged in output since. The MY2024 update is real but skin-deep — an R34-homage grille, revised front and rear fascias, reshaped rear wing and reworked bumper sides, all aimed at downforce and drag, with no extra power and no new architecture, so the cabin, the 8-inch screen and the analog cluster are all where they were seven years earlier. Redesign risk resolves in the worst way for a buyer: there is no replacement, only discontinuation, with US sales ending after this model year. Level with the R8 (10) and Camaro (10), the set's other final-year cars.

Well-reviewed and deeply respected, but no longer the pick of its class — the textbook upper half of the middle band. The career record is enormous (2009 Motor Trend Car of the Year, World Performance Car, Guinness records for the fastest-accelerating four-seater, and repeated best-sports-car placements through 2023), the farewell coverage in 2024 was affectionate, and Car and Driver still listed it among the best luxury sports cars of 2024 while U.S. News scored it 8.4/10. But contemporary verdicts are consistently qualified in the same three places — a cabin reviewers call dated, the total absence of driver assists, and a price that has outrun the value argument the car was built on — and it is no longer winning comparison tests against the 911 or the C8. Scored under the R8 (84), whose final-year press stayed warmer, and far under the 911 (96), and above the Nissan Z (66) and Camaro (70) on the strength of the legacy and the enduring performance verdicts.