Nissan’s variable-compression engines have been flagged in a new lawsuit.
In June 2025, Nissan issued a recall for approximately 480,000 vehicles equipped with defective VC-Turbo engines. Now, a class-action lawsuit filed against Nissan alleges that its innovative VC-Turbo engines, used in popular models like the Rogue and Altima, contain serious manufacturing defects that can cause them to fail without warning.
The suit claims Nissan knew of the defect since 2019, concealed it from consumers, and provided inadequate solutions through a recent recall for bearing failures in certain Rogue, Altima, and Infiniti models. They also allege that Nissan has been denying warranty claims and leaving owners to pay thousands of dollars for out-of-pocket repairs.
The following models equipped with either the 1.5L or 2.0L VC-Turbo engine are called out in the lawsuit:
Nissan Rogue: 2021–2023 models
Nissan Altima: 2019–2023 models
Infiniti QX50: 2019–2023 models
Infiniti QX55: 2022 models
What’s Wrong With Nissan’s Variable-Compression Engines?
The Nissan VC-Turbo engine’s primary benefit is its variable compression ratio, which allows it to continuously adjust between high compression for fuel efficiency and low compression for high performance, offering a “best of both worlds” approach in one powerplant. This results in impressive fuel economy without sacrificing significant power, as well as strong, responsive acceleration when needed, which creates a smooth and seamless driving experience.
The engine’s ability to adapt to driver inputs and operating conditions leads to significant efficiency improvements compared to traditional fixed-compression engines. However, this technology is allegedly failing due to defects in the engine’s main bearings, L-links, and other components. Reported symptoms of the defect include engine knocking, rattling or whirring noises, rough idling and vibrations, sudden stalling and loss of power, and complete engine failure.
This new lawsuit is unrelated to a prior class-action settlement regarding defective Continuously Variable Transmissions (CVT) in some 2015–2018 Nissan Murano and 2016–2018 Maxima vehicles. Final approval for that settlement occurred on July 18, 2025, with payments expected to be mailed to claimants between September and December 2025.
What Does Nissan’s Future Look Like?
The class-action lawsuit is ongoing, with plaintiffs seeking damages for repairs and other losses incurred. While the recall offers a potential solution, the lawsuit continues to pursue compensation and further action, alleging that Nissan’s prior knowledge of the defect warrants additional legal recourse.
While Nissan wades through the complications of its variable-compression engines, it plans to introduce a wide range of electrified vehicles, including next-generation EVs and hybrid vehicles using their e-POWER technology.
The company’s future is focused on an aggressive launch of new and refreshed models, including electrified vehicles and hybrid options, to meet diverse customer needs and drive growth. This plan, part of their long-term strategy “The Arc” and “Ambition 2030,” includes a diverse lineup with new EVs, e-POWER hybrid models, and traditional internal combustion engine (ICE) vehicles.
Your recent article about the Pontiac Ram Air V engine brought back my experience as a 20-year-old in 1970. As a teenager in the 1960s, there two things I was crazy about—girls and GTOs. In late summer of 1970, I bought a ’67 GTO: 400, four-speed and Safe-T-Track. It was fast but not fast enough. 440 Plymouths, Chevelle SSs and others were just as fast or faster. The magazines were writing about the Ram Air IV engine and its performance. I had to have a Ram Air IV engine for my GTO. I called my local wrecking yard about finding one—he had had one but sold it weeks earlier.
I continued my search. At that time Royal Automotive near Detroit was doing Pontiac performance work. I called and spoke to Milt Schornack, we discussed my needs, and he said no more new engine assemblies were available, but he did have a Ram Air IV engine they had removed from a new GTO and replaced with a Ram Air V. The engine had but a few miles and satisfied my needs for power. My friends and I planned the trip to get it.
In mid-November 1970 we got in my GTO and drove the several hours to Royal Oak, Michigan. We got a cheap motel room for the night and in the morning went over to Milt’s shop. Upon entering, we met Milt and began looking around his performance palace. The first thing I noticed was three new 455 HO engine sitting on the floor in shipping crates.
These were the highest performance engines offered for 1971. Round port heads, aluminum intakes but 8.5:1 compression. Other wonders awaited.
The Ram Air IV that I wanted was there, slightly used but looked ready for me: large, round exhaust ports, aluminum intake, four-bolt-main caps, just what I needed to satisfy my lust for power. Milt said he would sell it for $700. I had to have it.
We also saw Milt’s ’70 Judge NHRA race car. It was a Ram IV, automatic with a 4.33:1 rear axle and would run 11.80s. They were selling the car that week and going to build a new car for 1971. The new owner had a wreck towing the car across Ohio and it was supposedly destroyed.
There was also a complete Ram Air V engine in the back of the shop. It had been used some. When Milt saw us looking at it, he told me that it too was available, but the $2,000 price was too much for me.
At the end of the day, we loaded the Ram Air IV engine on a U-Haul trailer we had rented and headed back home. We got that motor installed in my GTO and had some fun with it, but my memories of Milt Schornack and Royal Automotive always remained. Of course, they were the back door of Pontiac Engineering—the parts they obtained, the information they had and their association with executives and Jim Wangers.
A few years ago, I saw one of my friends that had gone with me, and we talked about the trip. A nice memory. Where did our youth go?
Jonathan Vaughn-via email
Backyard Brawler
On Jim Richardson’s column in the May issue: I think we aren’t the only ones who built our first rides out of wood. Mine was very similar to Jim’s up to a point. I used a 12-inch by 2-inch bridge board for the basic platform, supplied by my grandfather who worked for the township doing bridge maintenance and repair. I was 8 years old, and my 18-year-old brother helped with the task. Instead of baby buggy wheels, we used the wheels from my little red wagon. The main difference between Jim’s coaster and my build was that my brother figured out how to add a motor to mine. During the time after World War II, many households swapped out the Briggs and Stratton gas engines on their washing machines for electric motors. I was able to buy a single-cylinder, kick-starter B&S engine from the local washing machine dealer for the lofty sum of $1. In the basement of his store, he had maybe 50 gas engines and he gladly sold me one. My brother had V-belt pullies welded to the rear axle and attached to the engine. It was a “direct drive” setup, and my brakes consisted of killing the engine and dragging my feet. After two years of fun in the backyard, I took the engine off the go-kart and installed it on a motor scooter frame similar to a Doodle Bug. I had to spend $5 for the motorless scooter.
John Robertson-via email
10 and 12 Talk
I got my May issue and while I’m happy that the Carrera GT became one of your favorites besides the V10 trucks, I felt that 10 wasn’t enough, considering some of the cars those engines have graced.
One of them is Lexus LFA, whose V10 sound is unlike anything else I’ve heard before. Yamaha codeveloped the 1LR-GUE 4.8-liter V10 engine with Toyota. I legit hated the car’s looks at first, but playing Forza Motorsports 4 on the Xbox 360 actually made me change my mind on the Lexus as a whole.
A lesser known V10 car from Japan was the Jiotto Caspita, which was built by race car constructor Dome and conceived of by Yoshikata Tsukamoto, the president of lingerie and underwear manufacturers Minoru Hayashi and Wacoal. The crazy thing was that the first iteration had, of all things, a Subaru flat 12-cylinder engine that was going to do F1 duty and was built by Motori Moderni—but it never got past the concept stage. The car’s second iteration had a Judd GV V10 that was made famous by the videogame Automodelista by Capcom.
The Audi 5.2 deserves a spot as well for being a technological marvel considering their expertise on inline-five engines and the first gen R8 5.2 was very much deserving of that engine, same with the Lamborghini Huracán and Gallardo (albeit the V10 was made by Lamborghini, yes).
America-wise, I feel that we got robbed of greatness if you consider what Ford was building with their concept cars like the Shelby GR1 in the case of the V10, same example with the Ford GT90 and Indigo regarding V12s. Then we have the Chrysler Phaeton and ME4-12 (granted, that had an AMG V12 but still). If Mercedes-Benz wasn’t so anxious about the SLR, we would’ve had a glorious world-beating supercar in our hands. Same with the Cadillac Cien with the Northstar V12 and the Sixteen. We really need to make V10s and V12s again.
All in all, I’m pleased by the list and for featuring the severely underrated Magnum V10 and the Triton V10, which I wish Ford would’ve done a high-performance variant of. A DOHC version would’ve been insane.
Luis Pagan-Barceloneta, Puerto Rico
I enjoyed the “Greater Than Eight” article in the May issue of Hemmings Motor News, especially the coverage of the 1931-’37 Cadillac V12. It brought to mind my first encounter with a 16-cylinder Cadillac, which you also mentioned. I was attending the Hershey Fall meet in the early 1980s with a close friend and we saw a crowd gathered around a vehicle that had the hood open. Naturally, we were curious about what was drawing this crowd. When we got close enough, we saw it was a 16-cylinder Cadillac idling so smoothly that it seemed to me to be like a beautiful wristwatch, ticking silently away keeping time! It was a work of art to say the least! Someone asked the proud owner who was standing there enjoying the adulation and compliments from the group, how much do you value the car at? His response was amusing as he responded that he had turned down offers of a quarter-million dollars! He also said, “To put things in perspective there is another one here at Hershey that is on a trailer and needs a total restoration and they are asking $60,000 for it.” Later we saw that particular car, and, yes, it did need restoration! It appeared to be a complete car—the problem was that many of the pieces were inside the vehicle instead of being attached to the exterior where they belonged! And the asking price was indeed $60,000! Thank you again for the article and for your wonderful magazine! Keep up the great work!
Robert Sands-via email
I thought the unloved Jaguar XJS might get some love in the “Greater Than Eight” story. Maybe next time. Heavy, weird styling (until the convertible), disastrous fuel consumption, Marelli ignition consisting of two six-cylinder distributors crammed into one unit, a crematorium of heat under the bonnet and all the normal “Jagisms” that come with it are enough to make you think twice. But a V12 emblem on the boot lid and the sweet sound at 6,000 revs nullifies a lot of shortcomings. So, it seems to me.
Hans Bertelsen-Deer Park, Washington
Restomod Thoughts
I read with interest the letters in the May edition highlighting displeasure with some of the articles on restomods and newer vehicles. I currently have two antiques, a 1967 Lincoln which earned an AACA Preservation Award and a ’99 Corvette convertible with some modifications which has received a best in show award recently. I was also an automotive editor at Chilton Book Company in the early 1970s, so I have been in love with cars for a very long time.
I must share a story with these readers. Having lived in many states over my lifetime, once I got to Florida I decided to join the Antique Automobile Club of America. As years went on, our numbers dwindled as folks got older, sold their cars or just couldn’t keep them. Very few people even came to the meetings.
An interesting thing happened. We got new officers and directors who opened the membership up to street rods, restomods and even rat rods. Our 35 or so members then are almost 200 now. My Lincoln club has included another club that specializes in modified Lincolns and added another one-third to its membership. The key takeaway is, adapt or die.
I enjoy the restomods you include and, talking to owners myself, they like them since they look old, but you can drive them on longer trips because of their newer drivetrains, reliability, and safety.
I respect the purists out there because I am one with my Lincoln, but also value those who like something a little different.
Phil Canal-Vero Beach, Florida
Voltage View
I enjoyed Jeff Smith’s voltage drop test article. He brought out some basic, but important information. Frequently, what seems to be a major problem turns out to be a bad ground. However, he left out one important fact for old, 6-volt, car guys: the importance of proper wires. You can’t use most of the off-the-shelf battery cables on a 6-volt system. Those wires are for a 12-volt system. Your 6-volt wires need to be at least 1/0 gauge. I have seen many people with chronic 6-volt starting problems and the culprit turns out to be 12-volt battery cables on a 6-volt system.
Mike Harrel-Denison, Texas
Sleepers Sell and Paul Newman’s Legend
Years ago, my nephew and his friends were interested in high-performance cars and were curious about the classic muscle car era I grew up in (1965-’72).
They greatly admired my ’87 Corvette that I had as my fun car at that time. They asked: “What’s a sleeper?”
I explained that it was a plain vanilla-type car, dull in appearance, with a super powerful V8, that could blow away muscle cars in a stoplight race.
My favorite were factory sleepers. What’s that you ask?
A new car, base model, with a killer V8 direct from the factory. Like the 1972 Olds Cutlass my friend’s aunt bought off the lot, which someone had ordered with a 350-horsepower, four-barrel 455.
Evidently, the original customer who ordered the car had to walk away from the deal, and Aunty Jane bought the car because she liked the color scheme!
But the greatest sleeper from my era and locale was an urban legend that I believed to be true.
Paul Newman, the actor and well-known gearhead, lived in Westport, Connecticut, about 10 miles from my old neighborhood. The story goes that he had a Volkswagen Beetle with the engine and rear seat removed; a Porsche racing engine and a five-speed were in their place.
He would cruise the streets of Southern Connecticut late at night during the summer when all the muscle cars were out stoplight drag racing.
He’d pull up to a light in his little VW Bug and then blow their doors off!
Lexus surprised Monterey Car Week by debuting a new Sport Concept, a next-generation sports car that “signals the way forward for Lexus design”. This progressively styled two-door coupe blends classic sports car proportions with exotic grand tourer presence. While shrouded in a bit of mystery, its aggressive styling and dynamic form promise a future of high-performance thrills.
The Sport Concept could likely be a peek at the long-awaited successor to the Lexus LFA, which established Lexus as a true supercar contender. It promises to be a ferocious, technological tour de force, and provides a clear indication of the direction for future Lexus sports car design.
Rumored to be named the Lexus LFR, this new halo car is said to combine a high-powered, twin-turbo V8 with a hybrid system for performance that will far surpass its predecessor. Lexus has been teasing enthusiasts with prototypes and concept cars, and every new piece of information fuels the fire of anticipation for this future legend. So far, we know the car will be rear-wheel-drive with a front-mounted engine, and a rear transaxle gearbox will keep the weight balanced for that maximum cornering grin factor.
The Lexus Sport Concept’s looks are pure, breathtaking supercar exhilaration, blending race-inspired ferocity with the refined, futuristic elegance that is distinctly Lexus. Drawing inspiration from both the Toyota GR GT3 Concept and the legacy of the legendary LFA, the LFR’s aggressive yet fluid design signals a new era for Lexus performance.
The Future of Lexus Is Electric
Lexus needs a new sports car to replace its long-departed “halo” cars, like the LFA, to fill a void in its lineup and prove its brand can compete in the high-performance luxury space, rather than just focus on luxury. The upcoming sports car, potentially the LFR, will serve as a halo model and a showcase for advanced technologies, such as solid-state batteries and hybrid powertrains, to revitalize the brand’s performance image in anticipation of its future fully electric goals.
The future of Lexus centers on a complete transition to electrification, with a vision to become an EV-only brand by 2035, though the timeline may be flexible. This “Lexus Electrified” strategy involves a new modular EV platform, advanced software, and a brand-new design language called “Clean Tech x Elegance”. Key future vehicles include an LFA-inspired electric supercar, a three-row electric SUV, and a new generation of sedans and core models to be revealed and updated in the coming years, starting with the 2026 ES.
The first Mini, a revolutionary small car designed the British Motor Corporation (BMC), was unveiled to the press on August 18, 1959, at the Chobham test track in Surrey, England. The public launch followed a week later, on August 26, 1959. No one could have guessed at the time what an impact the innovative concept of brilliant British engineer Alec Issigonis would have on the automotive world.
After a slow start, early adopters of the Mini who quickly came to appreciate its practicality and exceptional handling shouted the car’s praises. At first, its tiny size and budget-friendly price tag of under £500 led some to believe it couldn’t be a “real” car. But by the mid-1960s, the car’s charm and versatility made it a fashion icon of the “swinging sixties” and a favorite among celebrities. The Mini’s influence would go on to shape a generation of car design.
Celebrating 66 Years
Sixty-six years after the launch of the now legendary Classic Mini, the MINI brand looks back on decades of racing success, visionary innovation, groundbreaking design – and unmistakable driving pleasure.
With the relaunch of the MINI family over the past two years, the brand has once again aligned its pioneering design and historical heritage with the future: with a new, charismatic generation of the MINI Cooper and MINI Countryman, the world premiere of the MINI Aceman, the first crossover model for the premium segment, and the launch of the new MINI Convertible, MINI combines tradition and innovation in the present.
The New John Cooper Works models illustrate MINI’s racing expertise and with a spectacular second place in its class at the 24-hour race at the Nürburgring, MINI recently demonstrated how much motorsport is in the brand’s DNA.
On its 66th birthday, MINI can look back on a growing range of electrified variants within the MINI family. MINI has shown, that go-kart feeling is also possible with fully electric vehicles.
a look back at the milestones of MINI:
August 26, 1959: The British Motor Corporation unveils the first Mini in history. The design is the brainchild of British engineer Alec Issigonis.
1961: The first Mini Cooper is unveiled – at a price of £680.
1962: Shortly after the Mini went into production, the British Motor Corporation was manufacturing 200,000 vehicles per year.
1963-64: The first Mini Cooper S is unveiled.
1964: Racing driver Paddy Hopkirk wins the Monte Carlo Rally in spectacular fashion in a Mini Cooper S.
1965: Mini celebrates one million vehicles produced, the first automatic transmission in the Mini becomes available, and we see the second consecutive victory at the Monte Carlo Rally for Mini with racing driver Timo Makinen at the wheel.
1967: Mini wins the Monte Carlo Rally for the third time.
1972: Mini celebrates three million vehicles produced.
1981: Drop in production figures to 70,000 vehicles per year.
1990: Under the leadership of the Rover brand, Mini presents a new generation of the Mini Cooper. Initially as a limited edition – later as a series model.
1992: For the first time, the Mini is also available as a convertible.
1994: The BMW Group acquires Rover – and with it, Mini. The acquisition lays the foundation for the MINI brand in its current form.
2001: World premiere of the BMW Group’s first MINI. The new generation of the MINI Cooper S is presented at the Tokyo Motor Show in Japan. Plus, MINI production at the Oxford plant (UK) begins.
2002: MINI reaches the milestone of 100,000 vehicles produced at its Oxford plant.
2004: The MINI Cooper S Convertible is unveiled.
2007: The MINI One and MINI Cooper D are unveiled. The first MINI Clubman also celebrates its world premiere.
2010: The first MINI Countryman is unveiled.
2014: MINI presents the Cooper as a 5-door model for the first time.
2015: MINI presents a new brand logo.
2016: MINI reaches the milestone of 3,000,000 vehicles produced at its Oxford plant.
2020: Production of fully electric series vehicles begins at the Oxford plant with the MINI Cooper SE.
2021: New edition of the MINI 3-door, 5-door and MINI Convertible.
2023: The dawn of a new era with the new MINI: introducing a new generation of the MINI Cooper and MINI Countryman – both available as fully electric models.
2024: With the MINI Aceman, the brand introduces a completely new model – the first crossover model in the premium segment of the small car class. The new MINI Cooper 5-door and the new MINI Convertible are also presented to the public. In June 2024, MINI John Cooper Works and Bulldog Racing celebrate class victory at the 24-hour race at the Nürburgring.
2025: MINI John Cooper Works and Bulldog Racing celebrate second place in the 24-hour race at the Nürburgring.
Mini By The Generation
From 1960 onward, there have been four distinct generations of the modern Mini, plus seven “Marks,” or versions, of the original Mini.
Original “Classic” Mini (1959–2000)
For the original Mini produced by the British Motor Corporation and its successors, generations were often described as “Marks” or “Mk” rather than new generations. The car’s basic design remained largely the same, with continuous minor updates over 41 years.
Starting in 1960, the production included the following seven versions:
Mark I (1959–1967): This first version, introduced in 1959, featured external door hinges and sliding windows.
Mark II (1967–1970): Redesigned grilles, a larger rear window, and larger tail lights were included.
Mark VI (1991/92–1996): Fuel-injected engines and other modern upgrades were added.
Mark VII (1996–2000): The final version of the classic Mini featured a twin-point fuel-injected engine and a driver’s side airbag.
Modern “BMW” MINI (2001–present)
After BMW acquired the brand, a completely new MINI was launched in 2001. These newer cars are identified by generations with “R” and “F” chassis codes.
The 1970s were a time of sweeping changes for the automotive market in North America. Muscle cars were out, replaced by personal luxury coupes that had traded horsepower for plush trappings. Vans, a relative newcomer to the scene, were no longer just the vehicle your telephone repairman showed up in. Instead, these utility vehicles would be built up into rolling bordellos with mag wheels, side pipes and enough airbrushing to qualify as an art project. But between you and me, reader, what the 1970s should be remembered for is the mini-truck. The 1970s saw them flourish in the United States. An influx of Japanese trucks, with efficient four-cylinder engines, manual transmissions, and small footprints arrived. Vehicles like this 1976 Datsun 620, Toyota’s Hilux, Chevrolet’s LUV (a rebadged Isuzu Faster) and Ford’s Courier (the Mazda Proceed/B-series) all found homes and reasonable success early on.
Datsun had been an early arrival in the North American market. The 521, a face-lifted version of the 520 that entered production in early 1965, was the first compact half-ton pickup truck to be sold in the United States when it debuted in 1968. The 620 entered the market running in 1972: they were a 50-state smog law compliant vehicle without the need for a catalytic converter and featured two different wheelbases: a 100.2-inch single-cab short bed, and a 109.6-inch long-wheelbase example that featured a seven-foot-long bed. Timing is everything, and Datsun had excellent timing for these trucks.
This is how your author came to know “bullet-side” Datsuns in the 1990s: a set of sporting mags (like these Shelby-sourced slot mags) on an otherwise fairly stock, used as both a second vehicle and as a small pickup truck. Hauling a mini-bike, three-wheeler, or a small trailer that packed around a lawnmower, these little trucks were popular because they were as reliable as an anvil, economical to run, worked like a proper truck, and looked great. I can’t speak about the four-cylinders that the 620 were sold with (the truck from my history was swapped with the L24 six-cylinder from an early Datsun 240Z) but they were still common in the Pacific Northwest back then.
Fifty years on, a bullet-side Datsun almost looks like a toy compared to the modern pickup truck fleet you see on the roads. Remember, this Datsun is a half-ton truck… doesn’t look like it, does it? The Datsun doesn’t have a V8 or a diesel that has the torque of a locomotive. It has a longer bed that most full-size trucks sold today. It is a true case of “less is more” and unlike a lot of 1970s trends, it didn’t age poorly. You might need to leave a sandbag or two in the bed to avoid the rough ride that the rear suspension offered, however. Remember, these were trucks first, not cars!
The Hemmings family was deeply saddened to learn veteran staff mechanic and “Howe-To” author Jim Howe died on August 5; he was 77. A lifelong local resident, Jim developed his keen mechanical ability from a young age. He began working for Hemmings Motor News in the mid-1980s, when publisher Terry Ehrich enlisted him to maintain the company’s growing fleet of collectible vintage vehicles. Jim assisted former operations manager Janet Thompson in building up the company’s Sibley Shop museum in the Bennington headquarters, and his Howe-To advice column was a much-loved staple of HMN from the 2003 inception of Hemmings Magazine through his retirement in 2018.
The Howe family at their Terry’s Orchard property in Bennington.
While Jim was quiet by nature, he was quick to share a smile and laugh. Outside of Hemmings, he ran his own shop dubbed Last Chance Repair and Restoration, where he specialized in air-cooled Volkswagens and vintage Fords, but could fix virtually anything. Along with his wife, Gail, and their son and daughter-in-law, Adam and Ashley, Jim managed However Wild Farm in Shaftsbury, which is regionally renowned for producing crystalized raw honey, live bees, and beeswax. The Howe family also grows apples, having opened Terry’s Orchard – that name a tribute to the formerly Ehrich/Hemmings-owned property on Harwood Hill in Bennington – in 2019. Jim was an adventurous traveler who flew his own airplane to the Yukon and Alaska, and in recent years, he loved spending time with grandsons Asher and Addison as they worked together to build the family’s “Phake Phaeton,” a converted early Ford Model A Tudor.
Jim’s grandsons in the family’s hand-painted “Phake Phaeton,” a damaged Model A he rescued, revived, and modified into a fun runabout.
Nancy Bianco, retired HMN managing editor, recalls Jim: “I always think of him as almost from another time, like Thoreau… a true Vermonter. Someone who lived simply and close to nature; didn’t seem to care about making a lot of money or getting involved with too much 21st century technology. But he was really smart, a great mechanic, even knew how to fly a plane. And he was an excellent beekeeper and honey farmer. His faith was a big part of his life.” Janet Thompson concurs: “Jim approached issues very methodically, always carefully thinking though the situation first. When he was given a challenge, he was precise but used ingenuity and was able to give life to a dusty old vehicle that hadn’t run in decades. His love for the craft was infectious; I learned a tremendous amount when he worked for me at Hemmings. He was the quintessential backyard car guy and a wonderful person who shared his passion. Jim lives on in every vehicle he touched.”
We already knew Godzilla was endangered when Nissan announced the discontinuation of the R35 GT-R in the United States market late last year. Production ended in the U.S. in October 2024, and order books for the car closed in Japan in March 2025 after it had already been discontinued in other markets like Europe and Australia due to regulatory and demand changes. It was only a matter of time before we’d here the news of the last R35 GT-R rolling off the assembly line, and that time is now.
The final Nissan R35 GT-R was a Premium T-Spec model finished in Midnight Purple, a nod to the GT-R’s iconic colors. The T-Spec, a high-performance special edition of the standard GT-R, is distinguished by exclusive upgrades like carbon-ceramic brakes, forged gold-finish wheels, special exterior paint options (Millennium Jade or Midnight Purple), wider fenders, and a unique interior featuring Mori Green accents.
The final R35 GT-R rolled off the production line in Japan on August 26, 2025, marking the end of the model’s 18-year production run. This special edition car, destined for a customer in Japan, honors the legendary “Godzilla” that defined performance for nearly two decades and became a standalone legend without the Skyline name.
Why We Love The Nissan R35 GT-R
Unlike more common supercars, the GT-R’s unique and polarizing styling allows it to stand out in a crowd, creating a sense of rarity and exclusivity. It has a distinct, aggressive, and sleek design with a wide body, signature round taillights, and a road presence that rivals supercars.
Each VR38DETT engine to power the R35 GT-R was hand-built by a team of nine elite craftsmen known as Takumi.
The Nissan GT-R R35 model gets power from a 3.8-liter twin-turbocharged V6 engine (VR38DETT) with a 9.0:1 compression ratio, dual overhead camshafts (DOHC) with intake-only variable valve timing, and an aluminum block with plasma-sprayed cylinder bores. Starting at 480 horsepower for the 2007 model year, the newer models offer between 565 to over 600 horsepower in stock and NISMO forms, respectively, and can be heavily modified to produce over 1,000 horsepower, with some builds reaching well over 2,000 horsepower. The GT-R offers blistering acceleration off the factory lines and can reach 60 miles-per-hour in under three seconds, allowing it to compete with cars costing twice as much.
The car is also known for its sophisticated all-wheel-drive system, robust engineering, and advanced electronics that provide exceptional grip and handling, making it a formidable car in various conditions. Its transmission is recognized for going into a “limp mode” to prevent damage, ensuring reliability when operated correctly.
Despite its supercar capabilities, the GT-R is also a practical car for daily use, with a spacious trunk and a comfortable, well-designed interior. It’s a popular choice for those who have a need for speed or love modifying their sports cars, as it has a large and popular aftermarket for every aspect of the car, making it a highly customizable and tuner-friendly vehicle. Its relatively lower entry price compared to other supercars, combined with its high performance, made it an attractive performance bargain.
Over the course of its lifespan around 48,000 GT-Rs were built, 37% of which were sold in Japan. Despite the low production numbers and limited sales in the U.S., we frequently find exceptional examples listed for sale on Hemmings Marketplace.
Will Nissan Make Another GT-R?
The final R35 GT-R has rolled off the production line, but Nissan is committed to evolving the nameplate, with the next-generation R36 likely to arrive in the next three to five years, potentially around 2028. Whether or not the next GT-R generation will hold up to the original Godzilla is yet to be determined. Nissan did confirm the new model will be powered by a hybrid drivetrain, and will build on the legacy of the R35, striving to raise the performance benchmark for the GT-R nameplate.
The Pebble Beach Concours d’Elegance categorizes vehicles in a sometimes dizzying array of classes. Along with special classes for marque anniversaries or those honoring noted personalities (witness this year’s Chrysler Centennial and cars of Virgil Exner) , there are regular categories that return each year. Though there is certainly the potential for overlap in these classes, the Pebble Beach selection committee takes such categorization pretty seriously.
When it comes to those cars that were constructed before World War II, the list of classes is rather encompassing. And Pebble Beach makes some specific distinctions between the “antique,” “vintage” and “classic” categories. The following classes are included in the gallery below, where we share a selection of the images we took from the 18th fairway at the Pebble Beach Golf Links on concours Sunday.
Prewar Preservation
Antique
Vintage 1916-1928
American Classic Open
American Classic Closed
Packard Open
Invicta Centennial
Duesenberg
Rolls-Royce Prewar
Rolls-Royce Phantom Centennial
Mercedes-Benz Prewar
European Classic Early
European Classic Late
1916 Pierce-Arrow 38-C-4 Five-Passenger Touring
1930 Invicta 4 1/2 Litre S Type Sports Tourer
1931 Ruxton Sedan
1915 Packard 3-38 Six Five-Passenger Phaeton
1930 Duesenberg Model J Murphy Convertible Berline
1928 Mercedes-Benz 680S Saoutchik Four-Passenger Torpedo Sport
1916 Stutz 4C Bearcat
1928 Rolls-Royce Phantom I
1925 Amilcar CGS Grand Sport
1928 Isotta Fraschini Tipo 8A SS
1940 Packard 1807 Custom Super Eight Convertible Sedan
1932 Invicta 4 1/2 Litre S Type Tourer
1920 Pierce-Arrow 51 Six-Passenger Touring
1908 Welch Model 4L Seven-Passenger Touring
1901 De Dion-Bouton Motorette New York1927 Bentley 4 1/2 Litre Sports Four-Seater1931 Pierce-Arrow 42 Convertible Coupe1924 Hispano-Suiza H6C Saloon Limousine1916 Stutz 4C Bearcat1934 Invicta 4 1/2 Litre S Type Tourer1937 Cord 812 Beverly Sedan1929 Invicta Type A Tourer1931 Invicta 4 1/2 Litre S Type Tourer1929 Duesenberg Model J St. Cloud Sport Sedan1931 Invicta 4 1/2 Litre S Type Long Tail1939 BMW 327/28 Sports Cabriolet1917 Packard 2-25 Twin Six Runabout1923 Rolls-Royce 20 HP Tourer1923 Rolls-Royce 20 HP Tourer1935 Aston Martin Mark II Sports Saloon1931 Invicta 4 1/2 Litre S Type Coupe1934 Packard 1107 Twelve Coupe1935 Mercedes-Benz 500K Roadster1929 Lincoln Model L1907 Rolls-Royce Silver Ghost Seven-Passenger Tourer1930 Invicta 4 1/2 Litre S Type Sports Tourer1934 Pierce-Arrow 840A Convertible Coupe1932 Invicta 4 1/2 Litre S Type Tourer1938 Packard 1607 Twelve Convertible Coupe1933 Pierce-Arrow 1236 Convertible Coupe1930 Bentley Speed Six1930 Packard 745-C Deluxe Eight1939 Mercedes-Benz 540K Special Roadster1931 Invicta 4 1/2 Litre S Type Tourer1930 Duesenberg Model J Murphy Convertible Berline1911 Rolls-Royce Silver Ghost Tourer1901 De Dion-Bouton Motorette New York1912 Packard 30 Four Brougham1918 Pierce-Arrow 48 Coupe1931 Invicta 4 1/2 Litre S Type Tourer1933 Rolls-Royce Phantom II1928 Mercedes-Benz 680S Saoutchik Four-Passenger Torpedo Sport1935 Aston Martin Mark II Sports Saloon
The Audrain Collection of Newport, Rhode Island, known for its collection of over 400 cars and 110 motorcycles, secured three class wins at the 74th Pebble Beach Concours d’Elegance.
A beautifully restored 1929 Rolls-Royce Phantom I earned first place, a 1988 McLaren MP4/4 took second, and a 1955 Porsche 356 Speedster finished third in its respective categories. These victories highlight the Audrain Automobile Museum’s commitment to automotive preservation and showcase its diverse collection on a global stage.
1929 Rolls-Royce Phantom I Brewster Ascot Phaeton
Photo: Antonio Melegari
Audrain’s beautifully restored 1929 Rolls-Royce Phantom I Brewster Ascot Phaeton captured a First in Class in the Rolls-Royce Phantom Centennial class. This car is one of only 21 produced with the Brewster Phaeton body style. Its unique features include roll-up windows, a modification by Murphy Coachworks of Pasadena, CA, and the only Ascot known to have this feature. It also features polished aluminum beltlines, 21-inch wire wheels, and a dual cowl configuration, reflecting Brewster coachwork style. The car was originally delivered to Mr. G.M. Church of Pasadena, CA, in October 1929 and later owned by Mr. Lester Braunstein of Beverly Hills, CA.
1988 McLaren MP4/4 Formula 1
Photo: Antonio Melegari
The collection’s Springfield-built 1988 McLaren MP4/4 Formula 1 car clinched a Second in Class in the 75th Anniversary of Formula 1:1974-Present class. The McLaren MP4/4, considered one of the most dominant Formula 1 cars of all time, holds a special place within the Audrain Collection. This particular chassis (Chassis 4) was used by Alain Prost during the 1988 Formula 1 season, where he achieved victories in Monaco, Mexico City, and Paul Ricard along with several podium finishes.
1955 Porsche 356 1600 Super Reutter Speedster
Photo: Antonio Melegari
The 1955 Porsche 356 1600 Super Reutter Speedster, acquired by the Audrain Collections in 2020 from the celebrated collection of Dr. Nicholas Begovich, captured Third in Class in the Postwar Preservation Early class. Bought new by Begovich, this car was purchased with a rare hardtop that’s never been mounted and it shows just 10,684 miles. The car is completely original and has been carefully maintained throughout its life.
“As these wonderful and truly historic automobiles take their place of prominence on the global stage, it is a moment of pride and celebration for all of us who have been involved in their preservation,” said Audrain Group President Nic Waller. “These remarkable cars stand as a symbol of the elegance and craftsmanship of a bygone era. With their timeless design and attention to detail, these vehicles capture the essence of automotive excellence and serve as a reminder of the rich history behind these iconic automotive brands.”
The mission of the Audrain Automobile Museum is to “preserve, celebrate and share automotive history.” A vital part of sharing the vehicles in the Audrain collection is in bringing them to the public on the road, being used as the builder intended as fully functional kinetic sculpture.
The Audrain Automobile Museum’s exhibits attract more than 30,000 visitors per year to its 7,500 square feet of gallery space in Newport, Rhode Island. The Museum curates four special exhibits annually, typically displaying 12-20 vehicles cars of a particular period, genre or theme. Visit the website for more information.
Auto Metal Direct • 877-575-3586 • autometaldirect.com • $249.99/each
With half a century in the books for some Ford trucks, it’s inevitable that time and the elements will have taken a toll on the fenders. Fortunately, new OEM fenders are now available for 1978-’79 Broncos and the 1973-’79 Ford F-series trucks. Each fender is made using brand-new tooling and designed to fit just like the original Ford parts. They are stamped from automotive-grade steel at OE thickness and EDP-coated to combat rust and corrosion. Installation is simple as these are direct bolt-on parts requiring no modification. These front fenders are patterned after Ford part D9TZ-16006-A and both sides are available. Ask about p/n 200-4573-L and R for more details.
NextGen Air Intake Systems are now available and built to improve horsepower for today’s most popular trucks, SUVs and Jeeps. They feature an open-top design as well as larger air inlets to maximize airflow and decrease inlet temperatures. Each system also comes with a redesigned filter, intake tube and airbox that is said to increase output by an average of 20 hp, according to dyno results. Installation is effortless with a precise tapered mounting bead interface, allowing the filter to snap into the airbox and eliminating the need for mounting hardware. Applications for most modern trucks going back as far as 2009 include Fords, Chevys, Dodges/Rams and Jeeps. Inquire about the NextGen Air Intake Systems for your specific application.
New Griffin Performance radiators are now available for 1959-’63 Chevy Impalas. These aluminum radiators are fitted with a Mega-Cool core with two rows of 1.25-inch induction welding tubing that is said to lower engine temperature by approximately 25 percent compared to the factory radiators. The redesign includes extra clearance on the driver’s side to make room for an aftermarket steering box, should you desire one. The radiators come solo or as part of a combination package that includes 12-inch diameter fans rated at 1,700 cfm of airflow, an aluminum shroud, a temperature sensor, a wiring harness and a radiator cap. The fans and shroud are mounted to the radiator so all you will have to do is bolt the unit in and connect the appropriate hoses and wires. The radiator and kit are made for the straight-six, small-block V8 or 348-409 V8s and an automatic transmission. Some modification and trimming may be necessary; ask about p/n 8-70203 (radiator) and CU-70203 (combo kit) for more details.
Star Series wide-whitewall radials are now available in new tread patterns and a greater variety of sizes. Each tire gives the look of vintage rubber with the performance of modern radials. The 15-inch tires feature a low-noise tread design with maximum handling and traction that easily navigates dry and wet roads. The Star Series’ sidewalls are reinforced to account for the weights of classics from earlier eras, as well as for added durability and strength. In addition, the whitewalls won’t fade or rub off during use and cleaning. The tires are “T” speed rated to 118mph and available in the following sizes and stripe widths:
