Nissan Skyline GT-R R34 for Sale in Japan: Prices & How to Buy (2026)

A Nissan Skyline GT-R R34 (BNR34) costs a median of ¥32,840,000 (about $205,250) at Japanese dealer retail, as of 21 October 2026. That is the middle of 14 priced R34 GT-Rs in our full census of Goo-net retail listings that day, which ran from ¥20,980,000 to ¥57,890,000, while 28 more were listed as price on request. It is the asking price in Japan before shipping and import costs, and it is the ceiling of the market, not the floor: buyers abroad usually reach Japanese trade auctions and private sales through a Japan-based agent. The US and Canadian import rules below were checked on the official pages on 3 November 2026.

The R34 is the last Skyline GT-R and the one where the calendar still matters. The R32 and R33 have long since cleared the US 25-year rule; the R34 is clearing it month by month, and the cars most people want, the V-spec II Nür and M-spec Nür, are all on the wrong side of the line until 2027. This guide sorts the census by what moves the price, explains that line, and shows how a buyer abroad gets one.

How much is an R34 Skyline GT-R in Japan right now?

Goo-net does not give the R34 GT-R its own type-code page, so we read every Skyline listing on the site on 21 October 2026, 1,256 adverts across 26 pages, and kept the cars titled GT-R with a listed year of 1999 to 2002. That left 42 R34 GT-Rs. The census stored a body price for 16 of them.

Two of those 16 do not hold up. The two lowest, ¥2,790,000 for a 1999 V-spec with GT-SS turbos and ¥3,180,000 for a 2001 V-spec II with Nismo aero, are exactly the same as two prices stored for other Skyline listings in the same census, and they sit at a tenth of the next R34 up. When we reopened both R34 adverts on 3 November 2026, each showed price on request. We treat them as a reading error and leave them out. For the record, the figures as stored, with all 16 cars, are a median of ¥32,440,000 and a middle half of ¥23,250,000 to ¥34,935,000; those are the numbers our iconic JDM car prices page shows for October. Everything below uses the 14 prices that check out.

Dollar figures use ¥160 to the dollar. The middle half of the 14 runs from ¥28,050,000 to ¥35,355,000, and 6 cars sit between ¥30M and ¥35M. The cheapest, at ¥20,980,000, is a one-owner 2001 late car with a Nismo Z-tune-type bumper. The dearest, at ¥57,890,000, is a 2002 V-spec II Nür, and its title says nothing else.

The bigger story is what is missing. 28 of the 42 R34 GT-Rs, two thirds, showed no price. That includes every M-spec and 4 of the 5 Nür cars, so the priced median tells you about the cheaper part of the market, not the top of it.

No single year has enough priced cars for a fair median, so we do not give one. The month-by-month figures for the R34, next to the R32, R33, the Supra, the RX-7 and the rest, are on the iconic JDM car prices page, and the drift-chassis side of the same October census is in JP Market Check #4. The earlier GT-Rs from the same count are in our R32 Skyline GT-R buyer’s guide and R33 Skyline GT-R buyer’s guide.

What sits below the retail price?

Retail is a dealer’s price: a car bought at auction or traded in, reconditioned, given a warranty you cannot use from abroad, and marked up. Plenty of R34 GT-Rs in Japan change hands somewhere underneath that.

We do not put a figure on “below retail”, because it depends on the car in front of us that week. One honest point before you start: when we compared Japanese dealer prices plus landed cost with a year of US auction results, the R34 GT-R came out cheaper to buy in the US. That comparison is in is importing a JDM car from Japan still worth it?. Buy an R34 in Japan for a specific car, spec or condition you cannot find at home, not for a discount on the median.

Which R34 GT-R should you look for: V-spec, V-spec II, M-spec or Nür?

Every R34 GT-R uses the 2.6-litre twin-turbo RB26DETT straight-six, all-wheel drive and a 6-speed Getrag manual. Nissan introduced the GT-R, V-spec and V-spec N1 on 8 January 1999 and built 11,578 R34 GT-Rs in all, by Wikipedia’s production table.

Across all 42 titles on 21 October 2026, 14 say V-spec, 12 say V-spec II (3 of them V-spec II Nür) and 5 say M-spec (2 of them M-spec Nür). The other 11 name no grade. The 5 priced V-specs asked ¥28,800,000, ¥32,080,000, ¥32,800,000, ¥36,480,000 and ¥40,000,000. The 5 priced V-spec IIs asked ¥25,800,000, ¥32,980,000, ¥34,800,000, ¥34,980,000 and ¥57,890,000. Five cars each is a thin sample, and it says more about which cars dealers will price in public than about what the grades are worth.

Nismo shows up in 23 of the 42 titles, and every one is naming Nismo parts: meters, aero, intercoolers, wheels, a carbon bonnet. Three titles mention Z-tune, all of them Z-tune-type bumpers or fenders or a car built “Z-tune style”. Nismo built only 19 Z-tunes, on used cars, and none of these listings is one. The model code, the build plate and the paperwork decide what the car is, not the word in the title.

What should you check on an R34 GT-R before you buy?

These cars are roughly 24 to 27 years old, younger than any other GT-R in our count, and the titles show where they differ. Across the 42 listings:

• Original or modified. 5 titles call the car original, unmodified or stock. Only one of those shows a price: a 1999 V-spec listed as accident-free, unmodified and on its original mileage, at ¥40,000,000. The other 4, including a Midnight Purple II V-spec and a V-spec II Nür with 19 dealer records, are price on request.
• Engine work. Among the 14 priced titles, 2 name engine work: an HKS 2.8-litre kit (¥34,800,000) and a NISMO S1 engine (¥32,880,000). Among the price-on-request cars, 4 more describe engine or turbo work, including a second HKS 2.8-litre kit and a rebuilt engine. A stock car and a built one are different machines to own, and to import.
• History. 11 titles say one owner, 7 mention service record books and 3 say garage or indoor storage. Ask for the paperwork behind each claim, and for when the meter was changed if the title says it was.

Parts help. NISMO’s Heritage Parts programme has reissued harnesses, hoses, emblems and exterior parts for the R32, R33 and R34 Skyline GT-R since December 2017, and lists the BNR34 among its models. If you are pricing a spare RB26DETT instead, our used JDM engine price index counts complete RB26DETT sales on Yahoo! Auctions Japan.

You cannot judge any of this from listing photos, and you do not have to fly to Japan to do it. We inspect the car locally and send you a video and photo walk-through: the underside, the frame rails and floors, the engine bay and a cold start. You decide after you have seen it. If the car is at auction, our guide to reading a Japanese auction sheet explains the grades and repair marks on the sheet.

Can you import an R34 GT-R to the US or Canada?

United States. CBP’s importing page says that as a general rule, motor vehicles less than 25 years old must comply with all US safety standards, and that the importer files DOT form HS-7 and EPA form 3520-1 at entry. The 25 years run from the month the car was built, so on the R34 you need the build date of the exact car, not the year on the advert. In November 2026 an R34 built up to November 2001 qualifies, which covers every 1999 and 2000 car, the first V-spec IIs and the first M-specs. Cars built later in 2001 pass during the rest of this year. Every 2002 car, including every V-spec II Nür and M-spec Nür (introduced in February 2002), has to wait until 2027. Wikipedia gives the end of production as August 2002 in its text and November 2002 in its specification box, so the last cars clear somewhere between August and November 2027.

The EPA side is separate. EPA’s page says its provision for vehicles over 21 years old expects an engine identical to the original, meaning the same model and configuration, and it encourages importers to contact its Imports Hotline before shipping. A 2.8-litre build needs that conversation before it leaves Japan. The month-by-month counting is in our 25-year rule guide, and the paperwork at the US end is in importing a drift car to the USA.

Canada. Transport Canada says vehicles older than 15 years are not regulated at import under the Motor Vehicle Safety Act, with age set by the month and year of manufacture. That covers every R34 GT-R. The same page warns that some provinces will not license right-hand-drive vehicles, and every Japanese-market R34 is right-hand drive, so check with your province first.

For Australia and the UK, see importing a drift car to Australia, the UK and Canada.

How do you buy an R34 GT-R from Japan if you live abroad?

The whole route, from deposit to your port, is in our step-by-step import process guide. For an R34 GT-R it looks like this:

Two of those steps are where foreign buyers get stuck. Export deregistration usually wants the owner’s registered seal and seal certificate, which only Japanese residents can get; our export deregistration guide explains why. And step 2 has a locked door: the trade auction halls, where many R34 GT-Rs change hands below retail, do not admit private overseas buyers, because membership needs a Japanese business and guarantors. You cannot bid there from abroad, and with two thirds of retail R34s showing no price, the dealer route is not much more open.

Is the R34 GT-R a drift car?

Not usually. Every R34 GT-R was built with all-wheel drive, and the V-spec models add ATTESA E-TS Pro with an active rear limited-slip differential. It was built for grip and lap times, not for sliding. If a drift car is what you are after, a rear-drive chassis is the usual starting point; our S13 Silvia and 180SX buyer’s guides cover those, and the Supra JZA80 and RX-7 FD3S guides cover the other rear-drive icons from the same census. If you want to see what Japanese drift days look like before you choose, the dates we track are on our drift calendar.