The Nissan P35 was a planned Group C car built by Nissan Motors for competition in the World Sportscar Championship. Developed by Nissan Performance Technology Inc. (NPTI), which had formerly raced under the name Electramotive in the United States, the cars were intended to be completed by the middle of 1992, with competition starting in 1993. However economic troubles for Nissan led to the cancellation of the project soon after testing of the first cars had begun, meaning that the P35s never raced. During the development of the P35, Nissan's own motorsports division, Nismo, began work on a modified P35 design that would be adapted to the All Japan Sports Prototype Championship. This car, known as the NP35, would be allowed to race only once before it too was cancelled. These would be the final prototypes built by Nissan until 1997. Development At the end of a strong year in the 1990 World Sportscar Championship season for Nissan's R90CKs, it was decided that the company would leave the championship to instead concentrate on the R90CPs in the All Japan Sports Prototype Championship (JSPC) and GTP ZX-Turbos in the IMSA GT Championship in North America. Regulation changes in the World Sportscar Championship would have required Nissan to abandon their turbocharged engines in place of newer, advanced naturally aspirated units, as well as design all new cars to handle them. Nissan reversed their plans in 1991, partially because JSPC was beginning to allow the newer Group C cars that could outpace Nissan's older cars. Nissan turned to Nissan Performance Technology Inc. (NPTI), the company's North American motorsports arm who had run their IMSA GT Championship program. The company was tasked with developing a new car while Nissan Motorsport (Nismo) in Japan would develop an all-new engine to fit the regulations. Designed by Yoshi Suzuka and Trevor Harris, the P35 bore little resemblance to NPTI's GTP cars given the very different regulations as well as differing airflow requirements that needed to be taken into account. The water radiator was placed in the nose with inlets for brake cooling situated there as well, the engine inlet was placed above the cockpit. The side ducts located in the horizontal face of the side pods took air to the oil coolers (and also had a unique boundary layer suction feature). A low rear wing was also used, although a dual rear wing was briefly tested. The