Nissan R36 GT-R Powertrain Options: ICE, Hybrid, or Electric Future?

Current Trends in Automotive Powertrains

If you zoom out from just the GT-R for a second, the direction of the industry is pretty clear: more volts, less pure gasoline.

Most major carmakers have announced some mix of:

Carbon-neutral or net-zero targets around 2050
Big increases in the share of “electrified” vehicles (hybrid, PHEV, BEV)
Tightening internal CO₂ and fuel economy targets to stay ahead of regulations

Nissan is in that group. The company has publicly committed to carbon neutrality across its operations and vehicle lifecycle by 2050 and explicitly says electrification is a core lever to get there. It also reports a bit over 40% CO₂ reduction from new vehicles versus 2000 and frames “accelerated electrification” as how it plans to push that further.

On the performance side, the landscape has already shifted:

EV performance is real, not theoretical.
Dual motor and tri motor EVs are putting down supercar-level acceleration thanks to instant torque and sophisticated torque vectoring. Nissan’s own Ariya in e-4ORCE form isn’t a supercar, but it shows they can build a roughly 390–430 hp dual-motor electric setup with advanced AWD control.
Hybrids have proven they’re not just for economy.
Hypercars like the Porsche 918 Spyder, McLaren P1, and Ferrari LaFerrari all used hybrid systems to add performance:
- 918: V8 plus two e-motors, roughly 887 hp total, torque vectoring and EV mode
- P1: Twin-turbo V8 plus e-motor, about 903 hp, with electric torque fill to kill lag
- LaFerrari: V12 plus HY-KERS, around 950 hp, using recovered energy for extra shove
These cars showed that battery and motors can mean more power, better response, and some emissions benefit at the same time, as long as you manage the extra weight and complexity.
Pure ICE cars are under pressure.
Regulations in the EU, US, and Japan are all tightening CO₂ and efficiency rules. The EU originally targeted zero tailpipe CO₂ from new cars by 2035. Even with some political softening and talk of e-fuels, the overall direction is clear: less conventional ICE, more electrification. The US is ramping up fuel economy and GHG standards through 2032, and Japan wants most new sales to be “electrified” by the mid-2030s.

For a low-volume halo car like the GT-R, that doesn’t mean an instant ban on ICE. But it does mean that a pure, high-output gasoline setup gets harder to justify in the long term, at least as a new model that needs to survive into the 2030s.

So when we talk about the R36 GT-R, we’re talking about a car that has to live in a world where:

Electrification is central to Nissan’s strategy
Regulations keep tightening
EV and hybrid performance is already proven at the top end

That’s the backdrop for any realistic powertrain choice.

Nissan's Strategic Direction and the GT-R Legacy

The GT-R is not just another model in Nissan’s lineup. It’s the brand’s performance flag, the car Nissan points to when it wants to say, “We know how to go fast.”

At the same time, Nissan’s corporate messaging is heavily focused on:

2050 carbon neutrality across the full vehicle lifecycle
Electrification as the main path to get there
Increasing the share of electrified vehicles in its global sales mix

Those two things, the GT-R’s hardcore performance image and Nissan’s sustainability roadmap, are on a collision course if Nissan keeps the GT-R as a pure, thirsty ICE indefinitely.

A few points that matter here:

Nissan has already proven it can do high-output ICE with modern tech.
The Z Proto previewed the current Z, which uses a 3.0L twin-turbo V6 at around 400 hp and 350 lb-ft. That shows Nissan is still investing in turbo V6 performance engines, a relevant building block for any next-gen GT-R, whether pure ICE or hybrid.
It has also proven serious EV hardware and software.
The Ariya’s dual-motor e-4ORCE system delivers roughly 390–430 hp and 442–600 Nm of torque (depending on spec), with active torque distribution front/rear and vectoring for stability and grip. That control philosophy is directly applicable to a performance AWD car, even if the hardware itself is crossover-oriented.
Nissan’s own sustainability documents make it hard to justify a totally unelectrified halo car going forward.
A big, high-output turbo V6 with no electric assistance would run against the grain of its public carbon-neutrality messaging, especially if the car has to sell into markets with strict fleet CO₂ rules.

So Nissan is effectively juggling three priorities:

Protect the GT-R’s identity: brutal acceleration, AWD grip, track capability, and a very “mechanical” feel.
Align with corporate goals: show that even the brand icon is moving in the same electrification direction as the rest of the lineup.
Stay saleable globally: avoid building a car that can’t be sold in key markets because of emissions rules or fleet-average CO₂ limits.

That’s why most realistic speculation about the R36 points toward some level of electrification rather than a simple repeat of the R35 formula.

Evaluating Powertrain Options for the R36 GT-R

Let’s break down the three main scenarios for the R36 GT-R:

Evolved ICE-only
Hybrid (mild or plug-in)
Full EV

For each, you can look at:

Performance potential
Weight and packaging
Cost and complexity
Regulatory and strategic fit

Internal Combustion Engine (ICE) Scenario

This is the “purist” path: keep a twin-turbo ICE at the center, maybe heavily updated, and stick with some version of the current AWD layout.

What it might look like

Given Nissan’s recent work:

Likely a twin-turbo V6, potentially an evolution of the VR38DETT or something closer in architecture to the Z’s 3.0L V6 but turned up significantly
Power in the R35 ballpark or higher (600+ hp), with improved efficiency and emissions hardware
Updated transmission and AWD system, but still fundamentally mechanical with electronic control

Pros

Character and continuity
The sound, the revs, the turbo surge, that’s a big part of why people love the GT-R. An ICE-only setup preserves that feel.
Lower complexity vs. strong hybrid or EV
No traction battery, inverters, or big e-motors to package. Thermal management is simpler than a high-performance EV.
Weight
All else equal, an ICE-only GT-R can come in lighter than an equivalent hybrid or BEV. That helps agility, braking, and tire life.

Cons

Emissions and regulatory pressure
Tightening CO₂ and emissions rules mean Nissan would have to squeeze every gram of efficiency out of the engine and aftertreatment. High-output turbo engines can do well on specific output, but they still burn fuel. This path will only get harder to justify into the 2030s.
Strategic mismatch
A pure ICE halo car sits awkwardly next to a corporate line that says “electrification is how we hit carbon neutrality.”
Performance ceiling vs. hybrid
Without electric torque fill, you’re limited to what the ICE and turbos can do, especially at low rpm. Hybrids have shown they can use e-motors to mask lag and punch harder without just increasing displacement or boost.

Feasibility

Technically, Nissan could build a more efficient, more powerful ICE GT-R. The real question is whether they want to, given:

Corporate carbon targets
The likely launch window (mid-2030s, roughly)
Global regulations that make unelectrified halo cars a shrinking niche

An ICE-only R36 feels possible but increasingly out of step with where Nissan says it’s going.

Hybrid Powertrain Possibilities

Hybridization is the middle ground: keep an ICE at the core, add electric assistance for performance and efficiency.

There are a few ways Nissan could approach this:

Mild hybrid (48V or similar)
Full hybrid (engine plus e-motor integrated into the drivetrain)
Plug-in hybrid (PHEV) with a usable EV-only range

What it might look like

A plausible R36 hybrid recipe, based on Nissan’s current strengths, could be:

A twin-turbo V6 as the primary engine
One or more electric motors:
- Integrated with the transmission or rear axle for torque assist
- Or at the front axle, giving an e-AWD layout with independent electric control up front and ICE power at the rear
A lithium-ion battery sized for performance support (and maybe short EV capability if PHEV)
Advanced torque vectoring using the e-motors to complement or replace some of the mechanical AWD tricks

Pros

Performance boost
The hypercar trio (918, P1, LaFerrari) showed how hybrids can:
- Add total power and torque beyond what the ICE alone can handle
- Use electric torque to fill in low-rpm gaps and turbo lag
- Improve throttle response and traction out of corners
Better alignment with Nissan’s strategy
A hybrid GT-R lets Nissan say: “Our halo car is part of our electrification story.” That fits much better with a 2050 carbon-neutral goal than a pure ICE.
Regulatory breathing room
Even if a high-performance hybrid still burns fuel, it can reduce CO₂ per km compared to an equivalent pure ICE, especially in mixed driving. That helps with fleet averages and market access.
Tech showcase
Nissan can leverage:
- Its twin-turbo V6 know-how from the Z
- Its e-motor and inverter experience from the Leaf and Ariya
- Its control logic for AWD and torque vectoring from e-4ORCE
Even if the hardware isn’t a straight lift from Ariya, the software and systems approach are highly relevant.

Cons

Weight and packaging
Batteries, motors, and power electronics add mass. Fitting them into a low, 2+2 coupe while keeping weight distribution and cooling under control is a serious engineering challenge.
Complexity and cost
More parts, more systems, more integration. That raises development cost and potentially the sticker price. For a relatively low-volume car, that’s a big decision.
Character trade-offs
Some enthusiasts may see hybrid as “less pure.” The driving feel can change. Instant electric torque is great, but the sound and linearity of a pure ICE might be diluted depending on how the system is tuned.

Mild hybrid vs. PHEV

A mild hybrid (small battery, 48V or similar) could:
- Provide torque assist
- Smooth stop-start
- Slightly reduce emissions and fuel use
- Add some performance benefit without a huge weight penalty
But it wouldn’t be a big electrification statement or a major performance leap.
A PHEV-style hybrid with a larger battery could:
- Offer short EV-only operation
- Deliver serious electric boost on track and road
- Make a stronger case for emissions reduction
At the cost of more weight and more complexity.

Feasibility

Given:

Nissan’s carbon-neutrality and electrification messaging
Its existing ICE and EV technology base
The need to keep the GT-R recognizably a GT-R

A performance-oriented hybrid is arguably the most balanced and realistic path. It lets Nissan:

Keep an ICE soundtrack and feel
Add electric performance
Show progress toward its sustainability goals

Without jumping straight to a full EV GT-R.

Full Electric Vehicle (EV) Transition

The full-EV scenario is the most radical, and the most aligned with long-term zero-emission goals.

What Nissan has today

Ariya and CMF-EV platform:
- 63 and 87 kWh batteries
- Single- and dual-motor setups
- Dual-motor e-4ORCE versions at roughly 390–430 hp and 442–600 Nm
- Sophisticated torque distribution and vectoring
EV experience from Leaf and others
Nissan has been in the EV game for a long time. They understand battery management, motor control, and the basics of packaging electric drivetrains.

Relevance to a GT-R

Control philosophy
The idea of dual-motor AWD with precise, fast torque vectoring is directly attractive for a GT-R. You can fine-tune traction and cornering attitude in ways that are hard to match mechanically.
Power potential
If Nissan can do around 400+ hp in a crossover, scaling that to GT-R levels (600+ hp) with multiple motors is technically plausible, though not confirmed.
Instant torque and low CoG
A low-mounted battery pack can drop the center of gravity, and electric torque gives brutal acceleration, both traits that suit a GT-R’s mission.

Challenges

Platform suitability
CMF-EV is optimized for crossovers, not a low, wide 2+2 coupe. There’s no public evidence Nissan is engineering that platform for a GT-R-class car. A dedicated or heavily modified platform would likely be needed.
Weight
High-performance EVs need large batteries for both power and reasonable range. That adds a lot of mass, which affects agility, braking, and track endurance.
Thermal management for track use
Sustained high-load running heats up batteries, motors, and inverters. Keeping temperatures in check without massive degradation or power limiting is non-trivial, especially for repeated track sessions.
Heritage and backlash risk
A silent, electric GT-R would be a huge break from the car’s image. There’s a precedent here: when Ford launched the Mustang Mach-E, some traditional Mustang fans disliked using the Mustang name on an electric crossover, citing brand dilution. That reaction is anecdotal rather than rigorously measured, but it shows how emotional these nameplates are.

Pros

Perfect alignment with long-term carbon goals
A BEV GT-R fits Nissan’s 2050 carbon-neutral messaging much better than an ICE or even a hybrid, especially as grids decarbonize.
Performance ceiling
With enough motors and power, an EV GT-R could easily match or exceed the straight-line performance of the R35, and advanced torque vectoring could take handling to another level.
Tech halo
A full-electric GT-R would signal that Nissan’s most advanced tech is electric, reinforcing the rest of the lineup’s move in that direction.

Cons

Weight and feel
Unless battery tech improves significantly, a BEV GT-R would likely be heavier than an equivalent ICE or hybrid. That changes the driving experience, especially on track.
Range vs. performance tuning
Do you optimize for lap after lap of full power, or for everyday range? There’s a trade-off, and a halo car needs to do both reasonably well.
Market acceptance
Some GT-R fans may embrace an EV if it’s objectively faster and more capable. Others may see the lack of an engine and gearbox as a deal-breaker.

Feasibility

Nissan can build powerful EVs, and its control software is already sophisticated. What’s not clear from any public info is:

Whether there’s an EV platform in the pipeline that suits a GT-R-type car
Whether Nissan is willing to take the risk of making its flagship performance car completely electric in the near term

So a full EV GT-R is technically plausible over time, but feels more like a long-term play than an immediate next generation, unless Nissan decides to make a very bold statement.

Challenges and Considerations for Nissan

Whichever route Nissan chooses, there are a few cross-cutting issues they have to solve.

1. Regulatory and corporate pressure

The EU, US, and Japan are all pushing for lower CO₂ and higher electrification rates
Nissan has committed to 2050 carbon neutrality and is using electrification as its main lever

A pure ICE GT-R fights this tide; a hybrid or EV works with it.

2. Weight, packaging, and track performance

Hybrid and EV setups add battery and motor mass
For a GT-R, that means:
- Careful placement to keep the center of gravity low and balanced
- Strong brakes and cooling to handle extra weight on track
- Robust thermal management for repeated high-load use

EVs especially can run into thermal limits under continuous hard driving, so Nissan would need to engineer around that if it wants the GT-R to remain a serious track tool.

3. Cost and business case

Developing a dedicated hybrid or EV performance platform is expensive
The GT-R is not a mass-market car, so the cost per unit is high unless components are shared with other models

Nissan will be weighing whether:

A hybrid GT-R can share enough tech with other electrified models to make financial sense
A full EV GT-R can justify a new or heavily modified platform

4. Enthusiast expectations and brand identity

GT-R fans expect:
- Brutal acceleration
- AWD grip
- A sense of mechanical connection and drama

Hybridization can be tuned to enhance that, for example using e-motors for torque fill without muting the engine. A full EV would need a very deliberate approach to sound, feedback, and character to avoid feeling like “just another fast EV.”

There’s also the risk of backlash if fans feel the GT-R name is being stretched too far from its roots, similar to how some Mustang loyalists reacted to the Mach-E. That reaction isn’t quantified in hard data, but it’s a visible theme in enthusiast circles.

5. Long-term positioning

Nissan has to decide what the GT-R represents in the 2030s:

The last stand of a traditional high-output ICE?
A bridge car that blends ICE drama with electric tech (hybrid)?
Or the spearhead of Nissan’s performance EV future?

That decision shapes not just the powertrain, but how the car is marketed, priced, and supported over its lifecycle.

Projected Timeline and Market Readiness

Nissan hasn’t officially laid out a detailed plan or date for an R36 GT-R, so any timing discussion is speculative.

A few factors to keep in mind:

Regulatory timelines
The mid-2030s are a key milestone in the EU and Japan for high levels of electrification or zero-emission new sales. The US is pushing toward stricter standards through the early 2030s as well.
Nissan’s own roadmap
With a 2050 carbon-neutral target and a clear push for more electrified sales, launching a brand-new, long-lived pure ICE halo car deep into the 2030s would be a tough fit.
Technology maturity
- Hybrid performance tech is already mature, as shown by multiple brands
- High-performance EV tech is advancing quickly, but battery weight and track-use thermal limits are still key constraints

Putting that together, a reasonable (but unconfirmed) speculation is:

In the nearer term, if Nissan does an R36, a hybrid GT-R, probably centered around a twin-turbo V6 with electric assistance, fits best with both performance expectations and Nissan’s electrification path
A full EV GT-R feels more likely as a later evolution, once battery energy density, charging, and thermal management have moved on another step and Nissan has more suitable EV performance architecture ready

None of this is official. But given what Nissan has said about its sustainability goals, and what it already knows how to build in ICE and EV tech, a performance-focused hybrid looks like the most natural bridge between the R35 we know and whatever fully electric future the GT-R eventually steps into.

Motorsport Trackday Novice

You've got an early night yet you can't sleep, wide awake like a kid at Christmas. Why? - because nothing gets a petrol head more pumped than the adrenaline rush of hitting the track. Within this article we will look to guide you through the booking of your first trackday, through to the preparation needed and what to expect on the day. Once you pop your track day virginity, it becomes an addiction!

Choosing A Track & Class

Here in the UK we are pretty spoilt for choice with circa 18 circuits that vary in track standard (FIA, MSA or Grassroots/Private) and in complexity. The circuits in the UK are often based on ex-RAF airfields and vary in the number of straights, corners, postive / negative camber and so on. Meaning no track is the same and each will put you and your car to the test. Depending on the experience you're looking for there are varying complexities of track. The more you're looking towards speed/vehicle power (e.g. Snetterton). And the other end of the spectrum would be somewhere such as Cadwell Park, its complexity is often referred to the the UK's mini Nurburgring.

If this is your first track day, then it is highly recommended you go in a small group and attend a circuit that is local to you. The reason for this, is you never know what might happen,if something doesn't go to plan it is handy to have some buddies around to help out and to share the fun.

When booking a session, don't be a muppet and let your ego take over. It is easy to think you're a competant, fast driver on the road. However, on track in an intermediate/advance class, you will find yourself in the deep end. If you enter into a class that is above your abilities, you will find that you won't enjoy the experience and spend most of the time looking in your mirrors with panic. Book on to a novice session, they come in half-day or full-day sessions and away you go! Some FIA/MSA circuits will offer the additional luxury of a pit garage, awesome for when the heavens open. If you get a few buddies together, you can split the cost. Unfortunately not all establishements have the facilities or they're not open to the general public.

Safety Gear

As with everything these days, safety is paramount. If you do not meet the safety requirements, you simply wont be able to take part. On the flipside this doesn't mean you need to be that one guy in the pits 'with all the gear and no idea'. As a minimum the majority of circuits will require you to wear a helment and clothing that covers all limbs (long sleeve t-shirt, sweater, etc). If this is your first time, then we recommend going with the minimum and then if you decide that you are in fact addicted, then invest the cash to look like the stig (some say dressing as the stig gives you an extra 50bhp).

Helmets

In the world of 'bash hats' there are a multitude of brands to choose from and many styles. But for the purpose of starting out or being a seasoned track day hero, a decent full-face motorcycle helmet would suffice (not a motor-cross lid). When we say decent, we mean a known brand and one that features the gold label or as a minimum, a BSA label (green).

Why buy a motorsport specific helmet? Motorsport helmets have been specifically designed for the use within the sport, ensuring that strict FIA/MSA standards are met (ECE 22.05, Snell SA2020/2015, FIA8860-2010/8859-2015) and in short, are fire-proof.

Many will also feature HANS pegs or the ability to add some. No this isn't related to Star Wars; HANS devices (shown left under the helmet) are a shoulder-based restraint that minimises the movement of your head/kneck under heavy shock. They feautre straps that connect to the helmet and a head restraint pad. We strongly recommend a decent motorsport helmet/HANS setup if you're truly serious about your safety and hitting the circuits. Available from various outlets, Demontweeks would be a good starting point.

Racewear (Gloves, Suit, Boots)

Why get a race-suit? Surely I can just wear my day to day clothes. Correct; for most public track days, you can use a pair of trainers, trousers, long sleeve top and bare hands. However there is a reason why our very own Shah from Compare Parts is known as being 'Shah Grilled' [SHAH EDIT - haha not funny mate].

FIA/MSA racesuits, boots and gloves are designed to offer protection from fire should your vehicle turn into a mobile BBQ through failure or a kiss with a barrier. Every petrolhead knows of Nikki Lauda's ordeal, if it wasnt for racewear of the time, he wouldn't of been alive - extreme scenario, but still a very real risk in motorsport of all levels. Technology has since come on leaps and bounds since then, so well worth the investment.

One thing to be careful of - Karting Suits. Kart suits aren't designed to meet the fire protection standards required of car motorsport. Always check with the supplier to ensure the relevant tags/standards badges are in tact and in date.

Demontweeks has a large range of Racewear available on their website

Track day Insurance - Recommended.

Your normal car insurance is highly unlikely to cover your vehicle for track use, meaning that you're not covered if you do happen to run out of talent. Binning it or take someone else out. Now this won't stop you being flavour of the day if you do happen to cause a red flag, nor will it help when you get home to be grilled by the Mrs. But it will mean that you get something back to either replace or assist with the associated costs. Make sure you do your homework and find the best policy coverage you can afford. Compare Parts would recommend jumping on to the social forums to understand which companies work well for those regular track day warriors.

Insurance is not a requirement for track, so be aware that there will be others on track that won't be covered and will have the motorsport understanding that "what goes on on track, stays on track". Meaning that it is Motorsport and things happen.

Car Preparation

Ensuring your car is correctly prepared for the hammering ahead is critical to not just enjoying your day but your overall safety. Your car will experience more abuse in one day, than it would in a month of spritied driving on the road. By making sure your car is ready for upcoming trackdays, you will limit the risk of failure and bringing your day to a premature close. Minimising the chances of something going wrong on track.

General Maintenance & Fluids

When prepping your car, general maintenance is a must, but ensure you pay special attention to the following areas:

Engine Fluids

Aside from checking fluid levels; It is hugely important to ensure the engine has fresh oil before and after your session. Unlike road driving where the engine spends short amounts of time at high revs and under excessive load, on track it's quite the opposite. By using fresh oil before your session, you are giving the engine better protection against damage and excessive wear. Just as important change the fluids after your day. The powertrain will operate at high temperatures throughout the session, due to extended periods at high revs, as a result, your oil will begin to degrade and may even contain contaminents from engine wear. This is normal; However fresh is required to ensure optimum protection. Failure to do this over time will lead to your engine presenting the dreaded death rattle at the very least.

Braking & Fluids

Often overlooked, braking is incredibly important. Throughout a track session the brakes will undergo excessive use compared to daily driving. The use on track will cause high-temperatures from the components as a result brake fade occurs. Followed by a discouraging moment as you enter a corner without brakes (one of the main causes for drivers not getting huge amounts of time on track). It is strongly recommended that as a minimum you swap out your road pads for fast road/track brake pads, if you want to drive hard, then look towards uprated/vented brake discs and motorsport brake fluid.

Tyre Condition

The weather conditions and track surface play a huge part in your session. Some tracks are far more abrasive than others, some have poor drainage for wet days etc. So tyre condition and tread depth are incredibly important. To put in perspective, at Brands Hatch I could get a full day on track in the S15 (500hp) and still have good amounts of tread-depth left in a new set of tyres. Zandvoort on the other hand, I killed a set of tyres to the point they weren't safe to drive on after. Before hitting the track make sure you have suitable track day tyres, at least 6mm of tread and the sidewalls are in good condition. Don't be afraid to jump on social media and ask for others opinions!

Trackday Safety & Requirements

As far as track days go there isnt a huge amount of safety requirements as they're not to be treated as a competitive day. Instead they're a day to experience your car on track within your abilities. However you do need to be aware of the following.

Driver/Passenger Safety

As a minimum, your vehicle should feature correctly fitted seatbelts or harnesses that must be worn on track at all times. It is also a safety requirement for all windows to be fully up, unless in a convertible.

Fire Safety

Although not a mandatory requirement, it is recommended to get yourself a small fire extinguisher - Just in case you do have a BBQ moment! We have a wide range of fire extinguishers on Compare.Parts

Noise Regulations

Most, if not all, feature some kind of noise limit. Static, is where they ask you to hold the engine revs at 75% while a DB tester at a 45* angle is atleast 1 metre from the exhaust. Drive by is exactly that, they have key points on track where your passing noise will be tested. For most this won't be an issue, unless you own a Honda, are running a de-catted loud aftermarket exhaust or a screamer pipe. Do your homework before you book, some tracks are stricter than others, but no one wants to risk being turned away.

What Do You Need To Know

On track, there are a couple of key things you need to know. Firstly you have the flags these are important on track, as this is the main method of communication between you and the safety stewards/marshalls. Failure to follow the flags could lead to a warning or straight dismissal from the track. The flags will be covered in your track briefing on the day, however the key ones are as follows.

Start / End of the session is indicated by the Green or Red Flag. If a Red Flag is seen, the sessions has been stoped with immediate effect, meaning heavily reduce your pace and return to the pits ASAP - Often used if there has been a big crash

The Chequered Flag inidicates that the session has now come to an end, once passed you should look to heavily reduce your speed and return to the pits.

The Blue Flag is rarely used on trackdays, however if you do see one, it indicates that someone is on a flying lap and that you need to get out the way when safe to do so, ideally without impeeding their lap.

Oil or Fluids on track are indicated by a Yellow Flag featuring Red Stripes; Unlike the Yellow Flag, pace and overtaking can continue, but with caution..

Hazzards on track are indicated by the Yellow Flag. Whilst this flag is displayed on a section of the track, no overtaking is to occur and you are to pass the section with caution at a reduced pace.

The Game Over Flag, the Black Flag indicates that the marshalls or stewards wish to have a word with you. You must come into the pits ASAP.

First Lap Cockwomble

Regardless of whether this is your first track day, first time on the particular track or you're a seasoned trackday warrior. DO NOT, repeat DO NOT be a first-lap cockwomble. These are drivers that decide to go flat out on the first lap and are almost certain to bin it, causing lengthy delays to the fun for everyone.

When heading out on track do it at a gradual pace and build up to your optimum. The reason for this is to familiarise yourself with the layout, the grip levels and potential hazards.

Overtaking

Although a track day in its official capacity is not meant for competitive racing, you are allowed to overtake when it's safe to do so (ie not under braking or forcing them off the competitive line on a bend) someone will inevitably overtake you.

Overtaking should be done on the straights and normally on the left hand side, however you will be informed as to the track/steward preferance on the day. A good tip is to keep an eye on your mirrors and when you see someone fast approaching indicate as to the direction you intend to move to give way.

Keep It On The Track

No matter if you’re 17, in your 20’s,30’s, having a midlife crisis or of an age where you should know better; At some point in your life, you will believe that you are the next Lewis Hamilton having a spirited drive on the road or alternatively, Diago Saito, kicking it sideways around a carpark or roundabout, in an attempt to pull girls down the local car meet. The bottom line is that no matter your age, we have all been there and we know its not big, its not clever, it is illegal and could result in someone being injured or worse.

You may have a hot hatch, a sports car or something a little more exotic or track inspired, like a 911. Within this post, we look to cater to all types of driver. Unless of course you’re a driving miss daisy type, that believes a car is to get you from A to B, then there’s no love for you here.

Think You're Awesome? Time To Get Schooled

Being an experienced Motorsport instructor; I have seen it all and can honestly say the most common issue is a driver that believes they are an awesome, skilled, fast driver. Often this is not the case at all, this is simply false confidence based on the fact they haven’t binned it yet or they have purchased a car with enough driving aids, that even the most inexperienced driver could feel a hero behind the wheel. When teaching, we would start with the following statement – “Just because you own a Ferrari, it doesn’t mean you can drive a Ferrari”; meaning, you can buy a fast car, but it doesn’t mean you are fast – or controlled for that matter.

The best way to understand not only your current capabilities, but also understand how the vehicle reacts to your input and how to get yourself out of a flappy bum situation, is by going back to school; There are plenty of advance driving schools, Motorsport academies and freelance ARDS Motorsport instructors out there, that can provide you with the correct level of tuition to transform you within a controlled environment.

Advanced Driving Tuition - Circuits

Aimed towards traditional circuit racing and advance driving; There are various accredited organisations located around the country or at various track locations; The Real Gran Turismo (RGT), MSV Driving Academy or The Palmer Race School, are just a few of highly regarded Motorsport tuition providers.

You will find that some outfits will rent you a car and an instructor to attend a designated track or alternatively, have a dedicated Motorsport facility. Regardless of the choice in academy, you will go through a level of theoretical training to understand basic to intermediate car control, the racing line and the physics of how your actions influence the behaviour of the car. Once covered off, they will head out on track with you to give you 1-2-1 tuition, with the aim to support your improvement as the laps rack up.

Drift Schools / Academy - Sideways

If you own or drive a rear wheel drive car; You are bound to have experienced the rear of the car kick out or attempted to be the next drift king. If this is the case or you are wanting to learn the art of going balls out in a sideways fashion, then hitting a Drift School or academy is for you.

Just like the Advance Driving Tuition organisations, there are plenty of drift orientated academies - Prodrift, Learn2Drift, to name a few. As you would expect, most will provide a car, an instructor and the necessary seat time to understand both the theoretical aspects and how that translates to inside the cockpit. Now I'm not saying you will become an absolute drift weapon in one session, but you will learn the basics that may even help you out if the rear of the car breaks loose in poor conditions.

You Have The Skills, Now It's Playtime!

Once your confident; Where best to test your newly holmed skills, than on the track. No matter where you live, there are Motorsport venues dotted all over. Such venues can range from FIA Circuits (e.g. Brands Hatch-UK, Sliverstone-UK, etc), Drift Circuits/Pads, FIA Drag Strips, Airstrip Events, Hillclimb and the list goes on. We would recommend searching on various social media platforms and/or getting in touch with your local District Motosport Club to understand what's going on near you.

The good thing with most of the events listed above, is that you dont need a FIA/MSA Race License in order to take part; You simply need a valid drivers license and for the vehicle to be scrutineered on the day. Before booking on to such events, do check out our other articles on the required Safety Equipment, Recommended Preparation and event specific articles detailing the type of event and what to expect on popping your Motorsport Cherry.

Circuit Trackdays

This is your chance to put your vehicle or rented track vehicle through it's paces on the same tracks that you see the professionals zooming round every weekend. The specialist facilities allow you to find your inner track day hero, but in a safe controlled environment, that doesn't feature lamposts or dreaded old people pulling out; All you need is a valid license in most cases and a vehicle that meets the entry requirement (e.g safety, noise limits,etc).

Track days can be booked via the track operator (e.g. MSV), various experience agencies (e.g. bookatrack.com) or through your local Motorsport club. You'll find there are different sessions pending your level of experience and the level of entrant (e.g public, trade, Motorsport test day). Track days aren't just limited to the UK, there are tracks all over the world that you can hop on and book up some time.

Just be careful, it's very addictive!

Drag Event / RWYB / Test'n'Tune

If you are more inclined towards acceleration, 1/4 Mile or top speed runs; Then Drag events are for you. This is where you line up against the clock or against a competitor, launch the car as hard as you can and then hang on for dear life until the end.

Drag events come in two forms, 'Run What You Brung' (RWYB) or Test'n'Tune days. RWYB is often held at Santa Pod Raceway, the legendry FIA approved track is where you will see the Pro's go head to head. Test'n'Tune days are often held at Airfields and attended by those that not only want to put the car through it's paces, but also refine the set up/mapping etc.

Both are open to the Public and often require you to have a valid driving license and the required safety gear. Same as above, hit up Santa Pod Raceway or your local Motorsport Club for dates and bookings.

Drift Event / DYWB

If you have a burning desire to show off and to really get the adrenaline pumping, then Drifting is for you. Nothing screams ASBO more than hooning around a track, sideways, with as much angle, speed and smoke as possible.

Unfortunately due to the non friendly nature towards the environment and numerous snowflakes moaning about the noise, there are limited places and dates throughout the year in which you can take part in a public day. However, don't let that stop you!

To take part you will need a certain type of car (namely RWD) and a few minor requirements in order to actually drift and have a fun day. For more info, its recommended to hit up the social media groups/communities for events coming up.