Guide: Nissan KPGC-10 Skyline 2000 GT-R
Background
Having initially offered the C10 Skyline as either a four-door Sedan or five-door Station Wagon, Nissan added a sporty two-door Coupe to the range at the Tokyo Motor Show in October 1970.
With its shortened wheelbase, lighter bodyshell and more aerodynamic profile, the Coupe immediately became the preferred platform for Nissan’s flagship GT-R variant which thus far had been supplied in boxy four-door configuration.
During the two years since its introduction, the four-door Skyline GT-R (internal model code PGC-10) had acquired legendary status thanks to its exploits on road and track.
Conceived as the basis for Nissan’s Japanese Touring Car race programme, the PGC-10 racked up 36 consecutive wins by the time it was retired from competition duty.
The GT-R’s tricked-out specification included an array of enhancements to include uprated suspension, wide wheels, a long-range fuel tank, a five instead of four-speed gearbox, a limited-slip differential and sports-themed interior.
However, the real secret to the GT-R’s success was a state-of-the-art two-litre straight six engine derived from the Prince R380 Group 6 racing car. Nissan had finalised their acquisition of Prince in August 1966 and, as part of the deal, got their hands on the C10 Skyline which was in the final stages of development.
With its more agile characteristics, the GT-R Coupe (internally dubbed the KPGC-10 and variously referred to as the GT-R Hardtop Coupe or H/T) was expected to carry on where the Sedan had left off.
Like its predecessor, the KPGC-10 was offered as a Japanese Domestic Market special in right-hand drive only.
It joined a Nissan product line up that now included the sporty Fairlady / 240Z which had been launched at Tokyo in October ‘69. Together, the GT-R and handsome Fairlady / 240Z led to a radical shift in Nissan’s image. Thanks to the 240Z (a Jaguar E-type inspired two-seat Coupe built for the export market), the company also saw its international sales boom.
Chassis
The KPGC-10 two-door GT-R was based on a steel platform chassis with a wheelbase reduced by 70mm (to 2570mm).
The rest of the mechanical specification was unchanged.
Fully independent suspension was via MacPherson struts up front and semi-trailing arms at the rear. Compared to other models in the C10 range, the GT-R came with an array of special equipment to include shorter and stiffer springs, firmer dampers and an anti-roll bar at either end. With its lower ride height and stiffer set-up, handling was much-improved.
Disc brakes were fitted up front with drums at the rear.
Black-painted 14 x 6-inch steel wheels were fitted without hub caps to save weight.
Mounted over the rear axle was a massive 100-litre fuel tank unique to the GT-R.
Engine / Gearbox
The GT-R’s S20 motor was derived from the Prince GR-8 unit that had been conceived for the R380 Group 6 Prototype. It utilised a cast-iron block and a trick light alloy cross-flow head with four valves per cylinder, dual overhead camshafts and pent-roof combustion chambers. Each head was meticulously hand ported and polished prior to installation. Tube headers and a free flow dual-pipe exhaust were also fitted.
Fuel feed was via three Mikuni-Solex 40 PHH-3 twin choke sidedraught carburettors and the compression ratio was set at 9.5:1.
Compared to GR-8 race engine, stroke was reduced from 63mm to 62.8mm. The cylinder bores were kept at 82mm for an overall displacement of 1989cc.
The S20 engine tipped the scales at 199kg.
Peak output was 160bhp at 7000rpm and 130lb-ft at 5600rpm.
For comparison, the 1998cc engine in the Skyline 2000 GT featured a single overhead camshaft, two valves per cylinder, single carburettor and 9.0:1 compression ratio. It produced 105bhp at 5200rpm and 116lb-ft at 3600rpm.
As opposed to a standard four-speed gearbox, the GT-R was further uprated with a five-speed unit.
Transmission was through a dry single-plate clutch and limited-slip differential.
Bodywork
Although the new GT-R Coupe bore a strong family resemblance to the outgoing four-door version, from the A-pillars back the KPGC-10 was brand new.
It featured more steeply raked front and rear windscreens with a shorter roofline, longer doors with new exterior handles, bigger side windows and a stylish C-pillar treatment with fixed rear quarter glass.
At the back of the car was a shortened notchback-style tail.
Both the front and rear fascias were freshened up. The nose featured a new grille and headlight trims housed in a full width bone-shaped aperture similar to the four-door version. The tail was home to new twin light clusters per side shrouded in an elegant chrome bezel. The reversing lights were moved down to the bumper and the twin-pipe exhaust exited through a cutaway carved out from the apron.
Down each flank, black plastic wheelarch extensions were tacked on at the rear of the car.
Similar black plastic exterior mirrors were mounted atop the front fenders.
GT-R badges were added to the nose and tail fascias along with a stylised Skyline script behind each front wheel.
With its lower, wider and shorter stance, its flared arches and more aerodynamic cabin profile, the KPGC-10 looked a far sportier proposition than the four-door original.
Interior
Inside, the KPGC-10 was heavily restyled compared to its predecessor.
The entire dash assembly, instrument binnacle and centre console was completely new.
Directly behind the three-spoke steering wheel with its fluted alloy spokes was a six instead of four gauge cluster housed in the centre of which were large read outs for road and engine speed. Smaller water temperature, oil pressure, fuel and ammeter gauges were stacked on above the other on either side.
With no need to accommodate the ammeter and fuel gauge, a useful storage compartment was added to the restyled central control panel.
The fixed-back bucket seats were also reconfigured with shorter basket weave centres and smooth black vinyl outer sections now all the way around. Those in the rear were trimmed to match.
The door panels and rear sidewalls were also reconfigured and given bigger armrests.
As before, wooden dash and centre console inserts matched the gear knob. Upholstery was a mix of black vinyl and carpet.
Manual window winders were fitted all round.
Options
An audio system was now an optional extra. Like the previous iteration, a passenger headrest also cost extra.
A new upgrade added to the options list with the arrival of the KPGC-10 was a trunk lid-mounted rear spoiler. Minilite-style alloy wheels were also available.
Weight / Performance
As a consequence of its smaller bodyshell, the KPGC-10 weighed in at 20kg less than the old four-door version (1100kg as opposed to 1120kg).
The Coupe’s more aerodynamic profile also resulted in a higher top speed of 133mph (up from 124mph).
Its 0-62mph time was two tenths quicker at 9.6 seconds.
Production
KPGC-10 production was fully underway soon after it debuted at the Tokyo Motor Show in October 1970.
It was discontinued in September 1972 by which time 1197 had been built, all of which were right-hand drive.
Nissan subsequently unveiled a second generation GT-R Coupe, the KPGC-110, at the Tokyo show in October ‘72. However, it proved a commercial disappointment and Nissan didn’t revive the GT-R moniker until 1989.
Competition Success
By the time the KPGC-10 made its competition debut at Suzuka on March 7th 1971, the outgoing four-door GT-R had racked up an astonishing 36 consecutive wins in domestic competition.
Over the next twelve months, the new Coupe variant secured another 14 consecutive wins, nine of which came thanks to the works team and the remaining five by privateers.
Kunimitsu Tahakashi’s victory at the Fuji 300km race on March 20th 1972 marked the GT-R’s 50th consecutive win.
The Nissan works team stopped its activities in October 1972.
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
