Guide: Godzilla's Baby? - a Historical & Technical Appraisal of the Nissan N14 Pulsar / Sunny GTi-R (RNN14)
BACKGROUND
Having established an enviable reputation on the special stages that culminated in seven outright Safari Rally wins between 1970 and ‘82, Nissan decided to embark on a Group B programme for 1983.
The resultant Silvia 240 RS was a straightforward evolution of the outgoing Group 4 PA10 Violet in which Shekhar Mehta had won four Safaris on the bounce between 1979 and ‘82.
Compared to purpose-built Group B specials from the likes of Peugeot and Lancia, the production-based rear-drive 240RS was conservatively engineered and not expected to challenge for championship honours. However, its rugged construction and uncomplicated specification proved a big advantage on the kind of tough long distance events that Nissan had historically favoured.
When Group B was dropped on safety grounds for 1987, the less extreme Group A formula took over as the premier class of international rallying.
To qualify for Group A, manufacturers had to produce at least 5000 examples of the car they wanted to homologate within a twelve month timeframe (compared to just 200 for the outgoing Group B class).
For the next few years, Nissan elected to run the S12 Silvia-based 200 SX SE V6, a rear drive normally aspirated North American market special which most notably went on to win the 1988 Ivory Coast Rally.
Despite this high profile victory though, with just five World Rally Championship podium finishes in five seasons of competition, it was obvious that Nissan would need a compact four-wheel drive machine of the type campaigned by Lancia (Delta HF Integrale) or Toyota (Celica GT-Four) if it was to challenge for major honours.
With this in mind, the company decided to create a homologation special based on the fourth generation N14 Pulsar launched in August 1990 for the 1991 model year.
Known in European markets as the Nissan Sunny, the N14 Pulsar was initially available as a three-door Hatchback, a four-door Sedan, a five-door Sedan with lift-up rear Hatch or a five-door Station Wagon. Front and four-wheel drive variants were also offered along with a choice of normally aspirated and turbocharged engines ranging in size from 1.3 to 2-litres.
Top of the N14 Pulsar / Sunny range was the all bells-and-whistles GTi-R which Nissan developed in the hope of securing its first World Rally Championship title.
Based on the diminutive three-door Hatchback N14 bodyshell, the GTi-R came with a tricked-out specification that comprised a high output two-litre single turbo motor and Nissan’s latest ATTESA four-wheel drive system. A plethora of additional enhancements were also included to make the Group A rally version as competitive as possible.
Available from the outset of N14 production, Nissan had built sufficient numbers of JDM Pulsar GTi-R variants to secure homologation by March 1st 1991. A European market Sunny-badged version then followed in February 1992.
CHASSIS
Each GTi-R was based on a standard galvanised steel N14 three-door bodyshell with 2430mm wheelbase.
As usual, a 50-litre fuel tank was housed under the rear seat.
Similarly, suspension was via MacPherson struts up front and a multi-link arrangement at the rear with telescopic dampers all around an an anti-roll bar at either end.
Disc brakes were ventilated at the front (257mm diameter with 54mm single-piston calipers) and solid at the rear (258mm diameter with 34mm single-piston calipers). ABS came as standard on all versions bar the base RB derivative (covered later).
The wheels also varied from type-to-type with seven spoke alloy rims fitted to the RA version while the RB came equipped with eight-hole steel items. Both measured 6 x 14-inches and came shod with 195/55 R14 Bridgestone tyres.
Power-assisted steering was standard equipment.
ENGINE / TRANSMISSION
Mounted transversely in the GTi-R’s engine bay was a range-topping version of Nissan’s new SR inline four cylinder power unit developed for the latest generation Pulsar, Bluebird and SX models.
Commonly regarded as the best engine in its class, the SR motor featured an aluminium alloy block and head, the latter with dual overhead camshafts and four valves per cylinder. Beyond that, the SR range came in a variety of specifications to include normally aspirated or turbocharged with displacement ranging from 1.6 to 2-litres.
GTi-Rs came with a Type 54C version of the SR20DET motor.
These engines displaced 1998cc thanks to an 86mm bore and stroke, ran Bosch L-Jetronic fuel-injection, an 8.3:1 compression ratio and a single Garrett TB2804 turbo. This T3/T25 blower ran at 0.73 bar and was fed by a large air-to-air intercooler.
All told, peak output was 227bhp at 6400 and 209lb-ft at 4800rpm.
Transmission was through a five-speed gearbox and Nissan’s ATTESA four-wheel drive system with viscous-coupling centre and rear differentials and an open differential at the front.
BODYWORK
In a fashion typical of Group A homologation specials, the GTi-R looked like a fairly pedestrian utility machine accessorised with some dramatic cooling and aero solutions.
The front aspect was dominated by a brand new apron and a pronounced hood blister with both items heavily vented to maximise airflow to the brakes, radiators and intercooler.
Out back, a massive rear spoiler was added to the trailing adge of the roof.
Otherwise, most of the sporty looking trim was imported from the regular GTi variant albeit with some additional colour coding.
Body panels were mostly fashioned from steel with a mix of GRP and polypropylene used for the bumpers, skirts, rubbing strips, intercooler scoop, hood vents and rear spoiler.
Four exterior colours were initially offered: Black, Ivory White, Grey Metallic or Red.
INTERIOR
As you would expect from a Japanese car of this type, the GTi-R’s interior was largely a mix of grey plastics and fabrics.
Behind the three-spoke steering wheel with its bright red GTi-R horn push was a curvaceous driver zone that housed all the major instrumentation and controls.
Located in the main hooded binnacle was a large 180kmh speedometer and 9000rpm rev counted flanked by smaller read outs for fuel and water temperature. Positioned centrally below a pair of fresh air vents were additional read outs for oil temperature, oil pressure and boost pressure. Underneath this trio of dials was the climate control interface and (if specified) the audio system.
The rest of the cockpit specification varied according to which derivative was ordered from Nissan: RA or RB.
OPTIONS
GTi-R buyers could enhance their car with an array of optional extras to include a close-ratio gearbox, bonnet vent covers, an electric sunroof, rear mudflaps (plain or body coloured), an uprated audio system with rear speaker deck, a roof rack, rear seat belts, heated exterior mirrors and heated seats.
In addition, the Pulsar GTi-R was available to customers from Japan in one of two trim levels: RA or RB.
PULSAR GTI-RA
The RA was effectively Nissan’s normal road-going variant and to that end automatically came with equipment like alloy wheels, heavily bolstered duo-tone sports seats, a leather-rimmed steering wheel, a leather gear knob and gaiter, fabric upper door trim, electric windows, electric mirrors with body coloured housings, air-conditioning, a rear wiper and an umbrella holder.
ABS was fitted as standard.
RA variants were given model code EBYNRVFN.
PULSAR GTI-RB
The RB was a stripped and lightened homologation model marketed primarily for motor sport use.
Accordingly, it came with steel instead of alloy wheels and trim from the entry level Pulsar to include basic non-sport seats and greater use of inexpensive vinyl, plastic and rubber trim like a plastic steering wheel, a rubber gear knob, a rubber gear gaiter and plastic upper door trim.
In addition, equipment like air conditioning, electric windows, electric mirrors, the umbrella holder and rear wiper were absent. The exterior mirrors were housed in black plastic as opposed to body coloured housings.
The RA’s Anti-lock Brake System was also absent.
One piece of equipment unique to the RB was a rear differential housing with larger cooling fins.
Unless specified otherwise, RB variants automatically came painted Ivory White.
Much of the luxury equipment found on the RA could be re-instated via the options list if desired.
RB variants were given model code EBYNRRFN.
NISMO OPTIONS & GTi-R NISMO
In addition to the RA and RB versions, myriad performance upgrades were offered by NISMO, most of which were created for competition use.
The long list of NISMO options included a strengthened bodyshell, a roll cage, welded and detachable underbody and differential protection panels, front and rear strut braces, a suspension kit (springs, dampers, bushes etc.), uprated brake pads, an oil cooler, an enhanced turbo and intercooler, a close-ratio gearbox, uprated mechanical limited-slip differentials, BBS wheels, rally mudflaps, spot lights, a stripe kit, a Pulsar rear window decal, a NISMO steering wheel, different gauges, single-piece bucket seats with harnesses, harness covers, drilled footrests and lightweight pedals, knee pads, map lights, a sunroof air deflector and a motor sport tool kit.
Using the RB as a basis, NISMO incorporated many of these upgrades into 21 complete cars which featured a NISMO VIN plate on the firewall in addition to the standard Nissan-issued plate. They came with no carpet or rear seats and a NISMO badge on the tailgate.
WEIGHT / PERFORMANCE
As a consequence of its more basic specification, the RB weighed in at 30kg less than an RA: 1190kg as opposed to 1220kg.
0-62mph times were 5.6 and 5.7 seconds respectively.
Both variants notionally had an identical 138mph top speed although this was electronically limited to 112mph in line with an agreement all Japanese manufacturers had signed up to at the time.
SUNNY GTI-R
In February 1992 Nissan began to offer the GTi-R in European markets albeit re-badged as a Sunny instead of a Pulsar.
Perhaps most significantly, the Sunny GTi-R came with an ECU with revised fuel and ignition maps to reflect the lower quality of fuel available in some European regions. As a consequence, peak output dropped from 227bhp to 217bhp at an unchanged 6400rpm and from 209lb-ft to 197lb-ft at an unchanged 4800rpm.
No speed limited was installed and the rear number plate housing was modified to accommodate European-style licence plates.
Equipment-wise the Sunny GTi-R was based on the more luxurious RA Pulsar version albeit with the RB’s plastic steering wheel (with RA-style GTi-R logo), rubber gear knob, rubber gear gaiter, plastic upper door trim and black exterior mirror housings.
Also present was the RB’s rear differential housing with its larger cooling fins.
The Sunny GTi-R was offered in both right and left-hand drive and came with an EGNN14 model code.
PRODUCTION CHANGES
In August 1992, Nissan made a number of updates to the GTi-R.
Under the hood, a plain red cam cover was fitted instead of the original red item with its black spark plug recess. The gearbox casing now featured strengthened ribs and smaller diameter bolts.
Bodyshells were modified to incorporate newly mandated side-impact protection beams.
Externally, a Nissan badge replaced the original Pulsar logo on the nose of JDM variants and a plain windscreen was adopted instead of the original item with its blue-tinted upper band.
Inside, the doughnut-style headrests were dropped in favour of solid items, the upholstery pattern was subtly changed, the steering wheel came with a Nissan instead of GTi-R logo, the umbrella holder was deleted, a seatbelt warning light was added, some minor instrumentation changes were made and vinyl replaced the original twill headliner (except when the optional sunroof was specified).
A steering wheel airbag was added to the options list.
In terms of exterior colours, Red was dropped altogether and Ivory White made way for Super White. Black and Grey Metallic were still initially offered although a short while later Grey Metallic made way for Green Metallic.
END OF PRODUCTION
GTi-R production ran from August 1990 to November 1994 with a total of 14,613 examples completed.
Of these, 13,842 were Pulsar-badged derivatives, all of which were right-hand drive.
This figure comprised 13,131 cars to RA specification, 701 to RB specification (21 of which were complete NISMO variants) and ten bare shells.
An additional 771 cars were completed as Sunny-badged examples, production of which ran from February 1992 to October 1993. This figure comprised 668 left-hand drivers examples plus 103 in right-hand drive.
COMPETITION HISTORY
Although homologated in time for round three of the 1991 World Rally Championship, the GTi-R did not appear until round four, the gruelling 4500km Safari which took place between March 27th and April 1st. Promisingly, Stig Blomqvist and Benny Melander crossed the line fifth while team-mates Mike Kirkland and Surinder Thatthi placed seventh. The third car of David Llewellen and Peter Diekmann crashed out on a regularity section between special stages.
Despite this positive debut showing, Nissan Motorsport Europe (based in Milton Keynes, England) contested just three more events that season.
On the Acropolis Rally (round six, June 1st to 6th), Llewellen / Diekmann finished ninth while the sister car of Blomqvist / Melander retired with a broken differential.
Next up was the 1000 Lakes (round nine, August 22nd to 25th) where Blomqvist / Melander claimed eighth and Llewellen / Diekmann finished tenth.
The GTi-R’s final appearance of 1991 came at the season-ending RAC Rally (round 14, November 24th to 27th) where Blomqvists’s car retired with suspension damage and Llewellen dropped out with electrical issues.
1992 saw the Nissan Motorsport Europe works cars take in five World Rally Championship events to include the first three rounds.
The season-opening Monte Carlo Rally (January 23rd to 28th) yielded seventh for Francois Chatriot / Michel Perin and ninth for team-mates Tommi Makinen / Seppo Harjanne.
Round two in Sweden (February 13th to 16th) saw the single entry of Stig Blomqvist and Benny Melander score what would be the GTi-R’s best result with a third place finish.
This was followed by Rally Portugal (round three, March 3rd to 7th) where Chatriot / Perin claimed sixth while Makinen / Harjanne failed to finish following an accident.
A five-and-a-half month gap then followed before the works Nissan’s next appearance: the 1000 Lakes Rally (round nine, August 27th to 30th). Unfortunately, both cars in attendance failed to go the distance; Makinen / Harjanne dropped out with gearbox trouble and Blomqvist / Melander retired with engine problems.
By the time of this double DNF in Finland, Nissan’s top brass back in Japan had already decided to pull the plug on any further works involvement at top flight level beyond the season-ending RAC Rally (round 14, November 22nd to 25th). Here, Makinen / Harjanne closed the book on the GTi-R’s career with an eighth place finish while Blomqvist / Melander crashed out.
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
