Guide: Nissan R32 Skyline GT-R Nismo (RA)
Background
The FIA Group A motor sport regulations that Nissan designed the R32 Skyline GT-R for also permitted manufacturers to build batches of Evolution models.
Evolution variants enabled firms to make further modifications and were permitted once the base model had been homologated. The FIA required 500 Evolutions to be built within a twelve-month period compared to 5000 units of the original base model.
Arguably the most famous machine to exploit Group A’s Evolution regulations was the car Nissan had to beat on track: Ford’s Sierra Cosworth RS500.
The RS500 came with a host of upgrades over the standard Sierra Cosworth to include a special engine block, bigger turbo, bigger intercooler, uprated oil and cooling system, a reworked induction system and revised aero pack.
Nissan would follow a broadly similar path with the R32 GT-R.
Development was handled by the firm’s in-house motorsport division, Nismo (Nissan Motorsport International Limited).
500 of the resultant GT-R Nismo variants were built between December 1989 and March 1990. They retailed at a 5% premium over the standard model.
An additional 60 examples were manufactured that Nissan held back for competition use.
Nismo focused their attention on refining the aerodynamics, reducing weight and improving reliability.
Bodywork
Externally, two rectangular intakes were cut from the front bumper which fed more air to the intercooler.
To direct more air to the engine, a body coloured lip spoiler was added to the leading edge of the bonnet (between the headlights).
For extra downforce, a secondary spoiler was mounted on the trailing edge of the boot lid underneath the standard wing.
The sill section ahead of each rear wheel was extended downwards to improve air flow.
The rear wiper was deleted to save a little weight.
A Nismo decal was applied to the right-hand side of tail fascia and only one body colour was available: KH2 Gun Grey Metallic.
Interior
Inside, other than deletion of the stereo, air-conditioning and rear wiper control, there were no changes.
The GT-R came with special high-backed sports seats trimmed in dark grey fabric, a three-spoke steering wheel with leather rim and a leather gear knob.
The main instrument binnacle housed large read outs for road and engine speed. To the right were smaller gauges for oil pressure and water temperature. To the left was a small fuel level indicator and a torque split gauge that showed how much power was being sent to the front diff.
A bank of three extra gauges were located on the centre console: an ammeter, oil temperature gauge and boost read out.
Electric windows were standard.
Engine / Gearbox
The standard GT-R’s RB26DETT engine was enhanced with Garrett T04B turbos instead of the regular T03 type.
Nismo sacrificed the faster spool up of the T03’s ceramic turbo wheels for the enhanced reliability offered by the T04B’s steel turbo wheels. They also removed the protective honeycomb mesh to improve airflow to the intercooler.
Otherwise, the engine was unchanged.
It featured a cast-iron block with light alloy four-valve head and displaced 2568cc thanks to a bore and stroke of 86mm and 73.7mm respectively.
It ran dual overhead camshafts, wet sump lubrication, a compression ratio of 8.5:1 and multipoint fuel-injection.
Once again, output was officially 276bhp at 6800rpm with 260lb-ft at 4400rpm.
However, to avoid a horsepower war, Japanese manufacturers had a gentleman’s agreement that limited engines to 276bhp. The R32 GT-R’s true horsepower rating was actually 313bhp at 6800rpm.
Transmission was once again via the ATTESSA E-TS permanent four-wheel drive system with five-speed manual gearbox, multi-plate hydraulic clutch and limited-slip differential.
Chassis
As ABS was banned in Group A, the GT-R’s anti-lock brake system was deleted from the Nismo version. To compensate, cross-drilled brake discs were installed.
These had the same 297mm diameter at the front and 296mm diameter at the rear as the standard model. Four and two-piston calipers were used front to rear respectively.
As before, the E-BNR32 unitary steel chassis came with independent suspension via double wishbones at the front and a multi-link arrangement at the rear. Coil spring / damper units were installed all round along with anti-roll bars at either end.
Torque-sensitive electronic four-wheel drive used a microprocessor to sense lateral G, throttle opening and engine speed. When the car oversteered or broke traction at the rear, excess torque was sent to the front axle.
Four-wheel steering allowed the rear wheels to turn a maximum of one degree which improved agility and stability. The rear wheels could turn in either the same or opposite direction to the fronts which also assisted low speed manoeuvrability.
The standard 8 x 16-inch five spoke alloy wheels came shod with Bridgestone Potenza tyres.
A 72-litre fuel tank was fitted in the boot floor.
Options
Options included a Nismo-branded 260kmh speedometer, three-inch cat-back exhaust system, a front suspension strut brace, sports shock absorbers, 17-inch alloy wheels and a rear spoiler with built-in third brake light. A stereo could be re-instated.
Weight / Performance
Overall, the Nismo GT-R weighed 1400kg which was 30kg less than the standard GT-R.
Performance figures were officially unchanged. Top speed remained limited to 112mph (180kph) or 165mph once derestricted. 0-62mph took 5.6 seconds.
Production
Although it was unveiled in February 1990, production of the Nismo GT-R had actually started in December 1989.
Homologation was approved on March 1st 1990, the same month production ended.
Competition History
The Group A R32 GT-R made its competition debut in the opening round of the 1990 Japanese Touring Car Championship at Sugo three weeks later.
Thanks to the Calsonic-backed Hoshino Racing squad and the Reebok-backed Hasemi Motorsport team, the GT-R won every round that season.
Nissan convincingly took the title and, between 1990 and 1993, the GT-R completely dominated Group A touring car racing in both Japan and Australia.
From 1994, the Japanese Touring Car Championship adopted Super Touring regulations which made the GT-R obsolete.
However, in 1993, Nissan had started to campaign modified Group A GT-Rs in the inaugural Japanese GT Championship. Nissan won the championship in 1993, 1994 and 1995 before being dethroned by the arrival of works-supported McLaren F1 GTRs for the 1996 season.
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
