Guide: Nissan R33 Skyline GT-R
Background
The unexpected popularity of Nissan’s R32 Skyline GT-R meant a successor was a certainty.
The original plan had been to build sufficient R32 GT-Rs to meet the homologation requirement for Group A. That meant a production run of 5000 units over a twelve month period. However, between August 1989 and November 1994, Nissan sold nearly 44,000 examples, despite the car being a Japanese Domestic Model only.
Aside from the 240Z / Fairlady Z, no single model in the company’s history had such an invigorating effect.
Thanks to its handsome looks, supercar-rivalling performance, competition prowess and almost limitless tuning potential, the R32 GT-R transformed Nissan’s image and attracted a new generation of customers.
The R32 GT-R proved so dominant in Group A Touring Car racing that the category was eventually abandoned. Nissan obliterated the opposition in Japan and Australia which led organisers to adopt regulations that excluded the GT-R.
When this occurred, the car proved equally at home in the new-for-1994 Japanese GT Championship.
A prototype R33 Skyline GT-R was unveiled at the Tokyo Motor Show in October 1993.
Production started 15 months later in January 1995.
With a twin turbocharged straight six engine plus four-wheel drive and all kinds of advanced technology, the R33 GT-R followed precisely the same approach as its legendary predecessor.
Unlike the R32, the R33 was not built for the purpose of homologation and the new model would never compete in Touring Car racing. It did go on to prove equally effective in the Japanese GT Championship though, and an even more highly modified GT1 version raced successfully at Le Mans in 1995 and 1996.
Chassis
The R33’s thoroughly revised unitary steel chassis had a wheelbase extended from 2615mm to 2720mm.
It was torsionally stiffer than before thanks to floor, sill, B-pillar and rear seat panel reinforcements.
Strut braces were now installed at both ends as well.
The fully independent multi-link suspension was derived from the R32. In comparison, this latest GT-R was configured with greater camber stiffness up front thanks to a new two-arm design for the front upper multi-link unit. It also had greater provision for suspension travel at the rear.
To increase steering precision, all the mounting points were beefed up. The R33’s poise was further enhanced by weight distribution improvements that most notably included the battery being moved to the trunk.
Nissan revised the ATTESSA E-TS full-time four-wheel drive system to factor in yaw rates and improve stability on rougher roads. The Super HICAS four-wheel steering was also overhauled.
Brakes were now supplied by Brembo in Italy. The ventilated discs were enlarged to 324mm diameter at the front and 300mm at the rear (a gain of 28mm and 3mm respectively).
Front calipers were four-piston type while two-piston calipers were used at the rear.
New 9 x 17-inch twin-spoke wheels replaced the 8 x 16s on the R32. They also came fitted with the latest low profile Bridgestone Potenza tyres.
The fuel tank was once again mounted in the boot floor. For this latest application, it was reduced in size from 72-litres to 65-litres.
Engine / Gearbox
The water-cooled RB26DETT engine used in the R33 was nearly identical to that found in the R32.
A dual overhead camshaft straight six with twin turbos and a light alloy four valve head, it displaced 2568cc thanks to a bore and stroke of 86mm and 73.3mm respectively.
Compression was the same as before (8.5:1) and it developed an otherwise unchanged 276bhp at 6800rpm.
Nissan had developed the GT-R engine to cope with much more power, but were bound by a gentleman’s agreement with their domestic rivals to limit engine outputs. This policy had been agreed in the late 1980s to satisfy the safety concerns of the Japanese Automobile Manufacturers Association.
Of the relatively few changes made to the RB26DETT engine in its transition to R33 trim, one significant development saw turbos with new ceramic internals fitted.
The standard boost setting rose from 0.75 bar to 0.85 bar.
An improved intake camshaft was also fitted that upped the torque rating from 260lb-ft to 271lb-ft at 4400rpm.
The weak oil pump drive collar in the R32 engine was widened as this had been found to fail in high power applications.
Transmission was via the ATTESSA E-TS permanent four-wheel drive system with a five-speed manual gearbox, multi-plate hydraulic clutch and limited-slip differential. The only update made to the R33 was stronger gear synchros.
Bodywork
A little wider, longer and taller plus smoother and more rounded than its predecessor, Nissan gave the R33 an extremely successful cosmetic makeover for the mid-to-late nineties.
Aside from the doors, bonnet and roof, none of the GT-R’s body panels were interchangeable with the rest of the R33 range.
Redesigned bumpers and side skirts were developed.
Widened fenders covered the bigger wheels and tyres.
The GT-R also came with a custom aero kit that comprised a deep front spoiler and four-way adjustable rear wing.
Despite its aggressive spoilers, the R33 GT-R benefited from an appreciably lower drag coefficient: down to 0.35 from 0.40.
Interior
In line with the R33’s smooth exterior, the interior surfaces were further refined over the R32.
A greater attempt was made to integrate the main instrument binnacle and central control panel, but once again, the entire dash was formed from the kind of cheap hard plastic used in most Japanese cars.
A four-spoke airbag steering wheel was now standard. Behind it, the main instrument binnacle housed large read outs for road and engine speed plus smaller gauges for oil pressure, water temperature and fuel.
Three additional read outs for torque split, oil temperature and turbo boost were located on the centre console.
New mono-form bucket seats with integrated head rests were upholstered in special Tricot seat fabric.
Standard equipment included air-conditioning, power-assisted steering, electric windows, electric mirrors and a stereo.
Options
The options list included a cold weather pack, an upgraded Kenwood stereo and a passenger airbag. Buyers could also opt for full audio delete.
After the success of the V-spec package, which had been made available on the R32 GT-R mid-way through production, V-spec was available on the R33 GT-R from launch.
The V-spec upgrade added stiffer spring and damper rates, a lower ride height, a four-wheel independent channel anti-lock braking system and newer ATTESA E-TS Pro all-wheel drive with an Active Limited-Slip differential.
Customers could also order an N1 variant designed for domestic racing (covered separately).
In addition, through Nismo (Nissan’s official motorsport department), an enormous choice of factory approved speed parts were offered that enabled GT-R owners to enhance every aspect of their car.
Weight / Performance
The base model weighed in at 1530kg and the V-spec was 10kg heavier.
The 100kg gained over the R32 was primarily down to the R33’s reinforced chassis, but performance figures were unaffected.
Top speed was limited to 155mph and 0-62mph took the same 5.6 seconds as before.
The additional torque on offer did see a slight improvement in mid-range flexibility.
Production Begins & Nurburgring Record
GT-R production started in January 1995.
Later that year, the factory sent a V-spec example over to Germany to try and set a Nurburgring production car lap record.
GT-R chassis 000055 was equipped with an aluminium rollcage, but otherwise remained standard.
Driven by Motoharu Kurosawa, the new R33 GT-R set a record time of eight minutes and one second (around 20 seconds faster than an R32).
Early Production Changes
In January 1996, the first across-the-board changes were made when dual airbags became standard and a new steering wheel design was added to the options list.
R33 Skyline GT-R LM Limited
Later in 1996, Nissan launched an LM Limited special edition to celebrate their participation in the Le Mans 24 Hours.
GT1-class R33 GT-Rs had contested the race in both 1995 and 1996 achieving overall placings of 10th and 16th respectively.
Available from May 1996, the GT-R LM Limited came in one colour: Championship Blue.
Special enhancements included N1 brake cooling ducts in the front bumper, an N1 intake lip for the leading edge of the bonnet, a carbonfibre central element for the rear spoiler and commemorative decals on the C-pillars.
188 were produced: 86 in base spec. and 102 in V-spec.
Later Production Changes
More changes were made to further stiffen the GT-R in February 1997 when reinforcement brackets were added to the brake pedal area and a new rear suspension member was introduced.
The headlamps were upgraded to HID units, a rear fog light was installed and a bigger front lip spoiler with integral air intakes was also fitted.
UK Version
During the course of 1997, 97 V-spec cars were modified by Middlehurst Nissan in the UK.
Sold under Single Vehicle Type Approval rules, the GT-R was approved for sale once a few modifications were carried out to bring it into line with UK regulations.
Changes included a 180mph speedometer, modified bumpers and additional coolers for the gearbox, rear differential and transfer box.
Middlehurst also offered an expensive Connolly leather upholstery option.
End of Production
R33 GT-R production ended in November 1998 by which time over 16,000 had been built, all of which were right-hand drive.
This figure comprised 9340 base spec. GT-Rs (including 41 to LM Limited trim).
There were also 6751 V-spec GT-Rs (including 86 to LM Limited trim and 97 UK variants).
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
