Guide: Nissan R33 Skyline GT-R Nismo N1
Background
Like the R32 GT-R, the new-for-1995 R33 variant was available in a choice of different specifications.
Least expensive of these was the base model R33 GT-R which nevertheless offered scintillating performance in a package practical and reliable enough for everyday use.
The pricier option was to go for the GTR V-spec which added stiffer spring and dampers, a lower ride height, a trick anti-lock braking system and uprated ATTESA E-TS Pro all-wheel drive with an Active Limited-Slip differential.
Together, these two mainstream variants and their assorted special editions accounted for over 98% of R33 GT-R production.
The remainder constituted a rarely seen and relatively little known Nismo N1 derivative built in a similar vein to the R32 GT-R Nismo RA: lightened, simplified and with an enhanced, more tuneable engine.
The Nismo N1 was introduced alongside the standard GT-R and GT-R V-spec in January 1995. It was based on the V-spec platform and ranked as the most expensive off-the-shelf R33 available.
Unlike its R32-based predecessor (which had been conceived for Group A touring car racing), this latest Nismo hot rod was created so GT-Rs could run in the fiercely contested Japanese GT Championship.
This burgeoning series (officially dubbed the All Japan Grand Touring Car Championship) had first been organised for the 1993 season. It initially gave the R32 a lifeline after most major touring car championships ditched the Group A format in favour of new sub-two-litre Super Tourer regulations.
The inaugural Japanese GT Championship was won by Masahiko Kageyama in his Calsonic-backed Hoshino Racing R32. Kageyama then won it again in 1994.
A fully-fledged competition version of the R33 based on the Nismo N1 would be ready for the beginning of the 1995 season.
Engine / Gearbox
Arguably the most significant upgrades applied to the N1 were engine-related.
Nismo added a range of special equipment to include turbochargers with metal instead of ceramic turbines, altered cam profiles, reinforced areas around the cylinder head bolts, improved connecting rod bearings, thicker piston second land (increased from 4mm to 4.6mm), thinner piston ring gaps on top and second (reduced from 1.5mm to 1.2mm), a reinforced air inlet housing and a water pump with larger vanes.
An air-cooled oil cooler for the engine was also added.
N1 engine blocks were stamped 24U to differentiate them from regular iterations of the RB26DETT motor.
Aside from running increased boost (0.85 bar instead of 0.75 bar), ceramic internals for the turbos (ditched for the N1), an improved intake camshaft and reinforced oil pump drive collar, the power unit used by the R33 was broadly similar to the outgoing R32.
It was a dual overhead camshaft straight six with twin turbos and a light alloy four valve head. Displacement was 2568cc thanks to a bore and stroke of 86mm and 73.3mm respectively.
The compression ratio was the same as before (8.5:1) and it officially developed an otherwise unchanged 276bhp at 6800rpm. However, this was something of a ruse to comply with a gentleman’s agreement Nissan had made with their domestic rivals to limit engine outputs and satisfy the safety concerns of the Japanese Automobile Manufacturers Association. In reality, most GT-R engines (and especially these hot N1 units) pumped out closer to 300bhp.
Transmission was via the ATTESSA E-TS Pro permanent four-wheel drive system used by the V-spec. This ran in conjunction with a five-speed manual gearbox, a multi-plate hydraulic clutch and an Active limited-slip differential (which was another V-spec enhancement).
Bodywork
The N1 was available in just one colour: White.
To save weight, the rear wiper was removed along with the heated rear window element.
Special equipment included an adjustable central plane for the rear spoiler, a custom air guide and trick undertray, all of which were fashioned from carbonfibre.
Compared to its predecessor, the R33 was slightly bigger, but it had a much smoother profile which resulted in a 0.35 drag coefficient (down from 0.40).
Aside from the doors, bonnet and roof, none of the GT-R’s body panels were interchangeable with the rest of the R33 range. It came with special bumpers, deep side skirts, wider fenders and a custom aero kit that comprised a deep front spoiler and four-way adjustable rear wing.
Interior
The weight-saving theme continued inside; each N1 was built without air-conditioning, an audio system, boot carpet or passenger side vanity mirror. Power-assisted steering, electric windows and electric mirrors were retained along with Tricot fabric for the high-backed mono-form bucket seats.
Behind the four-spoke airbag steering wheel was the main instrument binnacle which 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.
The dash assembly was formed from the kind of cheap hard plastic used in most Japanese cars of the period.
Chassis
As it was not legal for competition use, the N1 was not equipped with ABS. Like the regular V-spec, it came with stiffer spring and damper rates and a lower ride height than the entry level GT-R.
Each R33 was based around a pressed steel bodyshell with a 2720mm wheelbase.
Suspension was via a fully independent multi-link arrangement with strut braces front and rear.
State-of-the-art Super HICAS four-wheel steering was fitted.
Brakes were supplied by Brembo. The ventilated discs installed had a 324mm diameter up front and 300mm diameter at the rear. Front calipers were four-piston type while two-piston calipers were used at the rear.
9 x 17-inch twin-spoke wheels came shod with the latest low profile Bridgestone Potenza tyres.
A 65-litre fuel tank was mounted in the boot floor.
Options
Through Nismo’s range of dealer fit options, buyers could enhance their car with a range of extras. Among the most popular were transmission, differential and transfer oil coolers.
Weight / Performance
Thanks to its trimmed down equipment level, the N1 tipped the scales at 1500kg compared to 1530kg for the base GT-R and 1540kg for the V-spec.
Officially, performance figures were unchanged: top speed was limited to 155mph and 0-62mph took 5.6 seconds.
End of Production
N1 production ran from January 1995 to November 1998.
Precisely how many cars were produced is unknown; a figure between 200 and 300 seems likely, all of which were right-hand drive.
Competition History
As had been the case in 1993 and 1994, Masahiko Kageyama was crowned the premier Japanese GT1 class champion for 1995 driving his Calsonic-backed Hoshino Racing R33 GT-R.
The arrival of McLaren’s F1 GTR for 1996 disturbed the normal order of things, after which a TOM’s Toyota Supra won in 1997.
The R33 had a final flourish in 1998 when Erik Comas and Masami Kageyama were crowned champions in a Penzoil-backed works entry from Nismo.
The new R34 variant then took over for the 1999 season.
Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com
