Guide: The Phantom - a Historical & Technical Appraisal of the Nissan KPGC-110 Skyline 2000 GT-R

<<<NISSAN PORTAL

BACKGROUND

In September 1972 Nissan began production of a fourth generation Skyline: the C110.

From a styling perspective, this latest Skyline appeared more Americanised than its predecessor while three body styles were once again offered: a four-door Sedan, a two-door Coupe and a five-door Station Wagon (the latter also available as a van).

Mechanically, the new range borrowed heavily from its C10 predecessor with customers initially offered a choice of single overhead cam petrol engine in 1.6, 1.8 or 2-litre trim.

However, that was not quite the extent of the C110 range as, for a few brief months during early 1973, Nissan also produced a hot GT-R version to replace the four-door PGC-10 (1968-1970) and the two-door KPGC-10 that succeeded it (1970-1972).

As a consequence of an advanced technical specification, stellar performance and absolute domination of the Japanese racing scene, these first two iterations of the fabled GT-R had done wonders for Nissan’s domestic image, despite relatively modest production runs.

Indeed, barely 2000 examples of the GT-R had been produced between 1968 and 1972, but the impact these heavily uprated homologation specials had at home was arguably as significant as the 240Z’s international impact; a record of 50 consecutive wins for the PGC-10 and KPGC-10 meant Nissan was legitimately able to position itself as Japan’s premier manufacturer of high performance road-going machinery which helped sprinkle a little stardust on the rest of the company’s range.

The third instalment of the GT-R theme, the KPGC-110, was unveiled at the Tokyo Motor Show in October 1972 where it received a positive reception. In addition to its brand new look (enhanced with brawny over fenders and a custom aero kit), perhaps the most significant technical advancement over prior examples was the addition of disc brakes all round (previous GTRs had run drum-type units at the rear).

Initially, Nissan was optimistic the KPGC-110 (available exclusively in Coupe trim) would continue where its predecessors had left off in terms of both sales and racing success. However, things soon took a turn for the worse and any such plans were quickly abandoned despite the new machine having the same technical merits as its esteemed forebears.

CHASSIS

Each of these latest GT-Rs started life as a standard steel two-door C110 monocoque bodyshell. In typical fashion, this fourth generation Skyline was a little larger than earlier versions in every respect. The wheelbase was extended by 40mm (from 2570mm to 2610mm).

Fully independent suspension was via MacPherson struts up front and semi-trailing arms at the rear. Compared to other models in the C110 range (and like its predecessors), 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 now fitted all round.

Black-painted 14 x 6-inch steel wheels were fitted without hub caps to save weight.

Compared to the outgoing GT-R, track on this latest variant was 20mm wider up front and 10mm wider at the rear.

Instead of the long-rang 100-litre fuel tank fitted over the rear axle on earlier GT-Rs, the KPGC-110 is understood to have adopted a 55-litre item from the regular C110 range.

ENGINE / TRANSMISSION

The KPGC-110’s S20 engine was identical to those units found in the PGC-10 and KPGC-10 versions that came before and thus derived from the Prince GR-8 unit conceived for the R380 Group 6 Prototype.

The S20 motor incorporated 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.

Each engine tipped the scales at 199kg.

Peak output was 160bhp at 7000rpm and 130lb-ft at 5600rpm.

Transmission was through a five-speed manual gearbox with dry single-plate clutch and limited-slip differential.

BODYWORK

Whereas the standard fourth generation Skyline Coupe looked somewhat under-wheeled, particularly at the back where chunkier bodywork gave the car a heavier, more substantial profile, a series of exclusive GT-R upgrades transformed its appearance to that of a better balanced baby muscle car.

Compared to the otherwise range-topping 2000 GT-X Coupe, the GT-R featured a simplified nose aperture treatment with a basic mesh grille inboard of the headlights, black instead of chrome fender-mounted exterior mirrors, GT-R badges mounted on the nose and tail and an R-badged dummy fuel filler cap on the right-hand sail panel. Also present were riveted satin black over fenders as introduced on the outgoing KPGC-10 and a full width flush-fitting body colour rear spoiler.

Dimensionally, this latest GT-R was 30mm longer, 30mm wider and 10mm taller than the KPGC-10 that came before.

Body panels were fashioned from steel with plastic resin used for the mirror casings, over fenders and rear spoiler.

INTERIOR

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Inside, every aspect of the fourth generation Skyline had been completely redesigned.

All the instrumentation was now housed side-by-side in a seven-gauge hooded binnacle. Unique to the GT-R was a custom 10,000rpm rev counter and 240kph speedometer. The five smaller read outs located alongside (water and oil temperature, oil pressure, fuel and the clock) were imported from the regular Skyline.

Also carried over was the GT’s three twin-spoke leather rimmed steering wheel albeit with red instead of black-backed ‘S’ insignia horn push. A matching red-backed badge was also added to the wooden gear knob. The normally wooden instrument binnacle and centre console inserts found on the regular Skyline were switched to natural aluminium for the GT-R.

Arguably the GT-R’s most special feature was its fixed-back bucket seats with adjustable headrests.

Aside from the leather trimmed steering wheel rim / gear gaiter and carpeted floors / sidewalls, upholstery was a mix of smooth and wrinkled black vinyl leatherette.

OPTIONS

Optional extras were limited to air-conditioning, an audio system and a handsome new set of rarely seen alloy disc wheels.

WEIGHT / PERFORMANCE

At 1145kg the KPGC-110 weighed in 45kg heavier than its predecessor.

As a consequence of its slightly different gearing, Nissan quoted the KPGC-110 with a 0-62mph time of 8.9 seconds (down from 9.6) and a top speed of 119mph (down from 133mph).

END OF PRODUCTION

Within days of the KPGC-110’s launch at the 1972 Tokyo Motor Show, Nissan decided to quit top flight motor racing in an official capacity, even though a competition version of the new GT-R had also been displayed alongside its road-going sister. Instead, seeing which way the economic wind was blowing, the company elected to switch focus to anti-pollution technology and improved fuel efficiency.

As a consequence, Nissan management thought there was no longer any point to offering an ultra high performance derivative of the Skyline and, after just four months in production, the KPGC-110 was dropped.

That was the official story anyway.

However, some respected sources believe the KPGC-110 was created solely to use up Nissan’s stock of leftover S20 engines...

Either way, just 197 were built between January and April of 1973, and the GT-R moniker would not return until 1989 with the eighth generation R32.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com & RM Sotheby’s - https://rmsothebys.com/

One to Buy: 52,000km 1972 Nissan KPGC-10 Skyline 2000 GT-R

<<<NISSAN PORTAL
<<<ONE TO BUY PORTAL
<<<BINGO SPORTS PORTAL

At the Tokyo Motor Show in October 1970, Nissan replaced the original four-door Skyline GT-R with a handsome new two-door Coupe: the KPGC-10.

In addition to its sportier appearance, the KPGC-10 was lighter and more agile than its predecessor thanks to a shorter wheelbase (reduced by 70mm).

The rest of the KPGC-10’s mechanical specification was carried over. Suspension was fully independent with disc brakes up front, drums at the back and a massive 100-litre fuel tank over the rear axle. In the engine bay was Nissan’s Prince GR-8 derived two-litre dual overhead cam straight six with its light alloy 24 valve head fed by a trio of Mikuni-Solex carbs. Transmission was through a special five-speed ‘box with single-plate clutch and limited slip differential.

KPGC-10 production ran for just two years during which time 1197 were completed, all of which were built in right-hand drive for the Japanese Domestic Market.

Only around 30% of these were completed in 920 White paint, one of which is currently on offer with Bingo Sports in Japan.

Having covered a little over 52,000km from new, this particular car has recently been re-painted and undergone a major service. It is thus presented in superb condition with the only deviation from standard being enlarged front wheelarches to accommodate wider wheels.

For more information visit the Bingo Sports website at: https://bingosportsworld.com/

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Guide: Nissan KPGC-10 Skyline 2000 GT-R

<<<NISSAN PORTAL
<<<KPGC-10 SKYLINE 2000 GT-R FOR SALE

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 / TRANSMISSION

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

Guide: Nissan R34 Skyline GT-R Nismo Z-tune - a Historical & Technical Appraisal

<<<NISSAN PORTAL

BACKGROUND

Having been founded in 1984 following the merger of Nissan’s Oppama and Omori competition departments, Nissan Motorsport International (Nismo) went on to achieve great things in various disciplines of circuit racing.

Most notably, Nismo created an array of championship-winning Group C cars and the Skyline GT-R which, once rule-makers had excluded it from the Group A Touring Car scene, became the platform of choice in Japanese GT racing.

Beyond the standard iterations of the road-going R32, R33 and R34 GT-R, Nismo developed further uprated N1 versions of each to homologate special parts for racing use. There was also the famous R33-based 400R of 1996 inspired by that year’s GT1 class Le Mans 24 Hour Skylines.

Unfortunately, a similarly enhanced 400R-style version of the R34 produced between January 1999 and August 2002 was never officially offered. Customers could of course equip their car with aftermarket parts from the Nismo catalogue, but R34 production came to an end without a true off-the-shelf super sports variant having been produced.

Unexpectedly, that changed 18 months after R34 production ended when the green light was given for a limited run of arguably the most extreme GT-R road cars yet seen.

Built to celebrate Nismo’s 20th anniversary, the R34 Skyline GT-R Nismo Z-tune was developed out of an R34-based concept that first broke cover in the year 2000. That formidable Z1-engined machine had debuted at Mount Fuji during the Nismo festival on November 26th 2000 where it won the Tuners’ Battle contest.

Powered by an enlarged 2.8-litre Z1 engine with circa 600bhp and a most comprehensive list of upgrades, the car was subsequently refined over the next couple of years to transform it into a suitable road-going machine. This involved much attention to the ride, interior, engine durability and emissions compliance, during which time the engine evolved to Z2 specification.

An intensive R&D programme culminated with a visit to the Nurburgring in mid 2003 after which Nismo was given permission to build a run of 20 cars to celebrate their 20th anniversary.

By this time, the R34 GT-R had been out of production for the best part of a year so Nismo began the hunt for suitable donor cars: standard JDM V-Spec examples were sought with no body damage and less than 30,000km on the odometer.

Back at Nismo’s Omori facility, each car was stripped back to a bare shell and rebuilt from the ground up.

The Z-tune GT-R was publicly announced on January 14th 2005 with a price around double that of the original V Spec. The first customer cars were delivered shortly afterwards.

ENGINE / TRANSMISSION

The Z-tune’s hand-built Z2 straight six engine used a GT500-derived RRR cast-iron block which, thanks to its thicker cylinder walls, offered improved strength and rigidity.

Compared to the standard RB26DETT motor, Z2 engines had their cylinder bores enlarged by 1mm (to 87mm) and stroke extended by 4mm (to 77.7mm). Displacement was 2771cc which represented a gain of 203cc.

Nismo added new lightweight forged pistons with cooling channels, a long stroke GT500-derived crankshaft (forged and fillet roll machined), GT connecting rods made from SNCM 439 refined steel (for light weight and maximum strength) and a baffled oil sump plate.

The machined dual overhead camshaft 24 valve cylinder head featured combustion chambers that were optimised for volume and profile. Camshafts optimised for lift and valve timing were installed along with a metal head gasket plus a Nismo GT plenum with uprated intake manifold. A new silver grey cam cover featured both Nismo and Z2 branding.

A pair of heavy-duty IHI turbochargers were developed specially for the Z-tune along with large diameter polished turbine outlet pipes. Cooling was significantly improved thanks to a Nismo intercooler, an upgraded radiator and a pair of additional front-mounted oil coolers installed on either side of the intercooler. Integrated underneath the Z-tune’s hood was a special intake system which fed fresh air to the airbox from the nose aperture between the headlights.

Other special equipment included high-flow fuel injectors, an uprated fuel pump and a new Weldina NE-1 catalysed exhaust system fashioned mostly from titanium (just the front tube was fabricated from stainless steel).

The engine management software was re-mapped which allowed the Z2 motor to rev to 8000rpm.

An 8.5:1 compression ratio was carried over from the standard R34 GT-R.

Peak output was 500bhp at 6800rpm and 398lb-ft at 5200rpm. For comparison, the original R34 GT-R produced 276bhp at 6800rpm and 289lb-ft at 4400rpm.

Transmission was through the R34’s Getrag V160 six-speed manual gearbox, a new Super Coppermix twin-plate clutch, a carbonfibre driveshaft and the V Spec’s ATTESSA E-TS Pro four-wheel drive system with mechanical LSD up front, active LSD at the rear and re-rated traction control system. Additional transmission and rear differential coolers were also installed, each with their own temperature-activated electric pumps.

CHASSIS

To beef up the R34’s steel bodyshell, Nismo added extra spot welding and strategically located carbonfibre-reinforced polymer (CFRP). CFRP was added to the front suspension turrets, the floorpan, central tunnel and in the trunk. A Z-tune-branded titanium brace was installed between the front strut towers.

As per the standard R34 GT-R, suspension was via a fully independent multi-link arrangement with anti-roll bars at either end.

The Z-tune was further enhanced with re-calibrated suspension and camber settings, an extremely expensive set of three-way adjustable Sachs racing dampers, thicker anti-roll bars and harder rubber bushings.

Stopping power was significantly improved thanks to bigger discs and beefier calipers.

The original 324mm diameter front discs and four-piston calipers were switched to 365mm two-piece discs with six-piston monobloc calipers. At the back, the 300m discs with twin-piston calipers made way for 355mm single piece discs with forged four-piston calipers. Uprated pads and hoses were also installed.

Unique black-painted Rays LM GT4 GT500 18 x 9.5-inch wheels were half-an-inch wider than standard and came shod with Bridgestone Potenza RE-01R tyres.

A standard 65-litre fuel tank located under the trunk floor was retained.

BODYWORK

Most of the GT-R Z-tune’s exterior upgrades were designed to optimise airflow.

Nismo fitted a new CFRP front bumper with bigger brake and radiator intakes, larger side vents and an exposed carbonfibre chin splitter. Underneath was a new CFRP panel to smooth airflow beneath the car.

The original hood was switched for a GT500-style CFRP item with five massive central vents. The underside incorporated that aforementioned CFRP intake for the airbox.

New front fenders were also fashioned from CFRP and subtly flared to accommodate those wider Rays wheels.

Deep side and rear skirts were fabricated from ABS resin.

The discrete rear wheelarch flares and new rear spoiler flap were CFRP.

At the back of the car was a subtly modified rear apron. Unlike the regular V Spec upon which these cars were based, the Z-tune did not retain a carbonfibre diffuser.

INTERIOR

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To add a touch of luxury, each Z-tune was re-trimmed with black leather and red alcantara upholstery.

Red alcantara was used for the seat centres and door panel inserts. The new three-spoke steering wheel (with Nissan instead of GT-R branding) was trimmed in a mix of black and red alcantara with red stitching. The centre front armrest and handbrake lever were black leather with red stitching.

New white faced Nismo-branded instrumentation comprised large read outs for the 11,000rpm tachometer and 320kmh speedometer flanked by small gauges for fuel level and water temperature.

A new titanium gear knob was also installed and each car was supplied with a carbonfibre Z-tune-branded briefcase.

OPTIONS

Optional extras were fairly limited and Nismo only officially offered one paint colour: KY0 Z-tune Silver. However, one customer (the owner of what became chassis 010) managed to convince Nismo to retain his car’s original LX0 Midnight Purple III paint.

Buyers could request Bridgestone RE55S semi-slick tyres, factory collection at Nismo’s headquarters and a circuit support package where two Nismo mechanics would carry out pre and post-event inspection / maintenance.

WEIGHT / PERFORMANCE

Although the Z-tune specification included much CFRP, this was offset by the beefed up Z2 engine and more luxurious interior. As a result, weight was officially quoted at 1600kg compared to 1560kg / 1580kg for a standard V Spec in Series 1 / Series 2 trim respectively.

Despite this slight gain, performance figures were on another level to the regular GT-R.

Top speed went from an electronically limited 156mph to 203mph while the 0-62mph time dropped from 5.4 seconds to 3.8 seconds.

PRODUCTION

The prototype Z-tune, chassis BNR34P-001, was followed by a further 19 cars numbered R34-Z-001 to 019.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com

Guide: Nissan PGC-10 Skyline 2000 GT-R - a Historic & Technical Appraisal

<<<NISSAN PORTAL

BACKGROUND

On August 1st 1966, Nissan finalised their acquisition of the Prince Motor Company in a deal that had first been announced during May 1965.

Outside of Japan, Prince was little known, but domestically it had produced a range of highly regarded models. Of these, the four cylinder Skyline (a mid-range Sedan / Coupe) and Gloria (a range-topping Sedan / Station Wagon) were the firm’s most famous models.

Prince was also an enthusiastic motor sport participant which led to the creation of some exciting high performance machinery.

First of these to arrive was the S54 Skyline 2000 GT homologation special in May 1964 to which Prince fitted the G-7 engine from the Gloria S41. As all other Skylines used four cylinder engines, the S54 needed a 200mm wheelbase extension to accommodate the straight six G-7 engine.

While the S54 proved successful in racing, Prince really wanted to compete with the out-and-out European Prototypes that routinely took the honours in Japan’s biggest races.

What emerged was the R380, a Group 6 Prototype with which Prince claimed first, second and fourth in the 1966 Japanese Grand Prix at Fuji having already set a number of speed records in late 1965. The R380 was powered by Prince’s all bells and whistles GR-8 two-litre straight six derived from the S54’s G-7 unit.

By this time, Prince had already begun work on their third generation Skyline dubbed the C10. However, as a result of the impending takeover, the C10 would make its debut as a Nissan.

The C10 was launched in 1968 as a four-door Sedan and Station Wagon with a choice of 1.5 or 1.8-litre inline four cylinder engines and a two-litre straight six.

Two months later (in October) a high performance version dubbed the Skyline 2000 GT-R was unveiled at the Tokyo Motor Show. Code-named PGC-10, it became the origin for the GT-R story.

In the engine bay was a state-of-the-art commercial adaption of the R380’s straight six engine which Nissan had continued to develop throughout the 1967 and ‘68 seasons.

Production began in February 1969 and the GT-R was sold exclusively as a Japanese Domestic Model (JDM) through the Nissan Prince Store chain.

Over the next two seasons, the Skyline GT-R would become the platform of choice for Japanese Touring Car racing.

CHASSIS

The GT-R was based on a steel platform chassis with 2640mm wheelbase as per the six cylinder C10 2000 GT. It had a conventional front-engine rear-drive layout.

Fully independent suspension was via MacPherson struts up front and semi-trailing arms at the rear. For the GT-R, shorter, stiffer springs were fitted along with firmer dampers and an anti-roll bar at either end. The effect was a car with a lower ride height and much-improved handling.

Disc brakes were fitted up front with drums at the rear.

Black-painted 14 x 6-inch steel wheels were bereft of any hub caps.

Unlike the 2000 GT (which used a 50-litre fuel tank), the GT-R came with a massive 100-litre cell mounted over the rear axle.

ENGINE / TRANSMISSION

Instead of the single overhead cam L20 straight six fitted to the 2000 GT (which was itself downgraded in October 1968), the GT-R came with one of the most advanced sub two-litre engines available at the time.

Its 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 latest 1998cc 2000 GT with its single overhead camshaft, two valves per cylinder, single carburettor and 9.0:1 compression ratio 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

From the outside, Nissan added a few subtle details that distinguished the GT-R from lesser Skylines.

It came with red-backed GT-R badges front and back, bullet-type fender-mounted mirrors, lightweight bumpers without rubber overriders and no rubbing strip along the sills. When combined with its hunkered down appearance and purposeful black wheels, the GT-R looked a far sportier proposition than the 2000 GT.

The C10 was designed by Shinichiro Sakurai who adopted a conventional ‘three-box’ approach to its styling. This led to the car quickly acquiring its ‘Hakosuka’ nickname which combined the Japanese word for box (Hako) with the pronounced abbreviation of Skyline (Suka).

Sakurai incorporated a number of pleasing elements to C10 including pronounced front fender tops, intricately contoured flanks and a full with front aperture that housed twin headlight assemblies per side. A similar treatment was mimicked on the tail where Sakurai added a satin black fascia.

INTERIOR

Compared to the 2000 GT, the GT-R came with several special cockpit features.

They included fixed-back bucket seats with ribbed basket-weave centres, a 10,000rpm rev counter (instead of 8000rpm), a black leatherette rim for the three-spoke steering wheel (instead of wood) and red instead of black badges for the steering wheel and gear lever.

Everything else was pretty much the same.

Directly behind the steering wheel were large read outs for road and engine speed in between which were small water temperature and oil pressure gauges. An ammeter and fuel read out were mounted on the centre console above a plated metal 2000 GT script. Housed centrally in the main dash was the radio, a clock, the ventilation controls and an ashtray. Off to the right was a lockable glovebox with plated metal Skyline script.

Wooden dash and centre console inserts matched the gear knob. Upholstery was black vinyl.

Manual window winders were fitted all round.

OPTIONS

To save weight, customers could opt not to have an audio system installed. A passenger-side head rest was also available.

WEIGHT / PERFORMANCE

The C12 Skyline GT-R weighed in at 1120kg and had a 124mph top speed.

0-62mph took 9.8 seconds.

PRODUCTION CHANGES

Only a few changes were made during the GTR’s production run.

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The horizontal nose intake located between the sidelights was opened up and Lucas fuel-injection became an option.

END OF PRODUCTION

Production stopped in October 1970, by which time 832 GT-R’s had been built, all of which were right-hand drive cars built for the Japanese Domestic Market.

The PGC-10 four-door Sedan subsequently made way for a lighter, more agile two-door short wheelbase Coupe dubbed the KPGC-10 2000 GT-R Hardtop (covered separately).

COMPETITION SUCCESS

The GT-R made its competition debut on May 3rd 1969 in the 30 lap JAF Grand Prix race at Fuji where Nissan works driver Takamichi Shinohara took the 210bhp car’s maiden win.

Ten more races followed during the course of the ‘69 season and the GT-R won them all. Six of the car’s victories came at the hands of the factory team with the remaining five achieved by privateers.

In the GT’R’s seventh outing (the Japanese Grand Prix at Fuji on October 10th), Nissan introduced a fuel-injected 230bhp engine. That particular event, arguably the most important of the year, was won by Takatoshi Teranishi in another works machine.

1970 saw the GT-R’s domination continue. It ultimately racked up another 24 consecutive wins without that year followed by another in the opening race of 1971. All-in-all, the PGC-10 accumulated 36 straight wins by the time it was retired in favour of the two-door KPGC-10 variant.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com

Guide: Nissan R33 Skyline GT-R Nismo N1 - a Historical & Technical Appraisal

<<<NISSAN PORTAL
<<<R33 SKYLINE GT-R NISMO N1 FOR SALE

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 / TRANSMISSION

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.

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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

Guide: Nissan R33 Skyline GT-R LM Nismo - a Historical & Technical Appraisal

<<<NISSAN PORTAL

BACKGROUND

Two key factors led to the transformation of sports car racing in the early 1990s.

As the 1980s drew to a close, the cost to compete in the World Sportscar Championship began to rise inexorably. New regulations needed expensive new cars and, one by one, privateer teams were forced out.

Not unexpectedly, the 1993 World Sportscar Championship was abandoned before it started owing to insufficient manufacturer interest.

Meanwhile, a year or so earlier, the less costly discipline of GT racing had begun a tentative revival.

Up until the early 1990s, the prevalence of comparatively inexpensive Group C customer Prototypes meant much slower GT-based series had all but died out. The failure of Group B circuit racing meant that, between 1986 and 1991, the international GT scene was practically non-existent.

Throughout this period, Nissan campaigned top flight Prototypes.

Their Group C programme began in 1985; it produced a series of spectacular vehicles and culminated in Nissan winning the 1990, 1991 and 1992 All Japan Sports Prototype Championships.

In conjunction with their official North American motorsport partner, Electramotive Engineering, Nissan also won the IMSA GTP championship for three consecutive seasons in 1989, 1990 and 1991.

The successful reboot of the Grand Touting class was the direct result of an imploding Prototype racing scene. GT racing’s low participation costs at a time when money was tight proved highly attractive. Easy-to-meet homologation requirements quickly led to a range of well priced cars being offered.

Burgeoning national GT series in Britain, Italy and Germany were joined by the international BPR series from 1994. Like the BPR organisers, the governing body that oversaw the annual Le Mans 24 Hours (the Automobile Club de l’Ouest), cut GT class homologation requirements to just a single road-going iteration of the proposed racing variant.

Over the next few years, myriad GT specials were produced by manufacturers wanting to participate.

One of those was Nissan who, for 1995, decided to race a specially tuned R33 GT-R in the GT1 class at la Sarthe.

Nissan had already created a version of the new-for-1995 R33 GT-R to contest that year’s Japanese GT Championship so a spin off model for Le Mans would be a comparatively straightforward undertaking. A single road-going street version would be built in order to qualify for the GT1 class.

The R33 GT-R LM emerged from NISMO (NISsan MOtorsports) in the spring of 1995. It was then flown out to England to gain European type approval. This proved straightforward and the one-off silver car was UK registered M828 VWL on March 21st.

BODYWORK

Nismo created the GT-R LM primarily to homologate a wide-bodied racing variant for the GT1 class.

Aside from the roof, doors, glass and rear light assemblies, everything was new; what emerged looked like a modern interpretation of a Group 5 car from the late seventies Silhouette era.

The simplified front bumper retained the GT-R’s trademark rectangular ducts. Underneath was a new apron with three further massive intakes. As the new front fenders were re-profiled at their leading edge, the indicators had to be moved down to the bumper.

A new front hood featured a large but shallow power bulge.

The front and rear fenders were dramatically widened in order to accommodate the biggest possible wheels and tyres for racing.

Deep side skirts were vented and ducted.

A fairly standard looking rear spoiler was mounted on a trunk lid that had been reconfigured to integrate with the heavily flared rear fenders.

The rear bumper assembly was completely new. Shrouding the lower apron was a massive extension that would enable the racing variants to accommodate more effective underbody venturis.

At 1888mm, the GTR-LM was 108mm wider than a standard GT-R. It also stood 60mm lower.

CHASSIS

Although the base model GT-R’s advanced underpinnings represented a very good platform for GT racing, Nismo made two key changes.

Firstly, the suspension was switched from a multi-link layout to double wishbones all round. The suspension was fully adjustable with new springs and dampers and beefier strut braces. The unitary steel chassis was modified to suit.

Secondly, the four-wheel drive / four-wheel steer system was ditched in favour of a light weight rear drive / front steer set up.

The LM also came with handsome new split-rim wheels which, at an 18-inch diameter, were an inch taller than the standard GT-R.

Everything else was pure GT-R.

Brakes were supplied by Brembo in Italy. The ventilated discs had 324mm diameter at the front and 300mm diameter at the rear. Front calipers were the four-piston type while two-piston calipers were used at the rear.

A 65-litre fuel tank was mounted in the boot floor.

ENGINE / TRANSMISSION

The GT-R LM road car engine was rated as 300bhp at 6500rpm and 275lb-ft at 4500rpm.

By comparison, the standard R32 GT-R officially produced 276bhp at 6800rpm and 271lb-ft at 4400rpm. However, the gentleman’s agreement among Japanese manufacturers to limit output to 276bhp was being quietly flouted by a number of domestic car builders at the time. This included Nissan and most R33 GT-Rs left the factory producing closer to 300bhp than 276bhp.

It seems likely the GTR-LM would have been fitted with one of Nissan’s special N1 engines. These were designed for racing and tuning use; upgrades included metal instead of ceramic turbocharger turbines and various strengthening / cooling enhancements.

The N1 engine was in turn based on the standard water-cooled RB26DETT found in practically every GT-R of the era.

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.

Compression was the same as before (8.5:1).

The standard boost setting was 0.85 bar.

Transmission was to the rear axle only through a five-speed gearbox and limited-slip differential.

For Le Mans, the works GT1 race cars were fitted with air-restricted 400bhp engines and six-speed gearboxes (one manual and one sequential).

INTERIOR

The LM interior was lifted from the standard base model GT-R.

The only special additions were single-piece front bucket seats and a Nismo alcantara-rimmed three-spoke non-airbag steering wheel.

The front and rear seats were upholstered in black fabric with patterned grey and white centres.

Most of the upper cabin surfaces were formed from hard-wearing black plastic

As normal, 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.

Air-conditioning, power-assisted steering, electric windows, electric mirrors and a stereo were all supplied.

WEIGHT / PERFORMANCE

Despite the lack of a four-wheel drive system, at 1560kg, the GTR-LM was 20kg heavier than a V-spec R33 and 30kg heavier than the base model.

As normal, top speed was limited to 155mph and 0-62mph took 5.6 seconds.

SUBSEQUENT HISTORY

The GTR-LM was never marketed for sale and only one (silver) example was ever produced.

At the 1995 Le Mans 24 Hours, one of the cars in attendance finished tenth overall and fifth in the GT1 class. McLaren famously won the event with their own GT1 class F1 GTR.

The GT1 Skylines returned for 1996, after which Nissan decided to apoint TWR to create and run a scratch-built GT1 contender for 1997 (the R390).

Nissan have retained all their GT1-based R33 Skylines including the one-off GT-R LM road car.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com

Guide: Nissan R34 Skyline GT-R - a Historical & Technical Appraisal

<<<NISSAN PORTAL
<<<R34 SKYLINE GT-R FOR SALE

BACKGROUND

The re-introduction of the Skyline GT-R in 1989 proved to be one of Nissan's smartest decisions.

The GT-R moniker had disappeared in 1973 when Nissan abandoned their line of super high performance Skylines for commercial reasons. By this time, two different variants had been created (on the C10 and C110 platforms), both of which were conceived to demonstrate Nissan’s high performance credentials.

While the Skyline name subsequently stuck around, Nissan chose not to offer the C210, R30 or R31 models in GT-R trim. Instead, customers wanting the fastest, most powerful Nissans had to buy a Z car like the 240Z, 260Z, 280Z or later, the 300ZX.

Nissan revived the GT-R when the R32 Skyline was launched in 1989. The R32 GT-R was created specifically to homologate a Group A motor sport variant that could compete in touring car racing. 5000 road-going examples would have to be built within a twelve month period, a figure Nissan felt they could just about reach.

However, demand for the R32 GT-R proved so great that around 44,000 were eventually built and the model became an icon of the early nineties automotive scene.

Following this unexpected success, a follow up model was deemed essential; the R33 GT-R, built between 1995 and 1998, was equally well received.

In May 1998, Nissan started production of the R34 Skyline. By now, there was no question a GT-R variant would join the range.

The R34 GT-R was unveiled at the Tokyo Motor Show in October 1998. From the outset, it was offered with the optional V Spec pack that included a number of chassis, aerodynamic and interior enhancements. An even more extreme N1 variant (covered separately) was also created for homologation purposes.

Production of all three variants began in January 1999.

CHASSIS

To address some of the minor criticism aimed at the R33’s bulk, the R34’s steel bodyshell was made a little smaller. The wheelbase was reduced from 2720mm to 2665mm. Overall length was cut by 75mm thanks in part to a shortened rear overhang.

At 1785mm, the R34 was 5mm wider than its predecessor. Height was unchanged at 1360mm.

Rigidity was increased by 56%.

Once again, fully independent multi-link suspension was fitted all round along with anti-roll bars at either end. Compared to the R33, the front lower suspension arms were now a single piece of aluminium which saved 2.5kg. There were also stiffer rear lower A-arms and harder rubber bushings.

Lateral stiffness was improved by 30% and camber stiffness by 25%.

Front and rear strut tower bars were also installed.

As per the R33, the R34 GT-R came with ventilated disc brakes and aluminium calipers supplied by Brembo. 324mm diameter discs with four-piston calipers were fitted at the front and 300mm diameter discs with two-piston calipers were used at the back.

A new ABS control unit was standard and the power-assisted Super HICAS four-wheel steering was given a major revamp.

9-inch wide alloy wheels were retained, but the diameter was increased from 17 to 18-inches. The wheels came with a new six spoke design and were shod with Bridgestone Potenza tyres.

The fuel tank, located under the boot floor, was kept at 65-litres.

ENGINE / TRANSMISSION

In the engine bay was the latest iteration of the water-cooled RB26DETT dual overhead camshaft straight six that had powered both previous GT-R variants.

Nissan’s senior vice president, Hideaki Watanabe, had wanted to use an aluminum block V6 as proposed by Kazutoshi Mizuno. However, Nissan were forced to use a revamped version of the original unit on cost grounds.

The R34 GT-R engine once again featured a light alloy four valve head, twin turbos and displaced 2568cc thanks to a bore and stroke of 86mm and 73.7mm respectively.

New equipment included individual throttle bodies for all six pistons and more durable water-cooled ceramic turbochargers with ball-bearings.

There was also a new intercooler and new exhaust turbo outlets that saved 2.8kg over their R33 equivalents.

The exhaust system came with a spring-loaded valve which helped to increase exhaust gas velocity below 4000rpm. It also opened up to reduce backpressure at higher revs.

Nissan fitted their EGI (ECCS) electronically controlled fuel-injection system.

The compression ratio was kept at 8.5:1.

Visually, this latest engine could be identified on account of its Cherry Red valve covers that replaced the black used on previous models.

Peak power was officially unchanged with 276bhp at 6800rpm. This was the figure all Japanese manufactures had officially agreed not to exceed on safety grounds. The R34’s torque rating went from 271lb-ft to 289lb-ft at the same 4400rpm as before.

The five-speed manual gearbox found on the R33 was switched to a more durable six-speed Getrag V160 unit.

Transmission was via the ATTESSA E-TS permanent four-wheel drive system.

BODYWORK

Cosmetically, the R34 GT-R was more streamlined than its predecessor, but did not offer quite the same visual appeal.

Compared to other models in the R34 range, the GT-R came with custom fender flares and a revised aero pack that included additional spoilers, deep side skirts and a smoother underbody.

The nose was opened up with no less than half-a-dozen intake ducts and Xenon headlights were fitted as standard. The deep front spoiler was finished in satin black to give the front a more slender profile.

Where the R34 most obviously differed from the R33 was its truncated tail.

The hood and adjustable two-stage rear spoiler were fabricated from aluminium. The rest of the body was steel.

INTERIOR

As per the rest of the R34 range, the GT-R’s interior was completely redesigned.

The dash, instrument binnacle, centre console, door panels and seats were all new, but as usual, cheap materials like dark grey plastic and fabric upholstery were used throughout.

All the instrumentation was housed in a curved binnacle directly behind the three-spoke steering wheel. A combined 10,000rpm rev counter / oil pressure gauge was flanked by a 180mph / 300kph speedometer. Smaller read outs for water temperature and fuel were located in each corner.

The binnacle was given a brushed aluminium fascia to match the centre console.

Mounted atop the centre console was a new 5.8-inch Multi-Function Display (MFD) that showed seven different live readings to include turbo pressure.

The steering wheel, gear knob and handbrake grip were covered in black leather. The bucket seats were upholstered in grey fabric to match the door panels.

Driver and passenger airbags were standard along with air-conditioning, electric windows, remote central locking and a four-speaker AM/FM radio cassette player.

WEIGHT / PERFORMANCE

The standard R34 GT-R weighed in at 1540kg.

Top speed was electronically limited to 156mph and 0-62mph required 5.4 seconds.

By setting a time of 7 minutes 52 seconds around the Nurburgring, the R34 GT-R could claim to be the fastest road legal series production car at the time.

OPTIONS

Nissan offered a variety of factory-fitted optional extras to include privacy glass, a Multi AV system (with voice-guided satellite navigation, six speakers and a CD auto changer) and the Nismo MFD which came with a lap timer, G-force meter and an increase in boost measurement to 2 bar.

Customers could also specify complete deletion of the audio system if they wished.

In addition to factory-installed upgrades, Nissan dealers would typically fit all manner of parts from the Nismo catalogue.

Nismo (Nissan’s official motorsport department) could supply a plethora of extras to include Dress Up parts (front fog lights, headlight eye lids, gold badge set, decal kits, wide angle door mirrors and floor mats), Tuning Parts (Nismo exhaust, Nismo air filter, Nismo oil cooler and air guides for the front bumper, a carbonfibre air intercooler guide, uprated brake pads and uprated brake discs) as well as a variety of audio head unit and satellite navigation upgrades.

V SPEC

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There was also the option of specifying the V Spec package which came direct from the factory with a host of improvements.

Perhaps most notably, the V Spec bundle included an ATTESSA E-TS Pro four-wheel drive system. Unlike the standard ATTESSA E-TS system, the Pro version came with an active electronic limited-slip differential integrated with the four-wheel drive system as opposed to a conventional mechanical LSD.

Cosmetically, the V Spec GT-R came with a more advanced aero system that comprised a deep front spoiler and additional air guides cut for the front brakes. There was also a carbonfibre rear apron with integrated diffuser to smooth underbody airflow.

Lower, firmer suspension was fitted along with intake and exhaust gas temperature read outs to the MFD.

Weight was up by 20kg (from 1540kg to 1560kg).

V SPEC GREAT BRITAIN / HONG KONG / NEW ZEALAND / SINGAPORE

V Spec R34 GT-Rs destined for Great Britain, Hong Kong, Singapore and New Zealand came with an even higher specification. These cars received specially balanced N1 specification engines that featured twin ball bearing ceramic turbochargers with steel blades.

They also came with a trio of Nismo oil coolers for the engine, transmission and rear differential plus a re-mapped ECU and full Connolly leather upholstery.

Weight went from 1560kg to 1666kg, primarily as a result of the better quality interior materials.

R34 GT-R SERIES 2

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In October 2000, Nissan ushered in a number of updates that appeared on all GT-R variants. These cars are unofficially regarded as Series 2 iterations.

Under the skin, Nissan added larger rear brakes, plastic instead of aluminium end tanks, an orange instead of white fusebox cover and a silver instead of blue VIN plate.

Outside, clear turn signals replaced the old amber items, the wheel finish was made darker (and lost its bronze tint), shadow chrome inserts were added to the Xenon headlights and the carbonfibre rear apron was given a slightly different weave pattern.

There were also a number of cockpit changes.

The seats were now upholstered in black rather than grey cloth. Silver instead of red stitching was used on the steering wheel and handbrake lever. The gear knob came with a different font and an iridium centre console was added. Additionally, the pedals and foot rest were switched to aluminium, a Toshiba MFD screen replaced the old Sharp unit, the stereo was uprated from 60w to 80w and the cockpit-adjustable headlight level switch was deleted.

The optional TV / navigation system became DVD instead of AV-based.

R34 GT-R SERIES 2 V SPEC II

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At the same time, Nissan replaced the V Spec with the V Spec II which came with all the Series 2 updates on top of the original V Spec package plus further stiffened suspension, a new carbonfibre bonnet complete with NACA duct and a carbonfibre rear wing element.

From 2001, a larger Nissan badge was added to the tail of all cars.

R34 GT-R SERIES 2 M SPEC

In May 2001, a further enhanced option pack was added to the range known as M Spec.

The R34 GT-R M Spec came with all the V Spec II goodies apart from the carbonfibre hood which was replaced with a standard aluminium item.

Special equipment unique to the M Spec included Ripple control dampers, a stiffer rear anti-roll bar, leather upholstery complete with embroidered GT-R insignia, heated front seats and gold stitching for the steering wheel and shift knob.

The ‘M’ moniker was in honour of the GT-R’s chief engineer, Kazutoshi Mizuno.

Weight was up by 20kg compared to the standard V Spec II at 1580kg.

R34 GT-R SERIES 2 V SPEC II NURBURGRING & M SPEC NURBURGRING

From February 2002, Nissan offered an optional Nurburgring upgrade pack on the V Spec II and M Spec variants.

The engine fitted to these cars was based on the power unit found in the N1 homologation special. It came with altered camshaft timing, bigger turbos and increased boost; for added durability, the turbo’s ceramic blades were replaced with steel. A ball bearing centre section allowed the turbos to spool faster.

Although advertised as putting out 276bhp, Nurburgring edition GT-Rs actually produced in excess of 330bhp.

They were immediately identifiable by their gold engine valve covers and matching gold VIN plate.

PRODUCTION

Nissan built the R34 GT-R from January 1999 until August 2002.

11,578 examples were produced.

It was subsequently replaced by a stand-alone GT-R that was a separate model from the rest of the Skyline range.

Production figures for the R34 GT-R were as follows:

R34 GT-R Series 1 Pre-Production: 20
R34 GT-R Series 1: 2709
R34 GT-R Series 1 V Spec: 4193
R34 GT-R Series 1 V Spec N1: 38
R34 GT-R Series 1 V Spec Great Britain: 81
R34 GT-R Series 1 V Spec Hong Kong: 10
R34 GT-R Series 1 V Spec Singapore: 10
R34 GT-R Series 1 V Spec New Zealand: 5
R34 GT-R Series 2: 1268
R34 GT-R Series 2 V Spec II: 1855
R34 GT-R Series 2 V Spec II Nurburgring: 718
R34 GT-R Series 2 V Spec II N1: 18
R34 GT-R Series 2 V Spec II New Zealand: 2
R34 GT-R Series 2 M Spec: 366
R34 GT-R Series 2 M Spec Nurburgring: 285

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com

Guide: Nissan R33 Skyline GT-R Nismo 400R - a Historical & Technical Appraisal

<<<NISSAN PORTAL
<<<R33 SYLINE GT-R NISMO 400R FOR SALE

BACKGROUND

In 1996, Nissan unveiled a limited production GT-R equipped with a comprehensive list of performance upgrades.

Developed by Nissan Motorsport (Nismo), the 400R was created for those customers who wanted a GT-R on steroids.

The car’s 400R moniker reflected a 400bhp power output.

At its heart was a new engine that had been enlarged by over 200cc.

This tricked out 2.8-litre engine had originally appeared in the GT1-class Skylines that raced at the Le Mans 24 Hours in 1996.

The plan was to build 100 400Rs, but less than half that amount were ever sold. This meant Nissan probably didn’t see a profit on the model as it included many expensively developed enhancements.

ENGINE / TRANSMISSION

Chief among these was the special RB-X GT2 version of the original RB26DETT engine.

Developed for motor sport use, the RB-X GT2 unit was a collaboration between Nismo and another of Nissan’s competition partners, REINIK.

Stroke was taken out to 77.7mm (from 73.7mm) and the reinforced cylinder block was bored to 87mm (from 86mm). This gave an overall displacement of 2771cc which represented a 203cc gain.

The pistons, crankshaft and connecting rods were all forged, the ports were polished, high-lift camshafts were installed and the cylinder heads were optimised.

Intake manifolds were revised and the exhaust manifolds (from the special low pressure cats back) were titanium to match the rest of the exhaust system.

Turbochargers from the N1 racing GT-R were fitted. Boost pressure was increased from 0.85 bar to 1.1 bar. This meant, despite a standard 8.5:1 compression ratio, the RB-X motor enjoyed an enormous hike in output.

Peak power was now 400bhp at 6800rpm and the torque rating surged to 346lb-ft at 4400rpm. By contrast, official figures for the standard car were 276bhp and 271lb-ft (peak output was developed at the same engine speed in both derivatives).

Other special RB-X equipment included a new engine management system and high flow air filter. The oil cooler and intercooler were also upgraded.

The five-speed transmission was reinforced with a carbonfibre driveshaft and a beefier twin-plate clutch. Each 400R used the ATTESA E-TS Pro four-wheel drive system with Active Limited-Slip differential found in the V-spec GT-R.

CHASSIS

Nissan’s R33 steel unibody chassis was enhanced with titanium strut braces and reinforced bushes. The independent multi-link suspension now came with special Bilstein dampers and more aggressive Nismo Type D springs.

Ride height was 30mm lower than the standard car.

Thanks to Brembo ventilated discs (324mm front and 300mm rear), the standard GT-R was already blessed with considerable stopping power. Nismo further uprated the 400R with their own Type 2 brake pads and a brake master cylinder stopper designed to reduce any fore/aft play.

Handsome three-piece Nismo LM GT1 forged alloy wheels were shod with Bridgestone RE 710 tyres. These white-centred wheels had an 18-inch diameter and 10-inch width (compared to 9 x 17-inches for the standard GT-R). Track was 50mm wider at either end as a result.

BODYWORK

To reflect the 400R’s comprehensive list of mechanical upgrades, it was given an aggressive new body kit.

The front bumper housed intakes for the brakes, oil cooler and intercooler plus enormous cooling vents down each side.

Wheelarch extensions were required to cover the three-piece rims.

A carbonfibre LM GT1-style hood contained a huge vent to expel air passing through the intercooler and radiator.

The side skirts and rear bumper were also new and a second element was added to the rear spoiler.

HID lights were fitted as standard.

400R badges replaced the standard GT-R items at the front, rear and on the rear wing endplates.

Additionally, each car was emblazoned with a full length 400R stripe along each flank. The stripes were finished in black or silver depending on body colour.

All this extra equipment gave the new car a much more purposeful appearance than the standard GT-R.

INTERIOR

Inside, the 400R came with Nismo-branded Type R reclining bucket seats, a titanium shift knob and a small diameter three-spoke non-airbag steering wheel complete with 400R horn push.

The main instrument binnacle housed a new 320kph speedometer and 11,000rpm tachometer, both of which were branded with Nismo 400R logos. Special turbo boost, oil pressure and torque split indicator gauges were located in the central console.

Standard equipment included air-conditioning, a stereo, electric windows, electric mirrors and power-assisted steering.

WEIGHT / PERFORMANCE

Whereas the regular GT-R was limited to 155mph, the 400R had no such restriction and topped out at 186mph.

The 0-62mph time dropped from 5.5 seconds to four seconds dead.

Weight was the same as a V-spec GT-R at 1540kg.

PRODUCTION

Although Nismo originally planned to produce 100 examples, only were 44 made before production ended in 1998. All were right-hand drive.

Aside from the unique GT-R LM built to homologate a GT1 class racer, the 400R went down as the ultimate R33.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com

Guide: Nissan R33 Skyline GT-R - a Historical & Technical Appraisal

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<<<R33 SKYLINE GT-R FOR SALE

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 / TRANSMISSION

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.

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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.

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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

Guide: Nissan R32 Skyline GT-R Nismo N1 (RA) - a Historical & Technical Appraisal

<<<NISSAN PORTAL
<<<R32 SKYLINE GT-R NISMO N1 FOR SALE

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 / TRANSMISSION

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

Guide: Nissan R32 Skyline GT-R - a Historical & Technical Appraisal

<<<NISSAN PORTAL
<<<R32 SKYLINE GT-R FOR SALE

BACKGROUND

When Nissan introduced the R32 Skyline in 1989, they also decided to revive the Gran Turismo Racer (GT-R).

It had been 16 years since a Skyline GT-R was last offered; the unsuccessful second generation KPGC110 of 1973 had shifted a mere 197 units.

By comparison, the R32 variant was a massive commercial success. Nearly 44,000 of these third generation GT-Rs were produced between August 1989 and November 1994.

Nissan never imagined the new model would prove as popular as it did.

The original plan was to build 5000 examples in order to homologate the R32 GT-R for Group A racing.

However, demand far exceeded supply and Nissan decided to allow an unlimited production run.

Making these sales figures even more impressive was the fact that the GT-R was only officially available in Japan. Nissan did send 100 cars to Australia, but never offered it in Europe and it wasn’t even legal for sale in the USA.

At the time, Group A touring car racing was dominated by the Ford Sierra Cosworth and BMW E30 M3. Nissan wanted a more competitive vehicle to replace the R31 GTS-R and decided to produce a machine for the 4.5-litre class that was capable of outright victories.

What they created was among the most technologically advanced machines of its time.

The R32 GT-R was equipped with four-wheel drive, four-wheel steering and bristled with electronic management systems. In racing tune, its twin turbocharged straight six engine could produce enormous power and Nissan went on to dominate Group A touring car racing for the next few years.

Production started on 24th August 1989.

CHASSIS

The E-BNR32 unitary steel chassis came with independent suspension all round.

At the front were double wishbones with a third link at the outer end of the upper wishbone. A multi-link arrangement was used at the rear. Stiffer than normal coil spring / damper units were installed at each corner along with anti-roll bars at either end.

A sophisticated four-wheel steering system was called Super HICAS (High Capacity Actively Controlled Steering). It allowed the rear wheels to steer a maximum of one degree making the car feel more nimble and improving stability. The rear wheels could turn in either the same or opposite direction to the fronts which also assisted low speed manoeuvrability.

Ventilated brake discs measured 297mm at the front and 296mm at the rear. They came with four and two-piston calipers respectively.

The 8 x 16-inch five spoke alloy wheels originally came shod with Bridgestone Potenza tyres.

A 72-litre fuel tank was located in the boot floor.

ENGINE / TRANSMISSION

The longitudinally mounted straight six engine was developed at Nissan Kohki (Nissan’s power train engineering and manufacturing facility).

A twin turbocharged 2.4-litre version of the RB25 engine was originally considered. With the 1.7 Group A multiplier for turbocharged engines, this would have put the car in the four-litre class with a 10-inch wide wheel limit.

However, the 100kg weight of the four-wheel drive system meant the GT-R would have been at a disadvantage to other cars in its class.

Nissan therefore opted for a 2.6-litre displacement and put the GT-R in the top flight 4.5-litre class where 11-inch wide tyres were permitted.

A new cast-iron engine block with light alloy four-valve head was developed to suit the increased capacity.

Designated RB26DETT, this engine displaced 2568cc thanks to a bore and stroke of 86mm and 73.7mm respectively.

It had dual overhead camshafts and ran wet-sump lubrication.

Two Garrett T28 ceramic turbochargers were installed along with an air-to-air intercooler. The ceramic route was taken as it offered better heat resistance than standard steel turbo rotors.

Compression was 8.5:1 and a custom multipoint fuel-injection system was developed.

At the time, Japanese manufacturers had a gentleman’s agreement that limited engines to 276bhp in order to avoid a horsepower war. The R32 GT-R officially developed 276bhp at 6800rpm. However, the true horsepower rating was 313bhp at 6800rpm.

Peak torque was 260lb-ft at 4400rpm.

Transmission was via the ATTESSA E-TS permanent four-wheel drive system, a five-speed manual gearbox, multi-plate hydraulic clutch and limited-slip differential.

Nissan developed the torque-sensitive electronic four-wheel drive system specially for the R32 GT-R. Branded ATTESSA E-TS (Advanced Total Traction Engineering System for All Terrain – Electronic), it used a microprocessor to sense lateral G, throttle opening and engine speed. Upon sensing oversteer or broken traction at the rear, it sent torque the rear wheels couldn’t handle up to the front axle.

This data was also fed to the anti-lock brake system (ABS) which measured wheel speed and longitudinal G force.

BODYWORK

Visually, the GT-R was given a number of enhancements over standard R32 Skylines.

The front bumper was redesigned. It housed a deep front spoiler, brake cooling ducts and an enlarged intake for the radiator.

Another intake was located between the new ellipsoidal headlights. The shorter bonnet (like the front fenders) was now formed in lightweight aluminium.

Body coloured side skirts were installed along with a bigger rear spoiler.

Colours were limited to Gun Grey Metallic, Crystal White, Black Pearl Metallic, Spark Silver Metallic and Greyish Blue Pearl.

INTERIOR

Changes were also made to the interior, but like most Japanese cars of this era, there was an abundance of hard plastic in the cockpit.

Special GT-R equipment included 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.

Air-conditioning was standard along with electric windows.

WEIGHT / PERFORMANCE

The GT-R weighed in at 1430kg and had its top speed artificially limited to 112mph (180kph). Its true top speed was 165mph and 0-62mph took 5.6 seconds.

PRODUCTION CHANGES

In late 1991, a series of changes were made to the GT-R.

Side impact protection bars were added that resulted in a 50kg weight increase. The headlight projectors were also modified, the oil pump drive was widened and the cylinder head was modified for lightness and strength.

AUSTRALIAN VERSION

Between April and June of 1991, 100 GT-Rs were built for the Australian market.

These export cars came with a host of minor modifications to include different lights, badges, instrumentation, switchgear, upholstery and wiring. However, no major alterations were made to the base specification.

R32 SKYLINE GT-R V-SPEC

To celebrate the GT-R’s success in competition, a V-spec package was made available from January 3rd 1993.

Bigger brake discs were added (324mm front and 300mm rear) along with a bigger brake master cylinder, uprated Brembo calipers and 17-inch BBS wheels.

R32 SKYLINE GT-R V-SPEC II

On February 14th 1994, the original V-spec was replaced by the V-spec II package.

Nissan added a retuned ATTESA E-TS system and wider tyres (245/45 R17 instead of 225/45 R17).

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END OF PRODUCTION

Production ceased in November 1994, by which time 43,810 standard GT-Rs had been completed (including 100 Australian-market examples).

Nissan had also produced two special variants not included in this total (covered in detail separately).

First came the Nismo (RA) which was an Evolution model of which 560 were built between December 1989 and March 1990. 500 were required for homologation and the additional 60 were turned into racers.

This was followed in July 1991 by the Nismo N1 (ZN) which was designed for home market N1 racing. 245 were built.

Text copyright: Supercar Nostalgia
Photo copyright: Nissan - https://www.nissan-global.com