History of the brand
The Skyline name originated from Prince automobile company, which developed and sold the Skyline line of sedans before merging withNissan-Datsun. The GT-R abbreviation stands for Gran Turismo Racer while the GT-B stands for Gran Turismo Berlinetta. The Japanese chose to use Italian when naming the car – as most cars made in Japan at that time used Western abbreviations – to further enhance sales. The earliest predecessor of the GT-R, the S54 2000 GT-B, came second in its first race in 1964 to the purpose-built Porsche 904 GTS. The next development of the GT-R, the four-door PGC10 2000 GT-R, scored 33 victories in the one and a half years it raced, and by the time it attempted its 50th consecutive win, its run was ended by a Mazda Savanna RX-3. The car took 1000 victories by the time it was discontinued in 1972. The last of the original GT-Rs, the KPGC110 2000GT-R, used an unchanged S20 119 kW (160 hp) inline-6 engine from the earlier 2000 GT-R and only sold 197 units due to the worldwide energy crisis. This model was the only GT-R to never participate in a major race despite the sole purpose-built racecar which now resides in Nissan's storage unit for historical cars in Zama.
The Skyline continued into the 1990s when it became popular largely because it remained rear wheel drive, while most other manufacturers were focusing on front wheel drive cars.
Throughout its lifetime, various special editions containing additional performance-enhancing modifications, were released by Nissan and its performance division Nismo (Nissan Motorsport).
[edit]Versions
[edit]First generation (1969–1972)
 | |
| Production | 1969–1972 |
|---|---|
| Body style | 4-door sedan 2-door coupe |
| Layout | FR layout |
| Engine | 2.0L 160 horsepower (120 kW) S20I6 |
| Transmission | 5-speed Manual |
| Designer | Shinichiro Sakurai |
The first Skyline GT-R, known by the internal Nissan designation PGC10, was released on February 4, 1969. It was available originally as a four-door sedan after a public debut at the October 1968 Tokyo Motor Show. It was advertised alongside the Nissan R380 racecar to showcase the Skyline's racing heraldry. It was equipped with the 2.0 L DOHC S20 I6producing 160 hp (120 kW) at 7000 rpm and 177 N·m (131 ft·lbf) of torque at 5600 rpm. Power was delivered to the rear wheels by a 5-speed manual transmission. The first Skyline GT-R rode on a semi-trailing arm strut suspension. It was available as a coupe in March 1971 with the chassis code KPGC10.
A popular name for the PGC and KPGC10 Skyline GT-R was "Hakosuka," which is a combination of the Japanese word for box ("hako" or ハコ) and the pronounced abbreviation of skyline ("Suka" or スカ as in スカイライン or "sukairain").
A total of 1,945 PGC and KPGC10 Skyline GT-Rs were produced.
[edit]Second generation (1973)
 | |
| Production | 1973 |
|---|---|
| Body style | 2-door coupe |
| Layout | FR layout |
| Engine | 2.0L S20 I6 |
| Transmission | 5-speed manual |
| Designer | Shinichiro Sakurai |
The KPGC10's successor, the KPGC110, was released in 1973 after its introduction at the 1972 Tokyo motor show. Powered by a 1989 cc I6 S20 engine, the second generation GT-R delivered power to the rear wheels through a 5-speed manual gearbox. The suspension was a semi-trailing ring arm setup and minor aerodynamic parts were added.
This edition of the GT-R was also known as the "Ken & Mary" Skyline, due to a popular advertisement featuring a young couple (Ken and Mary) enjoying the Hokkaido countryside. The advertisement later spawned a hit song by Buzz, and the tree featured in the advertisement later became a minor star itself.[citation needed]
Unfortunately, the second generation GT-R was unsuccessful, for a gas crisis hit in the early 1970s, drying out any demand for high-performance sports cars. A total of 197 cars were built by the end of its short production run. For the next decade, this would be the last GT-R until the production of the R32 in 1989.
[edit]Third generation (1989–1994)
 | |
| Production | 1989–1994 |
|---|---|
| Body style | 2-door coupe |
| Layout | Front engine, rear-wheel drive /four-wheel drive |
| Engine | 2.6 L RB26DETT I6 |
| Transmission | 5-speed manual |
| Designer | Naganori Ito |
[edit]Concept
After cancelling the Skyline GT-R in 1973, Nissan revived the GT-R again in 1989. At the time Nissan was competing in Group A Racing with the Skyline GTS-R. Nissan wanted to retire the GTS-R in favor of a more competitive vehicle. The new generation GT-R, E-BNR32chassis (commonly shortened to R32), was designed to dominate Group A racing.
Nissan Kohki (Nissan's power train engineering and manufacturing facility) originally tested a twin turbocharged 2350cc bored and stroked version of the RB20 engine. This set up produced 233 kW (313 hp) and used a RWD drivetrain. Under Group A regulations, a turbocharged engine must multiply its engine displacement by 1.7, putting the new Skyline in the 4000 cc class, and requiring the use of 10-inch-wide tires. Knowing that they would be required to use 10-inch-wide tires, Nissan made the decision to make the car all wheel drive. Nissan developed a special motorsport-oriented AWD system for this purpose called the ATTESA E-TS. Although this assisted with traction, it made the car 100 kg (220 lb) heavier; the added weight put the GT-R at a disadvantage to other cars in the 4000 cc class. Nissan then made the decision to increase the displacement to 2600 cc, and put the car in the 4500 cc class, with the car's weight near-equal to competing cars. The 4500 cc class also allowed for 11-inch-wide tires. New engine block and heads were then developed to better match the increased displacement. The result was a 600 horsepower car.[9] Later REINIK (Racing & Rally Engineering Division Incorporated Nissan Kohi) produced Group A racing engines between 373–485 kW (500–650 hp)[10] depending on track conditions.
[edit]Production
This new 2.6 L all wheel drive concept was put into production as the R32 Nissan Skyline GT-R. The R32 developed 206 kW (276 hp) and 266 lb·ft (361 N·m) of torque, it had a curb weight of 1,430 kg (3,146 lbs). Initial production of the car was the required 510 to allow forhomologation starting on May 22, 1989. Its successful debut along with critical acclaim by the motoring press created a heavy demand for the car. Nissan officially started an unlimited production run August 1989, and began its Group A campaign in 1990. Due to strict Group A homologation rules, Nissan was required to also sell a series of the Skyline GT-R which more accurately reflected the car they use in Group A racing. This series was called the Skyline GT-R 'Nismo' edition.
The Skyline GT-R 'Nismo', introduced on February 22, 1990, has a total production of 560 units as required for the "Evolution" models regulation (over 500). Its purpose is tohomologate a number of aerodynamic changes used in Group A racing. Changes include additional ducts in the front bumper to improve airflow to the intercooler, a bonnet lip spoiler to direct more air into the engine bay, and an additional boot lip spoiler to provide more downforce. The 'Nismo' GT-R was only available in Gunmetal Grey.
The Skyline GT-R 'N1' model, introduced on July 19, 1991, was designed for home-market N1 racing with a total of 228 units produced. The most notable change was in the engine, which was upgraded to the R32-N1 specification. The car was also lightened by the removal of the ABS, air conditioning, sound system, rear wiper, trunk carpet, and the use of light-weight headlights. No color options were available and all 'N1' cars were delivered with a thin layer of Crystal White paint. The result was a 30 kg weight savings for a curb weight of 1,400 kg.
To celebrate the success of the GT-R in both Group N and Group A racing, Nissan introduced the Skyline GT-R V-Spec ("Victory SPECification") car on February 3, 1993. The V-Spec added Brembo brakes and a retuned ATTESA E-TSsystem to the Nismo and N1 packages, as well as 17" BBS wheels with 225/45/17 tires. The V-Spec has a list price of ¥5,260,000.
Finally on February 14, 1994 the Skyline GT-R V-Spec II was released, with the only change being wider 245/45/17 tires. In addition, both the V-Spec and V-Spec II had a curb weight of 1,480 kg (3,256 lbs), weighing 50 kg (110 lbs) more than the standard GT-R.[11] Total production of the V-Spec I and II was 1,453 and 1,303 units respectively.
Total production of the R32 Skyline GT-R was 43,394 units, with production starting on May 22, 1989. An above average proportion of the GT-R's were sold in white: this is likely because white is the national racing color of Japan in international motorsport.
[edit]Production figures
- Standard Cars = 40,390
- NISMO Group A Evolution = 560
- V-Spec = 1,453
- V-Spec II = 1,303
- N1 Race Version = 228
- Total = 43,934
[edit]Fourth generation (1995–1998)
 | |
| Production | 1995–1998 |
|---|---|
| Body style | 2-door coupe 4-door sedan |
| Layout | Front engine, rear-wheel drive /four-wheel drive |
| Engine | 2.6 L RB26DETT I6 |
| Transmission | 5-speed manual |
| Designer | Kozo Watanabe |
The E-BNR33 (R33) was developed in 1995 as a successor to the venerable R32 model. The engine in the R33 was nearly identical to the R32. It used the same turbochargers and the same specification for the manual gearbox, although the syncros were made to be stronger. The engine corrected the R32's weak oil pump drive collar, which tended to fail in higher power applications, with a wider collar. The base model R33 GT-R weighs 1,540 kg (3,400 lb).[12]
The R33 GT-R launched in January 1995 with the base model GT-R and the V-spec model. The V-spec model weighed in 10 kg (22 lb) heavier, and had sportier suspension resulting in lower ground clearance. The V-spec also featured the newer ATTESA E-TS Pro all wheel drive system, which included an Active Limited Slip differential. The V-spec model also included a four wheel independent channel anti-lock braking system.
At the same time as the release of the R33 GT-R and GT-R V-spec, Nissan released the R33 GT-R V-spec N1 model. Changes made in the R33 N1 are similar to those in the R32 N1. The car was made lighter by removing the ABS, air conditioning, sound system, rear wiper and trunk carpet. The R33 GT-R V-spec N1 received the slightly revised R33 N1 engine.
[edit]NISMO 400R
For other uses, see 400R (disambiguation).
A special edition R33 was released on November 3, 1997 called the 400R, with R standing for Racing. Overall development and planning was by NISMO (Nissan Motorsports International). But, its bored and stroked RB26DETT engine, the RBX-GT2, was engineered and produced by REINIK (later renamed REIMAX – "REINIK to the MAX"). The engine featured 77.7 mm stroke crankshaft (73.7 mm stock), forged 87 mm pistons (86 mm cast stock), upgraded rods, polished ports, high lift camshafts, upgraded oil system, larger exhaust manifolds and higher output turbochargers. NISMO produced an upgraded exhaust, a twin-plate clutch, and intercooler system. Nismo brake pads were fitted to the car. 400R exclusive aerodynamic updates were also added, such as wider fenders, side skirts, a new rear bumper, a new front bumper with bigger air scoops, and a redesigned bonnet and rear spoiler made of carbon fiber. The 400R was also fitted with 18x10 Nismo LM-GT1s. The car developed 300 kW (400 hp) and 347 lb·ft (470 N·m), which allowed a top speed of over 186 mph (300 km/h), and enabled it to reach 0–97 km/h in 4.0 seconds. 370 kW (500 hp) is easily achieved with a higher boost setting. NISMO had originally planned to produce 100 units of the 400R, however only 44 units were made before production of the R33 ended in 1998.[13][14]
[edit]Production figures
- Standard cars = 9,871
- V-Spec = 6,551
- Total = 16,422
(Figures include N1 and LM Limited Versions)
[edit]Fifth generation (1999–2002)
 | |
| Production | 1999–2002 |
|---|---|
| Body style | 2-door coupe 4-door sedan |
| Layout | Front engine, rear-wheel drive / all-wheel drive |
| Engine | 2.6L RB26DETT I6 |
| Transmission | 6-speed manual |
| Designer | Kozo Watanabe |
The GT/GF-BNR34 (R34) Skyline GT-R and GT-R V-spec models were released in January 1999. The R34 GT-R was also made to be shorter (from front to rear), and the front overhang was reduced. The valve covers were also painted glossy red, rather than dull black.
A new feature on the R34 GT-R is a 5.8" LCD multifunction display on the center of the dashboard, which shows seven different live readings of engine and vehicle statistics such as turbocharger pressure (1.2 bar max), oil and water temperature, among others. The GT-R V-spec model added two extra features to the display: intake and exhaust gas temperatures. Nismo Multi-function Displays (MFD) can be bought at an extra cost, they include a lap timer, G-Force meter and an increase in boost pressure measurement to 2 bar. The R34 GT-R was made shorter in response to customer concerns who thought the R33 was too bulky.
Like the R33, the new R34 GT-R V-Spec (Victory Specification) models come equipped with the ATTESA E-TS Pro system and an Active LSD at the rear, while standard GT-R models come with the non-Pro system and a conventional mechanical differential. The V-spec model also had firmer suspension and lower ground clearance, thanks to front and side splitters, as well as a rear carbon fiber air diffuser, designed to keep air flowing smoothly under the car.
Another special model of the R34 GT-R is the M-spec. It was similar to the V-spec, but had special "Ripple control" dampers, revised suspension set up, stiffer rear sway bar and a leather interior with heated front seats. The 'M' on the M-Spec stood for Mizuno who is the chief engineer of Nissan.
At the time of the R34's release, like the R32 and R33, Nissan released an R34 N1 model. The R34 GT-R N1 was equipped similar to the R32 and R33 N1 models – a homologation special. It was sold without air conditioning, audio equipment, rear wiper, or trunk lining, but ABS remained. The new R34 N1 was also given the new R34 N1 engine. Only 45 R34 V-spec N1 models were produced from the factory, 12 of which were used by Nismo for Super Taikyu racing. The rest were sold to various customers, mostly racing teams and tuning garages.
The V-Spec version was also imported into the UK with a number of modifications carried out on the car. These included 3 additional oil coolers, revised ECU map, full Connelly leather interior, underbody diffusers, stiffer suspension, active rear limited slip differential, extra display feature on the in car display.[15]
In October 2000, Nissan released the V-Spec II, replacing the V-Spec. The V-Spec II has increased stiffness in the suspension (even stiffer than the original V-spec) and had larger rear brake rotors. It also comes equipped with a carbon fiber hood equipped with a NACA duct, which is lighter than the aluminum that all other GT-R hoods are made from. Also different on the V-Spec II was an iridium center console and aluminum pedals. The seats were upholstered with black cloth rather than the gray cloth used on previous R34 GT-R models, and the amber turn lenses were replaced with white versions. With the exception of the carbon fiber bonnet, the standard trim level GT-R also received these updates.
In February 2002 Nissan released a final production model of the R34 GT-R called the Skyline GT-R V-spec II Nür and the Skyline GT-R M-spec Nür. The Nür was named after the famous German Nürburgring racetrack, where the Skyline was developed. In total 1000 R34 GT-R Nür(s) were made, 750 were V-Spec II Nürs' and 250 M-Spec Nürs'. The Nür model featured an improved RB26DETT based on the N1 racing engine. The standard turbochargers were upgraded to larger versions with a slight increase in boost and the ceramic blades were replaced with steel versions. This has increased lag, but to compensate the turbo's durability was improved while being able to handle a bigger boost increase. This allowed tuners to increase the boost safely with standard turbos up to 340 kW (450 hp) at the crank. The V-spec II Nür is based on the regular V-spec II model, and the M-spec Nür was based on the regular M-spec model. Other than the addition of the Nür engine, the Nür models also included a different color of stitching on the interior trim, as well as a speedometer reading up to 300 km/h (186 mph), and gold valve covers instead of red. Due to then-current Japanese law the car was advertised as having 206 kW (276 hp) but it actually had over 246 kW (330 hp) when it left the factory.
[edit]Production figures
- Standard Cars = 3,964
- V-Spec = 1,308
- V-Spec UK = 101
- V-Spec N1 = 45
- V-Spec II = 5,512
- V-Spec II Nür = 750
- V-Spec II N1 = 18
- M-Spec = 228[16]
- M-Spec Nür = 250
- Total = 12,175
[edit]Z-Tune
Nismo originally designed the concept of the Z-tune in 2002 when Nissan was putting an end to the R34 Skyline production. The first Z-tune was built in 2003, using a used 2002 Skyline GT-R V-Spec II. It was built with a concept RB26DETT 'Z1' engine. This engine was based on Nissan's Le Mans GT2 and GT500 racing experiences. As with the racing vehicles a strengthened engine block and stroked crankshaft were utilized. The engine was also bored. With the new displacement of 2.8L and upgraded turbo-chargers the Z1 produced 370 kW (500 hp). The Z-Tune had a 0–100 km/h (0–60 mph) time in 3.2 seconds and has a top speed of over 195 mph.[citation needed]
Nismo was then given the approval from Nissan to build Z-tune models for the Nismo anniversary. Nismo then purchased 20 used R34 GT-R V-Specs, each with less than 18,000 miles (29,000 km) on the clock, they were then completely stripped and were resprayed to a "Z-tune Silver," a special color exclusively for the Z-tune.[17] For each of the 20 production models, the 2.8L engine was revised to allow it to reach 8000 rpm. The turbochargers were supplied by IHI in Japan. The engine is advertised as making as much as 370 kW (500 hp) (for warranty reasons). This second revision of the Z-tune engine is called the 'Z2'. The bodywork is designed with the same functional components used inNismo's GT500 racing cars, such as engine bay vents on the hood and fenders, as well as wider fenders for wider wheels. The Z-tune is also improved with an aggressive suspension setup from Sachs, and a specially designed Brembo e brake system.
The entire car is essentially handmade, with the car being completely stripped and re-built from the chassis up. Engineers reinforced and stiffened the chassis seam welding in key areas such as the door seams and door frames and added carbon fiber to the strut towers and transmission tunnel and the engine bay, completely redesigning the suspension, drivetrain, engine, gearbox and other components so as to work at maximum efficiency and reliability as is expected of a road-going vehicle. Although Nismo planned on building 20 cars, they ceased production on only 19 (including 2 prototypes).[18] The Z-tune is often regarded as the most expensive (prices for some have been known to exceed US$180,000) street legal GT-R ever built.[citation needed]
[edit]Replacement
Main article: Nissan GT-R
Following the end of R34 production in 2002, Nissan announced their plans to separate the GT-R model from the Skyline name, creating an entirely new vehicle although it would be loosely based on the same platform as the Skyline. This new car, now known simply as the Nissan GT-R, debuted in 2007 in Tokyo. Released to the consumers in 2008, it was the first GT-R available worldwide, entering the North American market for the first time.
Although based on the FM platform used by the V36 generation Skyline[citation needed], the GT-R uses an evolved Premium Midship (PM) platform. The car retains its heritage by using the chassis code CBA-R35, or simply R35.
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