Used Nissan Skyline R34

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The Nissan Skyline (Japanese: ????????? Nissan Sukairain) is a line of compact cars, sports cars and compact executive cars originally produced by the Prince Motor Company starting in 1957.5, and then by Nissan after the two companies merged in 1967. After the merger, the Skyline and its larger counterpart, the Nissan Gloria, were sold in Japan at dealership sales channels called Nissan Prince Shop.

The Skyline was largely designed and engineered by Shinichro Sakurai from inception, and he remained a chief influence of the car until his death in 2011.

Skylines are available in either coupe, or sedan body styles, plus station wagon, crossover, convertible and pickup/sedan delivery body styles. The later models are most commonly known by their trademark round brake and tail lights (as of 1972). While not distributed in the United States until its importation as the Infiniti G, the Skyline's prominence in video games, movies and magazines resulted in many such cars being imported there from 1989 to late 2005. The majority of Skyline models are rear-wheel drive, with four-wheel drive being available since the eighth-generation's debut.

The 11th-generation Skyline (V35) was another major turning point for the nameplate, as it dropped some of the previous generation Skyline's trademark characteristics such as the straight-6 engine (replaced with a V6) and turbocharging, and eventually separated the GT-R into its own line. Nissan decided to retain the Skyline for the luxury-sport market, while its platform-mate, the 350Z, revived the Z line of pure sports cars. The V35 was the first Skyline made for export to North America, being sold under Nissan's luxury marque Infiniti as the G35. The Skyline (V36/J50) is sold in Europe, North America, South Korea, Taiwan, and the Middle East as the Infiniti G37.

On April 12, 2010 a Guinness Book of Records event took place with 225 Skylines taking part in a parade lap at the ISTS at Silverstone UK, which produced two world records: the most recorded Nissan Skylines at one meet at one time, and Most Nissan Skylines on a track at the same time.

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Prince Skyline ALSI/BLSI

ALSI-1 series

The first Nissan Skyline was introduced April 24 1957, at the Takarazuka Theater, in Hibiya, Tokyo, for the Prince Motor Company, marketed as a luxury car. It featured a 1.5 L (1,482 cc) GA-30 engine (also known as FG4A-30) producing 44 kW (60 hp) at 4,400 rpm, which was previously used in the prototype Subaru 1500, Subaru's first car. It used a de Dion tube rear suspension and was capable of 140 km/h (87 mph). The car weighed around 1,300 kg (2,900 lb). Skylines were produced as four-door sedans and five-door station wagons. Two models were available: the ALSIS-1 standard and the ALSID-1 Deluxe. The ALSI-1's appearance seems to influenced by 1950s American cars (the front end was similar to the 1957 Chevrolet); the car featured rear tail fins, chrome molding and two-tone paint.

ALSIS-1

The ALSIS-1 standard model featured a grille with a large center bar with 6 vertical slats above it. The side strips ran straight from the rear of the car to the front doors, where it dipped into a V-shape, widening and kicked upwards until it hit the front of the car. The side badge said "Skyline".

ALSID-1 Deluxe

The ALSID-1 Deluxe featured a different grille compared to the standard model. The large center bar was absent and instead a pair of fog lights are mounted just inside of the front turn signals. Between the fog lights "PRINCE" is spelled out in individual gold letters. A painted side strip, surrounded by a chrome strip ran horizontally the length of the car, widening from front to back. On this side strip was the side badge, which said "Skyline Deluxe".

The Skyline also spawned the ALPE double cab pickup truck and the ALVE delivery van, both marketed as the Skyway.

ALSI-2 series

The ALSI-2 series was released in October 1959 and was nearly identical to the ALSI-1 series except for the engine. Higher quality fuel allowed for an increase in compression and a power increase to 70 hp (71 PS). This new engine was designated the FG4A-40 (this engine was also known as the GA-4).

In February 1960 the ALSI-2-1 series was released. The Deluxe, along with the commercial variants, were updated with quad headlights (the standard model retained the twin headlights). The side strip design was changed on standard models; the V-shape in the side strip was moved from the front doors to the rear doors. On Deluxe models the side strip design remained the same. The standard model gained quad headlights in September 1960 with the release of the ALSI-2-2 series.

BLSI-3 series

In May 1961 the BLSI-3 series was released. The 1500 engine used in the ALSID Deluxe was dropped and instead used the 91 hp (92 PS) 1.9L GB-4 (also known as FG4B-40) OHV four-cylinder engine from the Gloria. The BLSI series was otherwise identical to the ALSI series, except for a "1900" badge on the side. The standard model received the new engine in October 1961.

Commercial variants remained available, also equipped with the new engine.

S21 series

In September 1962 the S21 series was released. It was in production until November 1963. The front end was redesigned in an attempt to update the look of the car. The result was rather unsuccessful as the car now looked like a 1950s body with a 1960s front end. The S21 continued to use the 1.9L GB-4 engine.

The 3-door van was dropped and replaced with a 5-door station wagon; a double cab pickup truck remained available.

BLRA-3 Skyline Sport

The S21 Deluxe-based Skyline Sport featured hand-built Michelotti bodies in stylish coupe and convertible versions. These cars used the 1.9 L GB-4 engine from the S21D. While only a few hundred were built, Prince Motors had a very aggressive product placement group and they can be seen (along the company's mainstream models) in many Toho films of the early 1960s. The canted headlights reflected a similar appearance on the late 1950s through early 1960s Lincoln Continental, Buick, and Chrysler 300. The appearance is similar to the 1960s Lancia Flavia and Triumph Vitesse as Michelotti did contribute to Lancia vehicles during this time. Being the first sports-focused model, the Skyline Sport foreshadowed the Skyline GT-R sub-range.

Used Nissan Skyline R34 Video

S50/S54/S57

S50

In 1961 Fuji Precision Industries changed its name to Prince Motor Company after the 1954 merger. Two years later, in September 1963, the S50 Skyline Deluxe series was launched. Like its predecessor, it came in sedan and wagon bodystyles. This was the second generation car, and became one of the more desirable cars in Japan. It was powered by the G-1 engine, a 68 hp or 70 PS (51 kW) version of the old GA-4. The S50 series were available with a three-speed column shift transmission, or a four-speed floor shift transmission from February 1965 (Deluxe only), either as a four-door sedan (S50) or a five-door wagon (W50). A two-speed automatic option was added to the Deluxe in June 1966. The lower priced and equipped Standard model was added in April 1964; aiming at taxi operators and others it also lacked bumper overriders, making it 11 cm shorter. Three main models of the S50 were built: the S50-1 (1964-1966), the lightly facelifted S50-2 (1967-1968) and the S50-3 (1968). These all used the same engine, with the later S57 receiving a more modern unit. In Japan its market position was refocused as a competitor to the Datsun Bluebird and the Toyota Corona.

Externally, the S50-1 was installed with rounded brake lights and integrated tail lights, with a centrally installed turn signal, similar in appearance to the Ford Galaxie of 1960. The significant appearance change from the previous generation seems to reflect a similar approach done by German company BMW in 1962, in deciding to build a small, affordable, performance coupe and sedan.

The S50 was sold in some markets with an A150 designation. In European markets (and other export markets), it was also marketed as the PMC-Mikado A150. The S50-2 was also sold as the S56SE A190D, which was equipped with the 55 hp (56 PS) 1.9 liter D-6 OHV diesel engine. This model had trim and equipment levels similar to the S50S-2. In Europe, period testers commented on the car's compact size (more like a 1.0 than a 1.5) and its sprightly performance, in large part due to the extremely low gearing. The car's ample lighting was also noted, offering twin headlights, a bevy of warning lamps, numerous engine room light fittings, etcetera. Also lauded were the cars road manners, as evident by the six-cylinder Skyline's competition successes.

In 1966, Nissan and Prince merged and the S50 also appeared with Nissan Prince Skyline badging. This model lasted in production through 1967. In October 1966, the S50-2 was introduced. This light facelift included a new grille and taillights, as well as changes to the interior, and with the addition of an extraction vent on the C-pillar. It was sold as Prince Skyline, Prince A150, or PMC A150, depending on the market. All "Prince" dealership locations were added to the existing Nissan/Datsun Japanese dealerships, while retaining the Prince name to become Nissan Prince Store.

In August 1967 the S50-3 was introduced. The tail lights and front side indicators were changed to a rectangular shape, but otherwise the car remained identical to the S50-2 series. The S50-3 was the last Prince model to use the G-1 engine.

S54

Prince created a racing Skyline GT in May 1964. It was based on the S54 and used the G-7 engine from the Gloria S41, though the car needed a 200 mm (8 in) extension to the wheelbase (all forward of the cowl) to provide space in the engine bay for the inline six. When it entered the second Japanese Grand Prix they hoped to win the GT-II class. Competitive against the Porsche 904, the Skyline managed second through to sixth places. It's made only 100 and name S54?1 Largely due to the success of the race vehicle, the Prince Skyline 2000GT (also called GT-A, GT-B, S54A and S54B) was released to the Japanese market. (S54A(B)?2 ) and the South Australian market (GT-A and GT-B) There were two versions produced:

S54A - 1,988 cc G-7 single-carburetor straight six, 105 PS (77 kW; 104 hp)
S54B - 1,988 cc G-7 triple-carburetor straight six, 125 PS (92 kW; 123 hp) at 5,600 rpm

The B model featured three Weber 40DCOE-18 carburetors, a limited slip differential, five-speed close ratio strengtheing piston conrod crankshaft and crankmetal manual transmission, and power brakes. Both the B and A used front disc brakes with dual pistons and alloy finned drums in the rear.

The South Australian versions both used the S54B engine, the difference was in the gearbox, the GT-A had a 4 speed gearbox, and the GT-B had the European ZF, 5 speed gearbox.

S57

In August 1967 Prince released an upmarket version of the S50D-3 called the S57. It used a new engine of Prince's (designed before the merger with Nissan), the OHC 1.5 L (1483 cc) G15. At 88 PS (65 kW; 87 hp), it was the most-powerful engine in the Japanese 1500 cc class. The S57D was identical to the S50D-3 except for a "88" badge in the grille (for 88 PS) and an "OHC" badge above the right side reversing light.

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C10

The C10 series of 1968, which began its development under Prince at the company's Ogikubo R&D centre in the suburbs of Tokyo, was marketed with a Nissan badge. By the time the C10 went on sale, the Prince nameplate had been completely phased out on cars and trucks. The dealer network selling the cars became the Prince channel of Nissan, and the marketing group stayed at the Prince headquarters in Mita instead of moving to Nissan's headquarters in Ginza. The C10 Skyline was launched with Prince's 1.5 L OHC G15 I4 like the S57. A 1.8 L G18 version was also available. A station wagon variant, known previously as the Prince Skyway, was offered with this generation. A hardtop coupé was introduced in October 1970.

The brake- and tail-lights were modified to square units, but now included dual units for both the left and right side of the vehicle. As the Skyline was now a Nissan product, it was repositioned above the Bluebird as a more sport-oriented sedan and coupe, while the Bluebird remained more economical. Its appearance shows some resemblance to the earlier 1961 Fiat 2300, designed by Pininfarina.

2000GT-X

In September 1971, the KGC10 2000 GT-X received a 2.0 L (1,998 cc) L20SU straight-six engine instead of the Prince G-7 engine. The chassis was already designed to fit a straight six, to avoid the S54 extension problem. 130 PS (96 kW) was available from this new engine. In March 1972 the lineup was expanded to include a four-door GT-X sedan.

2000GT

In October 1968 the GC10 2000GT's engine horsepower was decreased to 105 hp (78 kW), Nissan introduced an automatic variant in June 1970, as well as a 2-door coupe in October 1970.

GT-R

The first GT-R Skyline appeared in February 1969. Called the PGC-10 (KPGC-10 for later coupé version) internally and Hakosuka (????) by fans. Hako (??) means Box in Japanese, and suka(??) is short for Skyline (??????; Sukairain). It used the 2.0 L (1998 cc) S20 I6. This new DOHC engine (which was designed by the former Prince engineers) produced 160 hp (118 kW, 180 N m), and was similar to the GR8 engine used in the Prince R380 racing car.

The GT-R began as a sedan, but a 2-door coupé version was debuted in October 1970 and introduced in March 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and performed well at the track. The sedan racked up 33 victories in less than two years, and the coupé stretched this to 50 through 1972.

The C10 raced against many cars including the Toyota Corona 1600GT (RT55), Isuzu Bellett GTR, Mazda Familia (R100) & Capella (RX-2) - even Porsche. In late 1971 the new Mazda RX-3 became the GT-R's main rival. The GT-R managed a few more victories before the RX-3 ended the GT-R's winning streak.

Models:

1500 - 1.5 L G-15 I4, 88 hp (71 kW, 128 N m)
1500 - 1.5 L G-15 I4, 95 hp (71 kW, 128 N m)
1800 - 1.8 L G-18 I4, 105 hp (78 kW, 150 N m)
2000GT - 2.0 L L20 I6, 120 hp (90 kW, 167 N m)
2000GT-X - 2.0 L L20SU I6, 130 hp (96 kW, 172 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)

Body styles

C-10 4-door sedan or 5-door wagon (August 1968 - September 1972)
GC-10 4-door 2000GT (October 1968 - September 1972)
PGC-10 4-door GT-R Skyline (February 1969 - September 1970)
KPGC-10 2 Door GT-R Skyline (October 1970 - September 1972)
KGC-10 2000GT 2-door (October 1970 - September 1972)
KGC-10 2000GT-X 2-door (September 1971 - September 1972)
KGC-10 2000GT-X 4-door (March 1972 - September 1972)
HGLC10 2000/2400GT 4-door Left Hand Drive

Nissan Skyline GT-R s in the USA Blog: R34 Nissan Skyline GT-R For ...

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C110

The C110 generation was produced from 1972 through 1977. For export in the 1970s, the C110 and GC110 Skyline was sold as the Datsun K-series, with models such as the Datsun 160K, 180K and Datsun 240K.

The body styles were, once again, four-door sedan, two-door hardtop coupé, and five-door station wagon. The C110 was more fussy in its styling than its predecessor, particularly so in wagon form, where unusually for a wagon design, no windows were fitted between the C and D pillars. Its appearance seems to be influenced by the 1970-1975 Citroën SM. The C110 was the first version to return to the round rear tail and brake lights introduced in 1963 albeit with dual units from the previous generation, and the appearance has become a traditional Skyline feature. The styling also influenced a smaller, more affordable two-door coupe, called the Silvia, introduced in 1975. Nissan introduced its emission control technology, primarily consisting of fuel injection on trim packages ending with an "E", using the moniker Nissan NAPS also in 1975.

The C110 Skyline was better known as the "Ken & Mary" or "Kenmeri" (????) Skyline, stemming from the advertisement campaign in Japan at the time which featured a young couple (Ken and Mary) who relaxed and enjoyed the countryside in Ken and Mary's Skyline (?????????????). The ads were highly successful and perhaps as a result the C110 was sold in very large numbers in Japan. It sold just as well in Australia (in a 2.4L 6-cylinder form, badged as "Datsun 240K"), though few survive today. There, the 240K was about the same price as a Ford Falcon GT or BMW 5 series, around AUD$5000.

GT-R

The Nissan Skyline GT-R hardtop arrived in September 1972 but only lasted until March 1973, when Nissan ceased its production. The oil crisis saw many people preferring economy cars and high-performance sports cars were looked down upon. Nissan pulled out of Motor Racing, so there was no purpose to the GT-R. It was not officially exported anywhere, although Nissan contemplated exporting to Australia. Only 197 KPGC110 GT-Rs were ever sold in Japan, through specialist Nissan Performance shops (before it was called NISMO). This was the last GT-R for 16 years until the BNR32 in 1989.

Models:

1600 - 1.6 L G16 I4
1800 - 1.8 L G18 I4
2000GT-X - 2.0 L L20A I6, 130 hp (96 kW, 172 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)

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C210

The succeeding C210/211 and GC210/211 of 1977 continued to split the Skyline range into basic and six-cylinder models, the latter with a longer wheelbase and front end. This line continued through 1981. A rare variant would be the wagon version, which had a unique styling treatment behind the rear doors, of a much smaller window than usual between the C and D pillars. The Skyline received an internal and external facelift in late 1978, which led to a change of the model code from 210 to 211. This was also when the Skyline first appeared in several European export markets, such as Germany.

The GT-EX replaced the discontinued GT-R with a turbocharged engine, the L20ET. As installed in the recently renewed Nissan Cedric/Gloria, this had been the first turbo engine to power a Japanese production vehicle. One notable aspect of the turbo versions was that they were not intercooled and there was no form of blowoff valve, only an emergency pressure release valve. As usual with Japanese cars of this period, there were four- or five-speed manuals and a three-speed automatic, with a column-shifted three-speed manual available on lower end cars and vans.

The "T" designation on the L16T and L18T does not signify a turbocharger was included; it denotes that those engines came with twin carburetors. The L-series engines were all switched to the cross-flow Z-series in late 1978. The larger 2.4 litre inline-six was never offered in the domestic Japanese market; having been reserved for export. Export engines were rated in DIN horsepower, so while a Japanese-spec L24 promised 130 ponies, European market cars with the same engine only claimed 113 PS (83 kW). On the other hand, European buyers could also get the fuel injected L24E with 127 or 130 PS (93 or 96 kW) DIN, about on par with what the turbocharged GT-EX offered. Originally marketed as the Datsun 240K-GT in Europe, the fuel injected version was sold as the Datsun Skyline in most markets where it was available. It has a claimed top speed of 186 km/h (116 mph).

In June 1980 the two-liter, fuel injected inline-four Z20E engine was added to the lineup, as was the 2.8 liter straight-six GT-Diesel with 91 PS (67 kW).

Models:

1600TI - 1.6 L Z16 I4, 95 PS (70 kW), 13.5 kg?m (132 N?m)
1800TI - 1.8 L Z18 I4, 105 PS (77 kW), 15.0 kg?m (147 N?m) - the similar L18 received a claimed 77 PS (57 kW) DIN in European export markets.
1800TI-EL - 1.8 L Z18E I4, 115 PS (85 kW), 15.5 kg?m (152 N?m)
2000GT-EL - 2.0 L L20E I6, 130 PS (96 kW), 17.0 kg?m (167 N?m)
2000GT-EX - 2.0 L L20ET turbo I6, 145 PS (107 kW), 21.0 kg?m (206 N?m)
Datsun 240K-GT - 2.4 L L24 I6, 142 PS (104 kW) DIN, 18.0 kg?m (177 N?m), 180 km/h (110 mph), 0-100 km/h in 13.5 s.

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R30

The names were brought into line with the home Japanese and worldwide markets with the launch of the R30 series in August 1981, which was built on a C31 Laurel platform. Unlike preceding generations, four- and six-cylinder versions now shared a front end of the same length. The R30 was available as a two-door hardtop coupe, a four-door sedan, a five-door hatchback (available only in the R30 generation), or a four-door station wagon. In all, there were 26 variations of the R30 Skyline available.

All versions with the exception of the wagon were usually fitted with the four round tail lights that had become a regular feature to the Skyline's design. The wagon had different tail lights, headlights, and no turbo or six-cylinder versions available. It more closely resembled a Nissan Sunny than a Skyline. The two-door coupé had a hardtop, pillarless design, and featured roll-down quarter windows for the rear seat passengers (a styling feature of the previous C10, C110, and C211 coupes), while four-door versions had a traditional sedan body style with framed windows. The crease that appeared over the rear wheels beginning with the second generation, referred to as the "surf line", no longer appeared starting with this generation.

Nissan Australia launched the R30 sedan in November 1981, with standard air conditioning, AM/FM radio cassette stereo, digital clock, intermittent wipers, five-speed manual or optional three-speed automatic. This was fully imported from Japan. The hatchbacks were released to the market in August 1982. The facelift model launched in Australia during November 1983. Notably, configurations of the R30 sold in Australia and New Zealand were missing the traditional hotplate tail lights, instead opting for more conventional styling.

Export markets also received some larger (albeit less powerful) engines, in the form of 2.4 and a 2.8 liter inline-sixes of 120 PS (88 kW) or 139 PS (102 kW). The 2.8 was added in September 1982.

Various engine configurations were available, initially ranging from the top of the line 103 kW SOHC 6-cylinder turbo L20ET to the 4-cylinder Z18S and 6-cylinder LD28 diesel versions at the other end of the scale. The all-new 16-valve DOHC FJ20 engine debuted in late 1981, and was the first four-cylinder engine from any Japanese manufacturer to employ more than two valves per cylinder (see below). Some of the top spec models featured adjustable suspension dampers that could be adjusted while driving, this was another first for mass-produced JDM vehicles. Nissan Glorias and Laurels also used the L series engines, as well as some diesel (Laurel only) variants.

The R30 range was facelifted in August 1983 with various changes across the board; for example four-wheel disc brakes were now standard issue, instead of being optional for lower-spec models. Trim specifications were revised and the 4-cylinder Z18S engine was replaced with the newer CA18E. Features included upgraded interior trim, new front and rear bumpers, door-mounted wing mirrors (replacing the old 'hockey stick' fender mirrors), and smoked tail lights.

During 1983 the Paul Newman Version R30 was released to commemorate the association between Nissan and the actor Paul Newman, who used to appear in promotional material, as well as race for the company during the late-1970s and early-1980s. The Newman Skyline was simply a top spec GT-ES turbo with signature embroidery and decals.

RS

Although making about the same power as the L20ET-powered GT-ES models, the version of the Skyline initially known as the 2000RS was released on October 2, 1981 as more of a stripped-down lightweight racer, without as many luxury extras included (quoted curb weight was only 1,130 kg (2,490 lb)). These were equipped with the naturally aspirated 4-valve-per-cylinder DOHC FJ20E engine generating 110 kW (150 PS; 148 hp) of power at 6,000 rpm and 181 N?m (133 lb?ft) of torque at 4,800 rpm. The official Nissan chassis designation for all FJ20-powered models was DR30.

In February 1983 the DR30 range received a significant boost in performance with the introduction of the turbocharged FJ20ET engine in the 2000RS-Turbo. Front brakes were also significantly upgraded to cope with the power increase. Now with 140 kW (190 PS; 188 hp) of power at 6,400 rpm (measured on a gross basis) and 225 N?m (166 lb?ft) of torque at 4,800 rpm on tap, the FJ20ET enjoyed new-found prestige as the most powerful Japanese production engine of its era.

Nissan sought to elevate the status of the DR30 Skyline as their new flagship model in light of this success, and it received a generous amount of changes to distinguish it from lesser Skyline models in August 1983. Interior equipment was significantly upgraded to now include electric windows, air conditioning and power steering as standard in the new RS-X model (for Extra) with an increased curb weight of around 1,235 kg (2,723 lb) it also included a driver's seat with multi-way power lumbar adjustment, anti-skid control, fog lamps, rear deck spoiler and other features such as dimmable instrument cluster lighting; gone were the days of the spartan, stripped-out race interior, although this could still be specified at time of purchase. But by far the most striking change to the RS was the new unique front end treatment, nicknamed Tekkamen (???) or Iron Mask by fans for its distinctive look. The headlights were considerably slimmer, and instead of a conventional grille the bonnet now sloped down to two narrow slits above a facelifted front bumper and airdam.

Further enhancements were made for 1984, most notably the addition of an air-to-air intercooler allowing the compression ratio to be increased from 8.0:1 to 8.5:1 with revised turbocharger exhaust housing to the FJ20ET powered model increasing output to 205 PS (151 kW) of power at 6,400 rpm (gross) and 245 N?m (181 lb?ft) of torque at 4400 rpm. The intercooled model was nicknamed the Turbo C. The Turbo C formed the basis for the Super Silhouette race car built by GT-R Works and sponsored by Tomica and run in the All Japan Sports Prototype Championship under FIA Group C regulations.

An automatic transmission option was also added 1984. Changes to the "PLASMA Spark" ignition system followed in early 1985 towards the end of R30 production.

To this day the FJ20-powered R30 Skyline remains a cult car both at home and overseas (there are still dedicated "one make" drag racing events for this model in Japan), and is credited with rejuvenating the Skyline brand in the early 1980s. It also paved the way for the eventual re-introduction of the legendary GT-R badge, markedly absent since the end of C110 Skyline production in 1973.

The DR30 achieved success in Australian touring car racing during the mid-1980s. The factory backed Peter Jackson Nissan Team made its Group A debut in the opening round of the 1986 Australian Touring Car Championship, and over the 10 round series, lead driver George Fury would win four of the rounds and it was only unreliability in the first two rounds that cost Fury the title, finishing only 5 points behind the Volvo 240T of Robbie Francevic. Fury then went on to finish second to the BMW of Jim Richards in the 1986 Australian Endurance Championship, winning four of the six rounds, though failures to finish in the opening round at Amaroo Park in Sydney, as well as a DNF at the James Hardie 1000 at Bathurst cost him the title. Team driver Garry Scott would put the DR30 on pole for the James Hardie 1000 before going on to finish third with young charger Glenn Seton. Despite missing out on the drivers title, Nissan would win the 1986 Australian Manufacturers' Championship from BMW. Fury finished off 1986 by finishing second to the V8 Holden Commodore of Allan Grice in the Group A support race for the Australian Grand Prix in Adelaide.

Fury was joined in 1987 Australian Touring Car Championship by Glenn Seton. While Fury had a frustrating first half of the championship, Seton would battle it out with the BMW M3 of Richards for the title. The series came down to the last race at Sydney's Oran Park Raceway where Richards used the nimble M3 to defeat Seton and win his second ATCC in three years. With Fury finishing third in the championship, this saw Nissan sharing victory with BMW in the 1987 Australian Manufacturers' Championship. The final competitive race for the Peter Jackson Nissan DR30s came in the Group A support race for the 1987 Australian Grand Prix in Adelaide where Fury again finished second behind the Ford Sierra RS500 of Dick Johnson.

The 340 bhp (254 kW; 345 PS) DR30 continued to be used by privateer racers in Australian touring car racing until 1989.

Models: (Japan)

1800TI - 1.8 L Z18S SOHC I4, 105 PS (77 kW), later models 1.8 L CA18E SOHC I4, 115 PS (85 kW)
2000TI - 2.0 L CA20E SOHC I4
2000TI - 2.0 L Z20E SOHC I4
2000GT and Passage - 2.0 L L20E SOHC I6
2000GT Turbo, Passage and Paul Newman Version - 2.0 L L20ET turbo I6, 140 PS (103 kW, 206 N m)
RS - 2.0 L FJ20E DOHC I4, 150 PS (110 kW, 181 N m)
RS-X and RS-X Turbo C - 2.0 L FJ20ET DOHC turbo I4, 190 to 205 PS (140 to 151 kW, 225 to 245 N m)
200D GT - 2.0 L LD20 SOHC I4 Diesel
280D GT - 2.8 L LD28 SOHC I6 Diesel

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R31

The R31 Skyline of 1986 was a natural evolution on the R30 shape, and also this one was loosely based on the Laurel platform (C32). The design was slightly larger and squarer than previous Skylines. It was available as a Sedan, Hardtop sedan, Coupé and station wagon. Affectionately known as the "Seventhsu" or simply "7th Sukairain" by owners, due to it being the 7th-generation Skyline.

The R31 Skyline introduced many new technologies and features. The HR31 was the first Skyline to be equipped with the new RB-series of engines. The HR31 RB engines are often referred to as "Red Top" engines because of the red cam covers. There were three variants. The earliest series of DOHC, 24-valve, RB engines used the NICS (Nissan Induction Control System) injection system with 12 very small intake runners, and a butterfly system to divide the intake ports in half for better low RPM performance. Later versions used ECCS (Electronically Concentrated Control System) engine management, discarded the twelve tiny runners for six much larger ones (though the cylinder heads still retained twelve individual intake ports separated by casting), and received a slightly larger turbocharger. Nissan's RD28, a 2.8 straight-six engine, featured for a diesel option. Another technological first for the R31 was the introduction of Nissan's proprietary 4-wheel steering system, dubbed HICAS (High Capacity Active Steering). The R31 series were also the only models in the Skyline family to feature a four-door hardtop variation. These models were generally badged as the Passage GT.

The R31 Skyline was also produced in Australia, with a 3.0 L motor (RB30E) available in sedan or wagon form, as well as a four-cylinder version called the Nissan Pintara. The wagon had the same front style as the coupe and sedan--the only difference being that it lacked the four round brake lights that had been a consistent element of Skyline design (except for the R31 series one/two which had rectangular taillights with a solid bar through the centre which was also shared by the Pintara). These cars were manufactured in Australia due to the heavy import laws which made it expensive to bring cars into Australia.

29,305 R31 Skylines were also manufactured and sold in South Africa in four-door sedan form between 1987 and 1992. These were the last Skylines seen in South Africa. Power came from either the RB30E 3.0 straight-six engine, RB20E 2.0 straight-six, or the CA20S four-cylinder powerplant.

GTS-R

The ultimate version of the R31 was the RB20DET-R powered HR31 GTS-R Coupe of which 823 units were built to allow homologation for Group A Touring Car racing. Introduced in late 1987, it had a reworked version of the normal RB20DET with a much larger turbocharger on a tubular steel exhaust manifold, as well as a much larger front-mounted intercooler boosting power to a factory claimed 210 ps (154 kW), with racing versions making over 430 hp (321 kW) in Group A trim, though this was still at least 110 hp (82 kW) less than the leading Group A car of the time, the Ford Sierra RS500 (which had approximately the same weight as the Nissan), and around 70 hp (52 kW) less than the heavier (by around 225 kg (496 lb)) V8 Holden Commodore.

Jim Richards and Mark Skaife drove a Gibson Motor Sport prepared Skyline GTS-R to win the 1989 Sandown 500 in Australia. Richards also used the GTS-R in 6 of the 8 races to win the 1990 Australian Touring Car Championship (he used the R32 GT-R in the final two rounds of the series). It was the first Australian Touring Car Championship victory for a Nissan driver after George Fury placed second in 1983 and 1986 and Glenn Seton gained second position in 1987.

Models

Japanese market:

1800 C, 1800 Excel and 1800 Passage - 1.8 L CA18S SOHC I4, 90 hp (66 kW)
GT Excel D, GT Passage D - 2.8 L Diesel RD28 SOHC I6, 92 hp (68 kW, 173 N m)
GT Excel, GT Passage - 2.0 L RB20E SOHC I6, 128 hp (96 kW)
GT Excel Twin Cam 24V, GT Passage Twin Cam 24V - 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
GT Passage Turbo - 2.0 L RB20ET SOHC turbo I6, 167 hp (125 kW, 206 N m)
GT Passage Twin Cam 24V Turbo - 2.0 L RB20DET DOHC turbo I6, 180 hp (133 kW, 225 N m)
GTS - 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
GTS Turbo - 2.0 L RB20DET DOHC I6, 180 hp (133 kW, 225 N m)
GTS-X - 2.0 L RB20DET DOHC turbo I6, 190 hp (141 kW, 240 N m)
GTS-R - 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)
GTS Autech - 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)

Australian market:

Pintara GLi, Executive, GX, & GXE - 2.0 L CA20E I4, 102 hp (78 kW, 160 N m)
GX, Executive, GXE, Silhouette, Ti - 3.0 L RB30E SOHC I6, 157 hp (117 kW, 252 N m)
Silhouette GTS1 - 3.0 L RB30E SOHC I6, 176 hp (130 kW, 255 N m)
Silhouette GTS2 - 3.0 L RB30E SOHC I6, 190 hp (140 kW, 270 N m)

South African market:

2.0GL, 2.0GLE - 2.0 L CA20S I4, 106 hp (78 kW, 163 N m)
2.0SGLi - 2.0 L RB20E SOHC I6, 115 hp (85 kW, 174 N m)
3.0SGLi - 3.0 L RB30E SOHC I6, 171 hp (126 kW, 260 N m)

Nissan Skyline GT-R s in the USA Blog: R34 Nissan Skyline Left ...

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R32

The R32 Skyline debuted in May 1989. It was available as either a 2-door coupe or 4-door hardtop sedan, all other bodystyles were dropped. The R32 featured several versions of the RB-series straight-6 engines, which had improved heads (the twelve port inlet was gone) and used the ECCS (Electronically Concentrated Control System) injection system. Also available was an 1,800 cc 4-cylinder GXi model. Most models had HICAS four-wheel steering, with the rear wheels being hydraulically linked to the front steering. The 2.5-litre GTS-25 became one of the first Japanese production cars to feature a 5-speed automatic transmission. The GTS-t came in standard and Type M configurations, with the Type M having larger five-stud 16-inch wheels, four piston front callipers and twin piston rears plus other minor differences. ABS was optional (except for the GT-R and GTS-4), mechanical LSD was standard on the GTR and viscous LSD was standard on all turbo models and optional on all but the GXi. Nissan also produced 100 Australian models of the R32. In addition, there was a 4WD version of the GTS-t Type M, called the GTS-4.

This generation was considered a "compact" under Japanese legislation that determined the amount of tax liability based on exterior dimensions. The smaller engines were offered so as to provide Japanese buyers the ability to choose which annual road tax obligation they were willing to pay. The station wagon bodystyle was discontinued, and replaced by the Nissan Stagea.

Models:

GXi Coupe and Sedan - 1.8 L CA18i I4, 91 PS (67 kW; 90 hp)
GTE Coupe and Sedan - 2.0 L RB20E I6, 125 PS (92 kW; 123 hp), 152 N m
GTS Type-X, S, J - 2.0 L RB20DE I6 155 PS (114 kW; 153 hp), 154 N m
GTS-25 Type-X, S, XG - 2.5 L RB25DE I6, 180 PS (132 kW; 178 hp), 231 N m
GTS-t, Type-M - 2.0 L RB20DET turbo I6, 215 PS (158 kW; 212 hp), 265 N m
GTS-4 - 2.0 L RB20DET turbo I6, 215 PS (158 kW; 212 hp), 265 N m 4WD
Autech GTS-4 - 2.6 L RB26DE I6, 220 PS (162 kW; 217 hp), Autech Version (auto only) 4WD - only 188 made
GT-R - 2.6 L RB26DETT twin-turbo I6, 280 PS (206 kW; 276 hp), 368 N m 4WD; also NISMO, N1, V-Spec, and V-Spec II variants.
NISMO S-Tune

GT-R

The R32 GT-R was first produced in 1988 including prototype cars. The first six Nismos were built in 1989. The other 554 NISMO GT-Rs were all built in 1990 and were all Gunmetal Grey in color. The RB26DETT engine actually produced ~320 PS, but it was unstated due to the Japanese car makers' "gentlemen's agreement" not to exceed 280 PS (276 hp). The engine was designed for ~500 hp in racing trim, and then muzzled by the exhaust, boost restriction, and ECU.

  After this increase the car would put out ~310 hp (~230 kW) and could do 0-100 km/h in 4.7 seconds and quarter mile in 12.8 seconds.

The GT-R had a significantly larger intercooler, larger brakes, and aluminium front guards and bonnet. Other distinguishing features include flared front and rear wheel arches. More supportive seats were fitted, and the turbo boost gauge and digital clock were removed from inside the instrument cluster. The clock was replaced with a torque meter that indicated how much torque was being delivered to the front wheels (0%-50%). Oil temp, voltage, and turbo boost gauges were fitted just above the climate control.

The Porsche 959 was Nissan's target when designing the GT-R. The chief engineer, Naganori Ito, intended to use the car for Group A racing, so the design specification was drawn up in conjunction with a copy of the Group A rules. The Nordschleife production car record at the time of development was 8'45" - set by a Porsche 944. Nissan test driver Hiroyoshi Katoh reset the record with a time of 8'20". Best Motoring managed 8'22"38.

The R32 GT-R dominated Japanese Touring Car Championship (JTCC), winning 29 races from 29 starts, taking the series title every year from 1989 to 1993. It took 50 races from 50 starts from 1991 to 1997 (latterly R33) in the N1 Super Taikyu.

The R32 GT-R was introduced into the Australian Touring Car Championship in 1990 and promptly ended the reign of the previously all-conquering Ford Sierra Cosworth, winning Bathurst 1000 classic in 1991 and 1992. This success led to the Australian motoring press nicknaming the car Godzilla due to it being a "monster from Japan". As Australia was the first export market for the car the name quickly spread. Such was the GT-R's dominance that it was a significant factor in the demise of Group A Touring Car racing, the formula being scrapped soon after. JTCC was similarly blighted by the R32 GT-R, and splintered soon after, leading to the switch to the Supertouring category and also indirectly to the GT500 category of today.

When originally designed, the homologation rulebook mandated 16-inch wheels, so that's what the GT-R got. This limited the size of the brakes, and the four-piston calipers used by Nissan were not competitive. After the rules changed to allow 17-inch wheels, the GT-R V-spec (for Victory) emerged in February 1993 wearing 17" BBS mesh wheels (225/50/17) covering larger Brembo calipers. The clutch actuation changed from a push to a pull system and the car had a standard mechanical rear differential (the electronic rear differential did not show up until the R33 V-Spec). A year later, the V-Spec II appeared with a new sticker and wider tires (245/45 17).

The Nismo Skyline GT-R is a limited (500 street, 60 racing) version of Nissan Skyline with Nissan RB engine with twin steel turbochargers rated 280 PS (206 kW; 276 hp) at 6,800 rpm and 353 N?m (260 lb?ft) at 4,400 rpm, all-wheel steering, electronically controlled all-wheel drive.

As of August 2014, the R32 Skyline GT-R is eligible for US import under the NHTSA "25 year" rule, that allows vehicles that are 25 years old (to the month) or older to be imported. These vehicles, due to their age do not have to comply with federal emissions or with Federal motor vehicle safety standards.

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R33

The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, it was available in coupe and sedan body configurations. The R33 was the safest of the models with a rating of 3.8 out of 5.5 accordingly; the airbag system and internal crash bars made this vehicle significantly safer than previous models. All models now used a six cylinder engine. Nissan took the unusual step of down-grading the GTS model to have only the RB20E, while the twin-cam of the R32 GTS was discontinued. The 2.0 L turbo RB20DET GTS-t was also discontinued and was replaced with the GTS-25t which was equipped with the larger RB25DET and featured HICAS as standard in all GTS-25t sub-models except the Type G.

Some models came equipped with a new version of the HICAS 4-wheel steering system called Super HICAS. This computer controlled system was first used on the R32 GT-R. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS. This generation was no longer considered a "compact" under Japanese legislation that determined the amount of tax liability based on exterior dimensions.

As an option, an active limited slip differential was available instead of the standard viscous LSD. This new unit locked the rear differential if it detected that traction was lost by one of the wheels. A light on the dash also lit up if the LSD engaged. Active LSD came standard on all V-Spec R33 GT-R Skylines and was also available on some ECR33 GTS-25t models; these can be identified by the A-LSD and SLIP lights on the tachometer.

The RB25DE and RB25DET engines also became equipped with NVCS (variable inlet cam phasing). NVCS equipped RB series engine have a bulge on the front of the cam cover. To celebrate their 40th anniversary, Nissan introduced a very rare 4-door GT-R. Two versions of the 4-door GT-R were available from Nissan's subsidiaries: the first was produced by Autech, and the second was a joint Autech/Nismo project.

A Nissan Laurel C34 based wagon was released in September 1996, called the Stagea. It is widely regarded as a compatriot of the Skyline, rather than the Laurel it was based on, owing to drivetrain configurations--Commonly AWD using ATTESA ET-S. A common modification on the Stagea is to fit it with an R34 skyline front, in effect making an R34-lookalike wagon. A manual transmission was only available on the RS-Four and RS-Four V models. There was also an Autech tuned Stagea, the 260RS; released with full GT-R running gear, including an RB26DETT engine and manual transmission, a unique body kit, 17" BBS style alloys, and GT-R instrumentation.

Models:

HR33 GTS - 2.0 L RB20E SOHC I6, 130 PS (96 kW, 172 N m)
ER33 GTS-25 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m)
ENR33 GTS-4 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m) 4WD
ECR33 GTS-25t (GTS-t) - 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 N m)
ECR33 P.Ride 280 Type MR - 2.8L RB28DETT DOHC turbo I6, 300 PS

1996

The R33 Skyline (Spec 2) continued the concepts introduced in the R32. Driver and Passenger airbags became standard in 1996. As a result, pre-1996 models are barred from being imported into various countries for consumer road use as they do not meet the frontal impact standards. (However, in the U.S., there are Federal Laws regarding safety and emissions that require certain documents to be obtained, certain criteria to be met and adhered to, or 25 years to pass, before the sale of this vehicle becomes legal.) For the RB25DET engine the ignition system was also changed, with the ignition module no longer located on the cam covers and was instead replaced by smart ignition coils (Ignitor built into coil) and ECU. The RB25DET's turbo was also given a nylon compressor wheel to improve response. Throughout the time the R33 was produced there were quite a number of different styled lights and bodykits fitted, the actual body/chassis underwent no changes. Among the cosmetic changes in the spec 2 were, the headlights which tapered down more towards the grill and were fitted with improved reflectors, the grill (which was longer on the Spec 1), the bonnet which had a re-shaped leading edge to fit the new lights and front bumper changing shape in the smallest amount to match the lower edge of the new headlights. Later models of the Spec 2 also had the option of having an Active-LSD fitted. The R33 ceased production in February 1998 with the 40th Anniversary R33.

GT-R

The previous R32 model was a well proven build but the R32 wasn't without faults and suffered with uplift and balance issues. Along with that, Nissan was as other Japanese companies were under strict restrictions on power gains. So Nissan had to combat all these areas so the sophisticated strength Programme was made. Nissan increased the width by about one inch on the R33 to the R32 and made it about 4 inches longer. This gave the R33 a longer wheelbase overall and lower stance mixed with new technology now from the computer aerodynamic age. Each line on the R33 was intended to give the car ultimate aerodynamics with wider gaps in the bumper and angles of air movement which allowed better cooling, in addition to the fuel tank lifted; the battery moved to the boot/trunk. Rigidity points were added mixed with improvements on the Attessa and Hicas all now offered the R33 with the best aerodynamics, balance, and handling. Nissan engineers also found other ways to reduce weight, even by a few grams. This includes: Hollowing out the side door beams. Using high tensile steel on body panels. Reduction in sound deadening materials. Super HICAS becoming electric. Hollowing out of rear stabilizer bar. Use of high tensile springs front and rear. Shrinking the ABS actuator. Light aluminum wheels with higher rigidity The front and rear axles were made of aluminum (as in the BNR32) but also so were engine mount insulators and brackets New plastics were used for : fuel tank, head lamps, super high strength "PP" bumpers, air cleaner, changing the headlining material, changing material of rear spoiler. All this put together meant we saw an improved time against the R32 of 21 seconds faster around the nurburgring and 23 seconds faster in V spec trim. Still making the R33 the fastest skyline around the nurburgring. The BCNR33 GT-R version also had the same RB26DETT engine that the BNR32 was equipped with, although torque had been improved, due to changes in the turbo compressor aerodynamics, turbo dump pipe, and intercooler. The turbo core changed from a sleeve bearing to a ball bearing, but the turbine itself remained ceramic, except on N1 turbos (steel turbine, sleeve bearing). From the R33 onward, all GT-Rs received Brembo brakes. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS four-wheel-drive system, and Super HICAS 4-wheel steering.

A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp (298 kW) from a road-tuned version of Nissan's Le Mans engine. A stronger six-speed Getrag gearbox was used.

An R33 GT-R driven by Dirk Schoysman lapped the Nordschleife in less than 8 minutes. Though it was often said to be the first production car to break 8 minutes, the limited run Jaguar XJ220 had already achieved a 7'46" lap. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.Also Nissan no longer took part in races outside of Japan a lot of that was down to the victories of the R32 but those victories caused rule changes and stop further Skyline generations taking part.The R33 saw victory in the JGTC GT500 dominating the class and taking victory each year until its final racing year in which it was finally beaten by the Mclaren F1 GTR.

The R33 saw huge favour in the tuning world with it being a popular model on the Wangan and top tuning companies building heavily tuned version from Top Secret ran by Smokey Nagata to Jun etc and later by companies like Sumo. HKS GT-R would hold a drag series record for several years in there drag series making a record win of 7.671-second pass at Sendai Hi-Land Raceway with Tetsuya Kawasaki behind the wheel and taking it to be the World's fastest AWD car. Models:

GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) 4WD
GT-R LM - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) FR
NISMO 400R - 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW, 478 N m) 4WD
4Dr.GT-R Autech Version - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) 4WD - only 447 made

1999 Nissan Skyline GT-R | | SuperCars.net

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R34

On May 1998, the HR34, ER34, ENR34, and BNR34 marked the introduction of the more fuel-efficient and environmentally friendly RB25DET NEO engine. The RB20E engine was discontinued in the R34 base model (GT), and the RB20DE, after last being used in the R32 Skyline, was reintroduced in the updated NEO guise. The R34 GT, powered by the RB20DE NEO and coupled with a five-speed gearbox, became the most fuel-efficient straight-six Skyline to date (of any shape). " The 4-speed automatic transmission available on some models in the previous two shapes were discontinued. In its place, Nissan produced a 5-speed manumatic tiptronic transmission for all of the automatic versions (except the 2L models, which featured a 4-speed automatic gearbox). The 25GT-T coupe variant (often abbreviated as GT-T) was sold in Singapore, New Zealand and Hong Kong from 1998 to 2000 respectively. They were the only three countries besides Japan that sold the R34 25GT-T model Skylines new. All Japanese Nissan Prince Store locations that sold the Skyline were renamed Nissan Red Stage.

Nissan introduced two new models for the base vehicle, the 25GT-X and the 25GT-V. The 25GT-X was only available as a sedan and had optional extras over the 25GT and 25GT-T such as tinted rear windows and pop-up LCD display that replaced the triple cluster on the turbo models. The 25GT-V was a naturally-aspirated variation that came standard with the upgraded 4-piston front and 2-piston rear Sumitomo calipers and 17" wheels only found on the turbo models.

In August of 2000, the R34 received a facelift which changed the front bumper to a new, sleek design and Xenon headlights were optional across the entire range. For the interior, pedals were changed from rubber to aluminium and the steering wheel and gear shift knob were now made of genuine leather. The center console and dials now had an iridium-silver appearance. Optional extras for the R34 included exterior aero which consists of redesigned front and rear bumpers, side skirts and a wrap-around spoiler on the rear which was only available for the coupe. Optional tuning NISMO parts for the R34 included shock absorbers, exhaust system, intercooler, sway bars, oil cooler, and limited slip differential.

Models:

GT - 2.0 L RB20DE NEO I6, 155 ps (114 kW, 186 N m)
25GT 2.5 L RB25DE NEO I6, 200 ps (147 kW, 255 N m)
25GT-X 2.5 L RB25DE NEO I6, 200 ps (147 kW, 255 N m)
25GT-V 2.5 L RB25DE NEO I6, 200 ps (147 kW, 255 N m)
25GT FOUR - 2.5 L RB25DE NEO I6, 200 ps (147 kW, 255 N m) 4WD
25GT-X FOUR - 2.5 L RB25DE NEO I6, 200 ps (147 kW, 255 N m) 4WD
25GT-T - 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 N m)
25GT-X Turbo - 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 N m)

GT-R

The GT-R reappeared in 1999, with a revised chassis and other updates. The R34 turbos received a ball bearing core. The R34 N1 turbos had a metal exhaust wheel, and ball bearing center section. The turbo outlet pipes were changed from cast to formed metal outlets. The intercooler outlet side and rear turbo dump pipe had temperature probes fitted in the V-spec models. The biggest feature and most significant feature to the R34 GT-R that wasn't seen on any other model skyline was the display unit at the top of the dashboard. This display unit was very significant for the car at its time. This display showed many of the cars engine stats including boost pressure, oil temp, water temp and more. As a 1999 car this kind of technology was very rare and advanced at the time. The display was capable of showing the G-force that the car was under when driving and there was also a lap timer that could be started by a button that was located near the gear lever. There was a computer jack lead hidden underneath the left passenger side skirt that could be used to transfer driving data from the car to a laptop. This could only be done with a Japanese version of Windows and Japanese software, which today is very hard to come by. Other features such as the battery being located under the back seat of the car made more room available in the engine bay.

Models: (all ATTESA E-TS Pro AWD)

GT-R - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 276)
GT-R V·spec - Additional aero parts, brake ventilation ducts, diffuser, ALSD.
GT-R V·spec N1 - V·spec with Blueprinted N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 45 made)
GT-R V·spec II - As V·spec + carbon fibre hood with NACA duct.
GT-R V·spec II N1 - V·spec II with N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 18 made)
GT-R M·spec - Leather interior, softer suspension with "Ripple Control" dampers, heated seats.
GT-R V·spec II Nür - As above V·spec II + N1 motor, 300 km/h speedometer. (only 750 made)
GT-R M·spec Nür - As above M·spec + N1 motor, 300 km/h speedometer. (only 253 made)
GT-R NISMO S-tune- The S-tune was an M·spec but with further modifications to components in the engine block.
GT-R NISMO R-tune- Same as the S-tune, the R-tune was a different style M·spec
GT-R NISMO Z-tune - 2.8 L (bored and stroked) 'RB28DETT' twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Only 20 made)

Skyline GT-R M·spec (2001-02)

The M·spec is a version of Nissan Skyline GT-R with ripple control shock absorbers, M·spec-specific leather seat (front/rear seat, with front seat heater), 3-spoke leather wrapped steering wheel, and choice of four body colours (including Silica Breath (RPM/multi flex colour)).

The vehicle went on sale on May 8, 2001.

Skyline GT-R M·spec Nür, V·spec II Nür (2002)

The M·spec Nür and V·spec II Nür are limited (1000 units) versions of Nissan Skyline GT-R with Super Taikyu N1 spec engine, for Japanese market. It included 300 km/h speedometer, 3d grade name emblem, and addition body colour option (millennium jade (metallic)).

The vehicles went on sale on February 26, 2002.

Production

The production of Skyline GT-R type R34 ended in August 29th 2002.

Since the beginning of Skyline GT-R M·spec Nur and V·spec II Nür sales, 25% of vehicles sold were M?spec Nur, 75 of vehicles sold were V·spec II Nür. Millennium Jade, White Pearl, and White body colors have been used on 28%, 22%, 16% of M·spec Nür and V·spec II Nür vehicles respectively.

Marketing

As part of the Type R34 GT-R final campaign, all Skyline GT-R customers received a GT-R official photo album (???GT-R??????????) before January 24, 2002.

2001 Nissan Skyline 300 GT related infomation,specifications ...

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V35/CPV35

The 11th-generation (V35) Nissan Skyline, introduced in June 2001, was based on Nissan's FM platform, shared with the Nissan 350Z. The Nissan Skyline used a front-midship engine (VQ35DE and others as below), rear-wheel-drive layout (four-wheel drive was available for the sedan) to achieve a 52%/48% weight distribution. The V35 was the first Skyline made for export to the United States. There it was sold under the company's luxury brand, Infiniti as the Infiniti G35.

The all-new Skyline was introduced at reorganized Nissan Japanese dealerships called Nissan Red Stage in conjunction with the reintroduced Nissan Fairlady Z, sold exclusively at Nissan Blue Stage Japanese dealerships. The vehicle went on sale on June 18, 2001. Early models included the 250GT, 250GTe, and 300GT. Early Skyline Driving Helper model includes 250GT. The Skyline 250GT FOUR sedan includes ATTESSA E-TS all wheel drive with 50:50 synchro mode, VQ25DD (NEO Di) engine, and a five-speed automatic transmission. It went on sale on September 26, 2001. The Skyline 250GTm sedan went on sale on January 13, 2002, while the Skyline 350GT-8 sedan went on sale on February 19, 2002.

Beginning in 2002, the Skyline sedan was also sold in North America, where it was marketed as the Infiniti G35.

The V35 broke with previous Skyline tradition. There was no straight-six engine, no turbo, and no GT-R, a decision which extended to all later Skylines. The intention had been for the model to use a different name, a decision reversed by Renault/Nissan CEO Carlos Ghosn. who choose to gear the V35 towards the luxury-sport market. Billing the 350Z as a pure sports car, Nissan put a slightly more powerful VQ35DE in the 350Z, and while the Skyline and the 350Z shared the same platform, the 350Z had additional bracing, under-body aero parts, and weighed 100 kg less. Some fans refer to V35 as the "New Generation Skyline" due to drastic changes between the V35 series and its R34 predecessor. Nonetheless, as of 1 July 2001 (two weeks after launch), total domestic Japanese Skyline orders had reached 4200 units.

Japanese tuners mostly ignored the V35 Skyline, the 2006 Tsukuba Super Lap Battle had not a single V35 entrant. Tuners such as Mines, Amuse, Hosaka, Garage Defend, M Speed, Nagisa, MCR, HKS, & Top Secret continued developing R32-R34 GT-Rs as time attack cars. Top Secret did tune a V35, but replaced the VQ35DE with a VK45DE V8 Twin Turbo. Signal USA entered a V35 in Formula D, replacing the VQ35DE with an SR20DET.

Models:

250GT - 2.5 L VQ25DD V6, 215 PS (158 kW, 270 N m)
250GT Four - 2.5 L VQ25DD V6, 215 PS (158 kW, 270 Nm) 4WD
300GT - 3.0 L VQ30DD V6, 260 PS (191 kW, 324 N m)
350GT-8 - 3.5 L VQ35DE V6, 272 PS (200 kW, 353 N m)
350GT Coupe - 3.5 L VQ35DE V6, 280 PS (206 kW, 363 N m)

XVL concept (1999)

It is a concept car demonstrating the FR L-class platform. It includes a 3.0L V6 direct-injection gasoline engine, CVT transmission, sedan body. The vehicle was unveiled in 1999 Tokyo Auto Show.

Changes

For 2003 the design of the radiator grille, headlamp inner panels, and sills were altered. The interior and mirrors were altered, while the suspension and braking systems were also refined. The Skyline Coupe was introduced as a version of Infiniti G35 Sport Coupe for Japanese market. Also, the Skyline 350GT went on sale. It is a version of the Infiniti G35 sport sedan with a six-speed manual transmission for the Japanese market, only available with the 3.5 litre engine. The Skyline 350GT and Skyline 350GT Premium sedan went on sale on 2003-06-03.

For 2004 both coupe and sedans were altered, with updated interiors and improved transmissions. The five-speed automatic transmission on the 350GT Premium now included synchro rev control, while the 6-speed manual transmission was made to vibrate less. For the sedan, the front grill/bumper, foot panel, head lamp, rear bumper, and rear combination lamps were changed. The front seats received active head rest, while the rear middle seat now have a three-point seat belt as standard. There were also some new wheels and a 19-inch option for the coupé. The Skyline's 2005 update again included changes to the head and rear lamps, front bumper, and side sill protectors. Also, 19-inch aluminium alloy wheel became standard for automatic transmission cars. A "plasma cluster ion" full air conditioner with left/right independent temperature settings, heated door mirrors, head lamp auto levelizer (compliant with new legislation) was made standard equipment.