View Full Version : Nissan Skyline R-34 Japan Gran Touring Championship
With Japan being approximately 4,500 miles, 11 mind-numbing air hours, and 1,256,832 cartwheels away from Los Angeles, the development of our culture seems so far behind. It's bad enough that the small island nation has technology beyond our years. In fact, I heard the Japanese already have flying Honda Civics hovering over Tokyo, entire sushi meals in tiny capsules, and dogs that refer to their masters by first name. More importantly, they are light years ahead of us in car tuning.
Although Los Angeles is the hub for the import-car culture in the States, Japan is the virtual car tuning mecca of the world--and Alabama is still trying to figure out how to apply flying-robot graphics. Our deep fascination with the Land of the Rising Sun has glorified the country into one untouchable oasis. Yes, the Japanese boast helmet-wearing kamikaze pilots that nearly vanquished a whole state and crazy TV shows that put Jackass to shame, but all in all, it is merely a small island--until of course this Nissan Skyline first laid its rubber on the pavement.
It's amazing how one car can incite so much excitement; I'm surprised people haven't started naming their kids Skyline, Nissan, or RB26DETT. This car is the main reason we're so behind in automotive technology. Japan has been tuning and perfecting this car since 1957, and here we are gawking at every Skyline as if it was a panty-less cheerleader. I can just hear the tuners in Japan laughing out loud on their hovercraft skateboards while calling friends on their 3-inch color cell phones saying, "Them Americans just ain't right. Now what's for supper?" As we continue to get lambasted by other nations because of our technological shortcomings and our anachronistic tuning methods, they continue to create Skylines so amazing we can't help but look under their skirts.
And since there's no better leader in looking under skirts than this magazine, let's take a gander at the Xanavi Nismo Skyline GT-R. What else in this world can be more in tune than Nismo tuning a Skyline? Perhaps Ben Affleck and Jennifer Lopez but that relationship will only last for another two months if it's not already over. Maybe George W. Bush and his Axis of Evil theory, but since Dubya is as valid as the gum under my shoe and probably doesn't even know what "axis" means, that pairing is as un-tuned as the hamster in his head.
Therefore, a Nismo-Skyline combination is the only in-tune pairing this side of the Milky Way. Throw in the monetary support of Xanavi, and you have a recipe for an automotive money shot. Now get off your hands and knees, and let us explain to you who Xanavi is and what kind of damage this Skyline is capable of doing.
Xanavi is Japan's leading provider of Navigational Systems, helping the Japanese find shorter routes to bura-sera vendors and fugu restaurants. According to Xanavi's president and CEO, Osamu Numata: "We are challenged to meet the need for more creative products through marketing and full usage of fast changing electronic technology." But this is what he really meant to say: "We know what we're doing and the Americans don't. This one's for Hiroshima, beeeeyatch! Now, what's for supper?" With the help of Nismo, this Skyline is more deserving of a nuclear symbol than the publication before you because: 1) It's a freakin' Skyline. 2) It's a Japanese-tuned freakin' Skyline. And 3) It races in the All-Japan Grand Touring Car Championship (JGTC) under the GT500 class.
Like the Lakers to Staples Center and the Red Sox to Fenway Park, the Xanavi Nismo Skyline's home is in the JGTC, the preeminent racing series in Japan. The JGTC consists of two classes that field vehicles of the same horsepower--GT500 (500hp) and GT300 (300hp). The series just finished its ninth year this past November and is gearing up for the 2003 season later in March, beginning with Round 1 at the 2.3-mile TI Circuit Aida in Okayama, Japan. The 2002 points champions--the Esso Toyota Supra (GT500) and the ARTA A'PEXi MRS (GT300), our November car--will be defending their trophies against teams like the Mobil 1 NSX, au Cerumo Supra, and Daishin Advan Silvia. This year, however, the Esso Toyota Supra's main adversary in the GT500 class will be this Xanavi Nismo Skyline GT-R.
Covered in a dark blue and silver design, this GT-R can not only bring about eternal reflection about your already wretched life that consists of methodically driving back and forth to work in your lowered Hyundai Excel, but it can also funnel you through a series of life altering sensations, starting from First gear and ending with your skull flattened on the headrest. Piloted by Tetsuya Tanaka and Michael Krumm, the Xanavi Nismo Skyline pushes the RB26DETT engine to its maximum capacity, although midway through the 2002 season, Nismo experimented with a twin-turbo VQ engine. At approximately 500hp, the famous engine has a 10:1 cylinder compression and an 87.0 x 77.7 bore and stroke. No wonder tuners get epileptic seizures every time this Skyline roars by at sonic-boom speed; I thought it was just the cartoons or the panty-less cheerleaders taking a toll on the sexually frustrated.
I guess it's also no surprise that everything holding together this monster is made out of carbon fiber. The entire body kit and hood is manufactured by a Nismo carbon composite, which indicates that this car is as light as Al Roker after the operation. The AP Racing 5.5-inch carbon-fiber triple-plate clutch is a must-have if you plan on putting a lot of horsepower to the ground. I believe the only things in the exterior that aren't made out of carbon fiber are the wheels, tires, and windows. Since Japan has always been on technological binges, I wouldn't be surprised if they carbon-fibered those aforementioned products in the near future.
Delivering the Skyline to every corner are some 18-inch Rays Engineering TE37s. Bridgestone rubber surrounds these ultra-light wheels on both the front and the rear. Consequently, Eibach springs and Dynamic shock absorbers govern the wheels, while AP Racing's ventilated disc brakes offer quick decelerations for stopping short on uncompromising women. Last year, the Skyline's fastest time on the TI Circuit Aida is 1 minute, 28 seconds--a whole second faster than the Esso Supra. Further, this super machine can probably reach up to 200mph on long straightaways and Japanese police chases. All of this speed is attributed to Autech Japan's pistons and cams. In fact, the company went out of its way to throw in the piston rings for good measure.
Xanavi and Nismo definitely outdid themselves with this Nissan Skyline. Already a super machine by origin, the added essentials and tuning expertise to compete in the JGTC has made this the Skyline supreme. One cannot fully realize the greatness of this car until one has actually sat on the Mooncraft seat and put the X-TRAC sequential transmission into gear. Because once you hear and feel the six-cylinder roar, witness all the umbrella clinging women smiling at you, and watch the crowd standing on its feet to cheer you on, only then can you call yourself alive. In the meantime, just pretend you're in Japan smelling the sweet ambrosia that is the bura-sera panty and riding the Skyline at 225mph on the speedway--just make sure you don't let anyone hear you make "zoom-zoom" noises in your cubicle.
this is where the power come from 500+ I6 2.5 Twin Turbo
yes this is the exhaust, don't be surprise Supra is the same too for more information go http://www.superstreetonline.com/featuredvehicles/130_0303_sky/
convitcon
05-09-2003, 01:03 PM
what can I say ???
JAW DROPPED !!!!!
Originally posted by convitcon
what can I say ???
JAW DROPPED !!!!!
Jaw dropped because of the car itself or statement made by superstreetonline.com?
Bro R34,yont uknow i wait fromu longtime for this threat.More man,more about each kind of Skyline and the Street Version man
CHEERS
You want to know about each Skyline in JGTC? is that what you want Sid? I'll see if i can find it on the magazines or the net and street version too ok
yep,that s what i want 2 know bro.Thnx a lots bro...
Thanks for info, bro, very interesting, I'm a Nissan fan.
here is what i can find out street version SKYLINE GTR in NZ, about the JGTC i know is 80 percent of each Skyline are the same except driver, but i'll try to find out what others differences.
http://www.skylinesdownunder.co.nz/racing.html
Back to where it came from
written by Jens Bachfeld, Editor-in-Chief
The R34 GT-R was introduced in January 1999 and bettered its predecessor’s performance in almost every department. Basically, the new car is built upon the improved technology of its prede-cessors. Since Nissan’s market research had found out that most people preferred the smaller R32’s nimbleness to the larger R33’s handling, the R34’s length was reduced by 7.5cm to decrease its dimensions and bring its handling more towards that of the R32. In correspondence with other technical improvements, the new R34 has thus become the best Skyline GT-R ever.
A large air dam, a long hood, and a flat windscreen - the front almost threatens the one daring to look at it. The clefted front spoiler seems to consist of nothing else but air inlets, and appears to almost touch the road. Staring back at you through narrow, clear and canted headlights this car looks like a samurai ready to fight.
And ready it definitely is, standing on 245/40 ZR18 Bridgestone Potenza RE040 tires (developed specifically for this car), the GT-R ducks low above the ground, its extensive wheel-housings making it look even wider than it actually is - in reality the R33 is just 5mm narrower.
Understated? Certainly not! Overstyled? Maybe! But aggressive the GT-R surely looks. The design of the side is more supple in style though, with the low-profile Potenzas on 18-inch six-spoke alloys and the emphasized fenders underlining the coupe’s sportive body-lines. Although it is 7.5cm shorter than the R33 (4.6m), the GT-R's profile still looks very impressive - even without resembling the front’s aggressive styling.
This is mostly true for the car’s rear as well. The adjustable rear wing and carbonfiber underbody diffuser (only for the V-Spec) not only distinguish the GT-R from the sedans and standard coupes, but also aid its high-speed stability considerably.
Featuring four seats and a decent trunk, the Skyline GT-R is actually one of the few top-performers that are quite useful in normal day driving. The interior is simple, but tastefully styled, with all controls in easy reach. Even up to speeds in excess of 75 mph the cabin stays remarkably quiet and, apart from the bucket seats, could easily be mistaken for that of a luxury coupe. Even passive safety is paid tribute to with standard driver’s and passenger’s airbags, as well as optional side-airbags.
But this car is also prepared for sportive driving. The bucket-seats wrap the driver like a second skin and give him perfect lateral support even during tight cornering, in addition, they are not less comfortable for long-distance rides, as well. The sportive touch is underlined by aluminum applications in the center console and for the boy-racers among us there even is a 5.8”dash-board display, substituting for the gauges of previous GT-R versions and providing all necessary (and unnecessary) information about the car which can even be downloaded after the ride.
The Engine
Similar to earlier versions, the RB26DETT drives the GT-R forward with an official 280hp at 6800rpm (restricted by the Japanese government). But as the UK GT-R Club found out, 328hp at 6,400rpm seem to be the real output. Modified camshafts for improved valve timing and a new stainless steel exhaust system with reduced back pressure make the engine more flexible thanks to a better torque curve and higher peak-output of 400Nm (289lb-ft) at 4400rpm. These changes have also made this RB26DETT smoother and quieter in comparison to earlier versions.
Additionally, turbo spool-up time is enhanced by the new smaller twin ceramic turbochargers which feature variable boost timing, work with a maximum pressure of 0.4bar and use twin ball-bearings to minimize friction. Even though, as known from most turbo engines, there is quite some lag until the blowers really start going about their job at about 3500rpm. But since the redline is still at an impressive 8000rpm, there remain plenty of revs to work with.
The engine’s sportive character is aided by the 6-speed Getrag gearbox, which is a great improvement over the R33’s 5-speeder and convinces with short throws and well-defined gates. The new 6-speeder now features close ratio gearing for the first five speeds, instead of the first four speeds as seen on the R33. Like in earlier GT-R’s, power is delivered via the ATTESA-ETS (ATTESA-ETS Pro on the V-spec) AWD system to all four wheels, aided by a limited-slip differential, to ensure maximum traction in all situations.
The Suspension
Handling over the predecessors is further improved by a 50% stiffer body-structure and a sport-tuned suspension with a multilink setup at the rear and MacPherson struts with an additional link up front.
The V-Spec variant uses a stiffer setup than the standard GT-R, but common to both versions is the Super-HICAS all-wheel-steering system and anti-roll bars front and rear.
The Brakes
The Skyline offers one of the world’s most sophisticated brake systems. The Brembo brake system features race-ABS and consists of 300mm ventilated discs with 4-piston calipers up front and 280mm discs with 2-piston calipers in the rear.
Brake Cooling is improved by large ducts in the front spoiler to channel air to the front brake discs. Additionally, the front-undertray creates a low-pressure area outside the wheels, to draw the heated air away from the brakes, thus improving their cooling.
Find out more about the V-Spec II and M-Spec versions here.
The Aerodynamics
The R34 GT-R V-Spec's (and only the V-Spec's) aerodynamics are dominated by a front diffuser and a carbonfiber rear diffuser. These regulate the airflow along the car's underbody, thus creating downforce which pulls the car down on the road. This leads to improved handling and stability especially at speeds in excess of 50mph, but also enhances stability during cornering and braking.
Aerodynamics on all GT-R's are further improved by a new rear wing. The R33’s single-wing design has been dropped in favor of a dual-level type wing on the new version. The R34’s rear wing now features a stiff main-wing with a flap that can be adjusted in four angles.
Regarding the outside dimensions of the GT-R (it is as big as a Subaru Legacy and almost as big as a VW Passat), one can hardly imagine that this car is sporty. Of course it looks evil with all those aerodynamic add-ons, but taking the weight of about 1540kg into account, the vehicle appears too large to be quick.
Getting into the Skyline is easy and the inside is quite comfortable - at least in comparison to others of its kind. The bucket seats hug the driver like a second skin and hold him tight even during fast cornering, but are still very comfortable. The seating position could be better, but otherwise ergonomics are fine, with all controls in easy reach of the driver. But honestly - this is a sports car, so who really cares about ergonomics and comfort here.
This car is supposed to entertain!
And the R34 GT-R brings all the guts to do so! Start the engine and you soon notice this is a direct descendant of the 1995/96 500+hp GT1 engine. The redline is at an astonishing 8000rpm, which promises a lot of fun. Press the accelerator though, and the RB26DETT will need at least 3500rpm until it really gets going - before that it is flat and lifeless.
Still, keeping the engine in its best power-range is quite easy with the perfect 6-speed Getrag gearbox. The new transmission is precise and offers good feel, with a clutch that is light, sharp and progressive. Thus, launching the car is quite easy: Drop the accelerator and dump the clutch at 8000rpm (sounds terrible, doesn’t it?!). 1st gear goes until 44mph, so one shift is necessary until 60mph is hit in 2nd gear after 4.9 seconds. Keep the pedal planted and the Skyline passes the 100mph mark in 12.3 seconds - both times faster than a Porsche 911 Carrera 4.
The R34’s ride is quite firm (even more so in V-Spec form), but not uncomfortable. When really pushing this car hard, one comes to admire this setup. The state-of-the-art suspension makes sure the Potenzas touch the road with maximum efficiency, although, especially in V-Spec form, the wide tires tend to tramline. But generally the Skyline feels extremely planted, almost glued to the ground and instantly generates respect and extreme confidence.
Part of this confidence can be attributed to the pin-sharp steering, supported by the Super-HICAS all-wheel-steering system, which converts the driver’s inputs the moment he does them. Once driven, the car does not seem as large anymore, thanks to all the technology that effectively helps to fight physics. One is still aware of the car’s size, but that does not at all hinder in exploiting its advantages. It just prevents from going to far.
What really distinguishes the Skyline from any other car though, is ATTESA, the GT-R’s all-wheel-drive system. ATTESA-ETS usually operates in rear-wheel-drive setup, but when necessary (i.e. when a wheel spins), it can electronically shift up to 50% of the engine’s torque to the front wheels. In effect, the GT-R behaves like a RWD rather than an AWD car, just with some more front-end bite. Even drifts are possible with ATTESA, which is usually almost impossible in AWD cars. Actually, during drifts, the system tries to distribute the power in a way that even supports the drifting rather than hinder it. But even more so, ATTESA helps stabilizing the car, which is especially helpful on bad B-roads. And those are where the Skyline really shines. Hardly any car feels as planted here and makes you feel as much a hero as a Skyline GT-R does - especially in the wet. You are always aware of the car’s mass and its desire to oversteer, but where other cars start losing their grip (i.e. other cars like Impreza WRXs and Lancer EVOs!), the Skyline still keeps its composure and inspires confidence.
There might be other cars with lots of grip, but hardly any of these will respond the way a Skyline does. Driving hard into corners one can feel the all-wheel-drive system distributing the torque between the wheels for maximum stability. Any driver input is converted into action immediately without delay. In correspondence with the 56% stiffer bodyshell over the R33, the GT-R communicates with the driver as if it was one with him.
This responsiveness is even more amazing considering the Skyline’s uneven weight-distribution of 57% in front and 43% in the rear. Usually a layout like this would be expected to be dominated by understeer, but due to ATTESA’s intervention, the car is given a more sportive, rather oversteering character. Be careful though, pushing the car to far to its limits may result in a sudden loss of grip at the rear wheels - partly because of the uncompromising Bridgestone tires.
But where the Skyline cannot hide its nose-heavy layout is on the skidpad, since ATTESA does not help much here. The behavior is dominated by understeer, although with the right balance between smooth driving and aggressive throttling, the GT-R still reaches a road-holding of 0.88g.
Godzilla’s active ability is rounded up by a standard-setting Brake system. The Brembo brakes offer good feel and bite instantly, but unlike most other cars, the ABS does not intervene immediately, but lets the tires lock for a moment before it cuts in. The result is a braking distance of an overwhelming 46m (151.1ft) from 70-0mph - over 3m less than a Porsche GT3 (49.1m).
Concerning the design, it is to consider that the R34 GT-R is a pumped-up version of a family sedan, not a fashionable piece of automotive-design-art like Italian supercars. On a GT-R, every scoop and bulge has its function intended to form a piece of technical art and to increase its efficiency as a street rocket.
This car is a technology showcase trying to make head-turning technology and performance available for everyday-use. And with all its gadgets, it offers a very involving driving experience, but at the same time fulfills the requirements of a daily commuter. The Skyline GT-R shines as a good compromise between a pure sports car and a sedan, almost as radical and edgy as the former and almost as useful as the latter. And it makes this compromise as convincing as hardly any other car does.
This is why the Skyline is not only, as the American “Road & Track” magazine wrote, “The best Gran Turismo to ever come from the land of the rising sun”. It is “The Real Supercar” - maybe a bit overstyled, maybe senselessly fast in a time of rising fuel-prices and ever increasing traffic jams - but certainly entertaining!
http://www.jbskyline.net/R34/GTR/index4.php more about GTR
In February 1996, the so far most potent Skyline version saw the light of day in a very limited number of only 99 pieces. The NISMO 400R was intended as a road-going version of Nissan's GT-Skylines, to celebrate the race-track-success of the NISMO GT-R LM.
Different to this, the NISMO 400R does not have rear-wheel drive, but builds up on a very improved chassis of the most sporty and powerful R33 version, the R33 GT-R V-Spec.
A tuned version of the RB26DETT, the RBX-GT2 engine powers the NISMO 400R forward with 400hp at 6800rpm. A larger stroke of 77.7mm and bore of 87mm make for a larger displacement of 2771cc. Additionally, special pistons and con-rods, a new crankshaft and a strengthened engine-block, in connection with a NISMO intercooler are responsible for the increase in power and also boost torque to a maximum of 478Nm (346 lb-ft) at 4400rpm. The power is still delivered to all wheels via the 5-speed gearbox, although a twin-plate clutch now handles the connection between axle and transmission.
Further improvements over the V-Spec include a 30mm lower suspension (in comparison to the already quite low V-Spec) with Bilstein gas shocks and 18-inch wheels with 275/35 tires. In correspondence with ATTESA-ETS and Super-HICAS these changes make for a race-car-like handling that hardly any other car is likely to match.
But updated dynamics are not the only differences between the R33 and the NISMO 400R. The outward appearance of the latter already hints at the potential under hood. The front-spoiler has even bigger scoops than before, and gives the 400R an almost threatening stance on the street. The 18-inch wheels fill the wheel-housings much better than the V-Spec's 17-inch ones and the rear-wing produces even more grip than the standard one. On the passive side, NISMO brakes make sure all that forward-power is also decelerated effectively when necessary and race-style seats with harnesses keep the driver in place even during the most courageous maneuvers.
Considering the racing-heritage of this car and its huge dynamic potential, the NISMO 400R is THE race-car for the street and definitely the best Skyline available so far.
The R32 GT-R was introduced in 1989 and continued the very successful racing heritage of its famous GT-R predecessors with several championship titles. This car was built to fit Japanese Group A racing specifications and only hit the road, because the rules demanded its street homologation. So in reality, this is a race-car for the street.
A length of 4545mm and a width of 1755mm make the R32 the smallest of all newer GT-R's, and with a height of 1355mm it is also 5mm lower than its successors. The R32 looks sportive, although, from today's point of view, the car's design is quite dated.
The front is dominated by the front spoiler, which is clefted with air inlets and makes for an aggressive appearance on the street. Except for some bulges around the wheels, the look of the side is pretty much that of the standard coupe's, just with a slightly taller rear-wing. The 16-inch tires seem a bit undersized for the large wheel-housings, a characteristic feature that unfortunately) has been kept on the succeeding version as well.
The GT-R's back gets the twin round tail-lights common to all R32 series Skylines, and its back can only be distinguished from the standard coupe by its larger wing and the GT-R badge.
The overall design of the car feels actually quite simple and inconspicuous - as strange as this may sound concerning a Skyline GT-R. There is no
real hint for outsiders to show what this car is really capable of. It rather looks like a simple family-coupe that some over-ambitious tuning-freak had its hands on. But in reality, the clefted front spoiler, the bulges and the rear wing are no exaggerated design tricks, but features directly taken from racing. They all have their purpose in a car that, at the time it was built, was considered to be one of the best sports cars of the world - maybe even THE best.
The interior convinces with excellent ergonomics, although the used materials look cheaper than on newer models. The instruments on the other hand are comprehensive, with additional front-torque and oil-temperature gauges in the centre console, which are quite useful for track-use.
The sportive layout of the car is further supported by well sculpted bucket seats, which are a bit short on lumbar support, though, and a leather steering wheel without an airbag. But the GT-R is not all track-specced. A digital climate control and the common powerpack make this car as well useable as a daily commuter. If you plan to transport someone on the rear-seats, though, make sure they are children, because the R32 offers the least headroom of all GT-R's in the back. Still, even with its small trunk, Godzilla is quite practical for the sportive car it is.
The R32 GT-R uses the newly introduced RB26DETT engine, a DOHC inline-6 with 24-valves and a six-throttle inlet manifold. A bore of 86mm in connection with a stroke of 73.7mm make for an overall displacement of 2568cc. A compression ratio of 8.5:1, twin T28 Garrett turbochargers and a large front-mounted intercooler help the RB26DETT produce 280hp at 6800rpm and 360Nm (260lb-ft) of torque at 4400rpm.
A compression ratio of 8.5:1, twin T28 Garrett turbochargers and a large front-mounted intercooler help the RB26DETT produce 280hp at 6800rpm and 360Nm (260lb-ft) of torque at 4400rpm. But actually this engine was directly designed for use in Japanese Group A racing, and tuned derivatives have proven to reliably run with over 550hp without need-ing any internal changes.
Nomenclature:
RB
26
D
E
TT
Engine series
Displacement - 2.6l
Valvetrain - DOHC
Electronic Multiport Fuel Injection
Twin Turbo
The Transmission
The power is deployed to the wheels via a 5-speed gearbox which is coupled to the Skyline's all-wheel-drive system ATTESA-ETS (Advanced Total Traction Engineering System for All - Electronic Torque Split).
ATTESA-ETS
The GT-R uses an electronically controlled all-wheel-drive system (similar to Porsche's 959). A 16-bit microprocessor monitors the car's movements a 100 times per second, including wheel rotation and lateral as well as longitudinal acceleration. When slip is detected at a driving wheel, the system electronically distributes torque from this spinning wheel to one without slip.
In this case the electronic AWD-system offers the advan-tage that actions are enacted much faster than by a viscous-coupling-system (we're speak-ing of hundredths of a second here). In standard setup, ATTESA-ETS distributes the torque to the rear-wheels, but when slip is detected on one of those rear-wheels, it can distribute up to 50% of the torque to the front wheels, i.e. it can adjust the front/rear torque-split from anything between 0:100 to 50:50. Among the rear-wheels, an active LSD can further distribute the torque from one wheel to the other if necessary. Due to this setup, the Skyline GT-R can even drift, although it is an AWD car.
The Suspension
The R32 GT-R uses a multilink suspension front and rear. Road-holding and especially the steering is further improved by the Skyline's all-wheel-steering system Super HICAS.
Super HICAS
The Skyline's all-wheel-steering enables the rear-wheels to steer the car with a maximum of one degree. A very complex system compares the car's movements with the driver's input at the steering wheel and adjusts the angle of the steering wheel according to the direction the driver intends to go. The result is a steering that makes the GT-R feel much more nimble than its size suggests.
The V-Spec Version The Victory Specification version is the most sportive version of the Skyline GT-R. It uses a stiffer suspension and a revised all-wheel-drive system. Additionally the performance is improved by bigger 17inch 225/50 tires and four-pot Brembo brakes with ventilated 324mm discs up front and two pot 300mm Brembo brakes in the back.
How does it drive
The R32 GT-R was developed for racing, and it feels like that in every move. The RB26DETT is one of the finest engines ever to work in a road car and catapults the Skyline from standstill to 60mph in 4.7 seconds. The steering is precise and offers good feel. Overall, the R32's responses feel quicker than on later models, which
may partly be attributed to the fact that this car is at least 50kg lighter than its successors. Quickness does not come easy, though.
The GT-R is a true driving machine and as such it responds best when driven aggressively. And that is when the Skyline really shines - this car lives for the twisty stuff. Thanks to the HICAS-
improved steering and state-of-the-art suspension Godzilla has race-quick responses, and thanks to ATTESA also loads of grip.
But it is not only an uncompromising driving-machine. The GT-R is also well usable as a daily commuter. The clutch may be a bit heavy for a road car, but that is the prize you have to pay for driving one of the most potent street cars of its time. Apart from that, the car is quite comfortable, with bucket seats that not only hold the driver tight during fast-cornering, but also accommodate him quite nicely. Head-room and trunk-space are a bit limited, though.
But this is only of secondary importance when you really push the car hard. In those joyful moments you are most likely to be alone with Godzilla, anyway.
Even today, some people still consider the R32 to be the purest Skyline GT-R ever. It was certainly revolutional with all those gadgets when it came out. But in con-
trast to some other cars, all its technology does not hamper the driving experience, but supports it. Today, the 16inch tires don't seem that big any more, and the formerly huge brakes are, seen by current standards, also only average in size. But considering today's prizes for this impressive car, it is a good deal indeed.
The R32 GT-R might not offer the latest safety features of newer cars, like airbags etc. (it has ABS), but your money buys you one of the most unique driving experiences ever in this world. After all, of the latest Skyline GT-Rs this is the real legend - and you get the racing pedigree for free.
With 4675mm of length and 1360mm of height, the R33 is not only longer and higher than the R32, but with 1780mm also wider than the latter. And it looks that - the R33 has a much wider stance, and in all looks much more impressive than its predecessor. It is rounder, too,
with a design that appears more balanced and beautiful than the previous one's.
The front's look remains aggressive, although less edgy than before. There are still all those scoops within the front bumper, which makes sense, since the RB26DETT wants to be cooled as before. Even though, everything looks more mature. The Skyline has got rid of its end-80's-boy-racer style and looks more of a piece now than the R32.
The side and rear enhance this impr-ession. Apart from the rear wing, additional side sills and slightly wider wheel-housings for the 245/45 ZR17 tires, there is not much to distinguish the GT-R from the standard coupe. These applications don't disturb the design, though, but support the GT-R's sportive appearance.
The interior on the other hand, is less sporty, with bland looking materials and shapes. The extra gauges for oil-temperature and torque distribution etc. and the bucket seats partly make up for it, but generally it has to be said the R33 rather reminds you of a normal coupe than a pure sports car - it even has airbags now. Additionally, it is the spaciest of the GT-R's, a fact that especially taller driver's will appreciate. There is more leg-room than on the R32 now and trunk-space has grown, as well.
The Engine & Transmission
The R33 keeps the RB26DETT engine from the R32 GT-R. The power is still the same with an official 280hp (206kw) at 6800rpm, although inofficially it is ass-umed to be around 302hp. Increased peak turbo-boost of 0.84bar, an improved intercooler and changed computer control parameters make for a higher torque of 375Nm (271 lb-ft) at 4400rpm. As usual, power is deployed via the 5-speed Getrag gearbox and ATTESA-ETS to all four wheels.
The Suspension
The rear-suspension's travel is increased and the suspension anchor points have been stiffened all around. Cornering is further improved by Super-HICAS which now also features front and rear yaw rate control.
The Brakes
All versions now get the Brembo brakes already known from the R32 GT-R V-Spec.
The Aerodynamics
The stiff one-piece rear-wing of the R32 has been dropped in favor of a dual-piece one on the R33. The new wing is adjust-able in four different angles (0°, 6°, 12° and 18°) which equal four levels of downforce. Additionally, aero-dynamic efficiency has been improved to a regular Cd figure of 0.35, which naturally worsens to a figure of 0.39 with the rear wing at an angle of 18°.
The V-Spec Version
The R33 V-Spec gets the Pro version of ATTESA-ETS with revised torque proportioning, a stiffer and 10mm lower suspension and other mechanical changes.
The R33 GT-R is not only bigger than the R32, but also 50kg heavier, which is generally not really useful concerning active ability. The more weight, the more you have to move - in any respect. Since the engine has not been changed that much, except for higher peak-torque, it is no surprise that the new GT-R makes the sprint from 0-60mph in "only" 4.9 seconds, two tenths of a second slower than the R32 GT-R. The clutch is all sportive, though - you really have to push it hard. The shifter works very precisely, therefore, as does the steering.
Anyway, it seems the Skyline has become more luxurious with the new generation. The longer wheel-base and softer suspension setup - the ride is still quite firm - make the R33 more every-day useable than the other GT-Rs. On the other hand, a setup like this makes the car less agile. It does not feel as stuck to the road anymore as its pre-decessor did, despite its aerodynamic
advantage. Furthermore, the large 17inch wheels tend to tramline. You feel any bump in the road moving the car around and one gets the feeling of a lack of control in its behavior. After all, the R33 is just not as confidence inspiring and agile as the other versions.
First of all, it has to be noted that there are only minor differences between the newer GT-R versions. Even despite the mentioned active deficits against the other versions, the R33 remains a superbly balanced and very potent car with a very good steering and excellent brakes, as well as a good suspension setup. What it loses in active ability to its brothers, it makes up in the use ability part.
The softer suspension and the superior space make the R33 very every-day livable, so if you look for the best daily commuter among the GT-Rs or generally a practical super-sports-car, this is your buy. And the best looking among the Skylines it is (arguably), as well.
see NUR in back? that is special edition of Skyline R-34, this car is lot lighter than any other GT-R in past and present except JGTC of course plus it come with alot techs on it.
yes it is left hand drive
Wow, R-34, that's a lot of reading...very interesting reading...no wonder you are so much into R-34 engine!
Good work bro,
Nam
let me add this additionally to the above article on 400R. This is from Mark Wan.
This was a limited edition prepared by Nissan's racing department, Nismo. Only 99 cars were built and sold at a very high price. The name 400R implies its maximum power of 400hp. This was achieved by enlarging the engine to 2771 cc, increased boost pressure, upgrading pistons, con-rods, crankshaft, clutch etc. In the chassis, wider tracks and wider tyres improved handling, so was the 30mm lower ride height, Bilstein gas dampers and bigger brakes.
The 400R was of course not for everyone's taste. It was for the most demanding drivers with healthy backbones.
Technical Specification
General
Make Nismo
Model 1997 400R
Power train layout Front engine / All wheel drive
Base price Not available
Dimensions
Wheelbase 2720 mm
Length 4675 mm
Height 1220 mm
Width 1830 mm
Weight 1550 kg
Front / Rear track F 1500 mm
R 1510 mm
Engine
Configuration Twin Turbo Inline 6
Valve train DOCH, 4 valves / cylinder
Displacement 2771 cc
Power 298.3 kw / 400 bhp @ 6800 rpm
Torque 470.5 nm @ 4400 rpm
Bore 87.0 mm
Stroke 77.7 mm
Compression ratio 8 : 5 : 1
BHP / Litre 144.35 bhp
BHP 450
Redline Not available
honestly i only run saw one 3 time it extremely rare
Obsessive/ Compulsive
What Would Freud Say About This?
By Jimmy Louis
Photography: Wes Allison
"Who's your daddy?" Every time I hear those words there are two things I think of, one of which we can't discuss here. However, the other thing I think of is the fact that those words have become the catch phrase of today's modern day George Barris and self-proclaimed king of late-model hot-car customizing, Craig Lieberman. Craig has ingrained himself in the import car culture. First, by growing the National Import Racing Association (NIRA) into one of the most profitable import drag racing series ever, before it was sold to the NHRA, and secondly by being instrumental in bringing the import car scene to big and small screens around the globe. Not that all this is done without the thought of some personal gain, but who's nitpicking? If I had the pull to get every major aftermarket parts manufacturer to sponsor one of my cars, I would too, and take a sock in the stomach along with it.
To date, Craig has owned at least 35 cars in his many, many, many years on this earth. To say he is a little obsessive would be a gross understatement. One time he actually sold a Lexus IS 300 that he just bought new not more than two months prior because it got scratched. "That car was jinxed," said Craig. However, he replaced it shortly afterwards with a brand-new $60,000 BMW M3. Must be nice. The Fast and the Furious turned Lieberman's 32nd car (A Toyota Supra turbo) into one of the single most widely recognized vehicles in the world (and I'm still trying to get my name on all the stuff I write for this magazine). But I guess it all comes because of the man's gift of gab. Craig can talk holes in Swiss cheese; I have seen him do it. I've seen him sell ice cubes to Eskimos also, but that's getting a little too off topic. After the Supra was sold to a guy in Europe for a cool $80k, Lieberman set his sights on a acquiring his next star project, the Holy Grail of import tuner cars, a '99 Nissan Skyline R34 GT-R V-Spec.
But Craig couldn't settle for your average run-of-the-mill-showroom stock Skyline, oh no. He had to have one of the most potent, street-driven, evil-looking versions of that car ever built. After placing a few phone calls to Motorex and waving his engorged wallet around, the car dubbed "The Blackbird"-previously belonging to the owner of Motorex himself-became part of the Crooked "L" ranch stable. Now this car was sick enough in its own rights. Midnight black, lowered, and massaged with all kinds of go-fast goodies, the car was already the epitome of coveted vehicles. In addition, with a claimed 400hp at the wheels, it was more than capable of keeping ahead of the competition. However, that was not enough.
Craig being the "I wanna be in the spotlight" kind of guy he is, had to have more. His obsessive/compulsive disorder was kicking in again and he had to feed his urges. Away went the Darth Vader look in favor of a custom shade of blue mixed by Quigley's called "Craig's Candy Blue" (did I mention that this guy is a little full of himself?). This new shade allows for the curves and contours of the C-West body kit to be more easily seen. The rear deck wing is from C-West as well. Made completely from carbon fiber, from the wing tips to the pedestals, this piece is designed to actually provide downforce, unlike some of the stuff you see on the streets now.
To counteract all the downforce and keep the car from riding on the bumpstops, a set of HKS remote-reservoir coilovers with Goldline Racing springs were installed on the four corners. HRE stepped in and donated a set of 19-inch Model 446 3-piece hoops for the car and Toyo dropped off some Proxes rubber to wrap around them. Nismo provided the stabilization for the vehicle in the form of a strut tower bar and suspension arms. All these components help the 3,300-pound-plus car get through the twisties faster than many cars that weigh a half-ton less. A Stop Tech brake system with 15-inch rotors up front and 14 inches in the rear was installed to help bring the ton and a half car to a screeching halt.
The motivation for the stock GT-R V-Spec comes from Nissan's 6-cylinder RB26DETT. In stock form, this motor is already a potent performer at a proclaimed, but underrated 280hp. But however powerful the original powerplant is, it wasn't enough for Mr. L. The Blackbird edition already came with a host of high-powered goodies from A'PEXi, but some changes had to be made. Over $7,500 was invested into just massaging the engine and internals.
Then on top of that, a pair of brand-new HKS GT2540 turbos were added to replace the very capable A'PEXi units. An HKS front mount intercooler finds its home behind the toothless grin of this prizefighter and to help with air cooling duties, a Nitrous Express intercooler fogger was added. The HKS-enhanced internals already get a healthy workout from the twin hairdryer system, but once again, too much is never enough. The car went down to AEBS in San Diego, California, for some super secret Secret Squirrel-type modifications. A Nitrous Express 150hp direct-port nitrous system was introduced, and before any phone numbers were exchanged or even a "get to know you" date, three 10-pound carbon-fiber nitrous bottles ended up in the sack in place of the front passenger seat in a custom aluminum mount. Air is sucked in through a carbon fiber K&N intake/airbox, tossed around, and booted out through an HKS titanium exhaust like Nads in a bar in Hawaii. All the while, the HKS sequential blow-off valve whistles a happy tune. More magic happens on the inside of the car. As preparations are made for an ear-shattering, eye-bleeding, audio-video system, we are treated in the meantime to race prepped, quiet comfort. I can never get used to sitting on the left side of a car and not having a steering wheel and pedals in front of me. But since the person sitting to my right is the driver, he gets all the cool toys to play with. For instance, in front of the driver's Sparco Milano racing seat is a Sparco steering wheel, and on the floor there is a set of Project U simulated racing caliper foot pedals hovering over the Nismo floor mats. The left-handed shifting duties are the responsibility of a VeilSide shift knob. Sparco 3-inch harnesses hold driver and passenger in place during the neck-snapping acceleration and whiplash inducing turning capabilities this car now possesses and a custom rollcage designed by RJ Simrock outlines the interior space. HKS gauges help keep tabs on everything since the stock dash-top LCD probably can no longer keep up. When you can take a car of this mass and make it run the quarter in 11 seconds, you need a little more than factory gauges to provide the info.
Part two of the movie is already well under way with this car sitting in the top spot. Once again another feather in the cap, another boost to the ego, and another three sizes to Craig's already swelled head. I'd be willing to bet that after this car makes its big screen debut, only the sultan of Brunei could afford the asking price. I'm not sure what could possibly be next on the menu, but you can be sure no amount of therapy and hours on the couch are going to help this man with his issues. He's enjoying the attention too much.
i hate to see this the most
convitcon
05-15-2003, 12:22 AM
nice work, thanks R 34
Em nhìn mà kết nổ bát đĩa bro r34.Fê quá,mostly la nhìn cái engine GTR và 3 cái bình Nitro..:weed:
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