Fifth generation (1999–2002) Fifth generation Production 1999–2002 Body style 2-door coupe Layout Front engine, all-wheel drive Engine 2.6L RB26DETT I6 Transmission 6-speed manual Curb weight 1,536 kg (3,386.3 lb) Designer(s) Kozo Watanabe
The GT/GF-BNR34 (R34) Skyline GT-R and GT-R V-spec models were released in January 1999. The R34 GT-R was also made to be shorter (from front to rear), and the front overhang was reduced. The valve covers were also painted glossy red, as opposed to black from the previous models.
A new feature on the R34 GT-R is a 5.8" LCD multifunction display on the center of the dashboard, which shows seven different live readings of engine and vehicle statistics such as turbocharger pressure (1.2 bar max), oil and water temperature, among others. The GT-R V-spec model added two extra features to the display: intake and exhaust gas temperatures. Nismo Multi-function Displays (MFD) can be bought at an extra cost, they include a lap timer, G-Force meter and an increase in boost pressure measurement to 2 bar. The R34 GT-R was made shorter in response to customer concerns who thought the R33 was too bulky.
Like the R33, the new R34 GT-R V-Spec (Victory Specification) models come equipped with the ATTESA E-TS Pro system and an Active LSD at the rear, while standard GT-R models come with the non-Pro system and a conventional mechanical differential. The V-spec model also had firmer suspension and lower ground clearance, thanks to front and side splitters, as well as a rear carbon fiber air diffuser, designed to keep air flowing smoothly under the car.
Another special model of the R34 GT-R is the M-spec. It was similar to the V-spec, but had special "Ripple control" dampers, revised suspension set up, stiffer rear sway bar and a leather interior with heated front seats. The 'M' on the M-Spec stood for Mizuno who is the chief engineer of Nissan.
At the time of the R34's release, like the R32 and R33, Nissan released an R34 N1 model. The R34 GT-R N1 was equipped similar to the R32 and R33 N1 models – a homologation special. It was sold without air conditioning, audio equipment, rear wiper, or trunk lining, but ABS remained. The new R34 N1 was also given the new R34 N1 engine. Only 45 R34 V-spec N1 models were produced from the factory, 12 of which were used by Nismo for Super Taikyu racing. The rest were sold to various customers, mostly racing teams and tuning garages.
The V-Spec version was also imported into the UK with a number of modifications carried out on the car. These included 3 additional oil coolers, revised ECU map, full Connelly leather interior, underbody diffusers, stiffer suspension, active rear limited slip differential, extra display feature on the in car display. Rear view of an R34 GT-R Nür
In October 2000, Nissan released the V-Spec II, replacing the V-Spec. The V-Spec II has increased stiffness in the suspension (even stiffer than the original V-spec) and had larger rear brake rotors. It also comes equipped with a carbon fiber hood equipped with a NACA duct, which is lighter than the aluminum that all other GT-R hoods are made from. Also different on the V-Spec II was an iridium center console and aluminum pedals. The seats were upholstered with black cloth rather than the gray cloth used on previous R34 GT-R models, and the amber turn lenses were replaced with white versions. With the exception of the carbon fiber bonnet, the standard trim level GT-R also received these updates.
In February 2002 Nissan released a final production model of the R34 GT-R called the Skyline GT-R V-spec II Nür and the Skyline GT-R M-spec Nür. The Nür was named after the famous German Nürburgring racetrack, where the Skyline was developed. In total 1000 R34 GT-R Nür(s) were made, 750 were V-Spec II Nürs' and 250 M-Spec Nürs'. The Nür model featured an improved RB26DETT based on the N1 racing engine. The standard turbochargers were upgraded to larger versions with a slight increase in boost and the ceramic blades were replaced with steel versions. This has increased lag, but to compensate the turbo's durability was improved while being able to handle a bigger boost increase. This allowed tuners to increase the boost safely with standard turbos up to 340 kW (450 hp) at the crank. The V-spec II Nür is based on the regular V-spec II model, and the M-spec Nür was based on the regular M-spec model. Other than the addition of the Nür engine, the Nür models also included a different color of stitching on the interior trim, as well as a speedometer reading up to 300 km/h (186 mph), and gold valve covers instead of red. Due to then-current Japanese law the car was advertised as having 206 kW (276 hp) but it actually had over 246 kW (330 hp) when it left the factory. Production figures
Standard Cars = 3,964 V-Spec = 1,308 V-Spec UK = 101 V-Spec N1 = 45 V-Spec II = 5,512 V-Spec II Nür = 750 V-Spec II N1 = 18 M-Spec = 228 M-Spec Nür = 250
Total = 12,175
Nismo originally designed the concept of the Z-tune in 2002 when Nissan was putting an end to the R34 Skyline production. The first Z-tune was built in 2003, using a used 2002 Skyline GT-R V-Spec II. It was built with a concept RB26DETT 'Z1' engine. This engine was based on Nissan's Le Mans GT2 and GT500 racing experiences. As with the racing vehicles a strengthened engine block and stroked crankshaft were utilized. The engine was also bored. With the new displacement of 2.8L and upgraded turbo-chargers the Z1 produced 370 kW (500 hp). The Z-Tune had a 0–100 km/h (0–60 mph) time in 3.2 seconds and has a top speed of over 195 mph.
Nismo was then given the approval from Nissan to build Z-tune models for the Nismo anniversary. Nismo then purchased 20 used R34 GT-R V-Specs, each with less than 18,000 miles (29,000 km) on the clock, they were then completely stripped and were resprayed to a "Z-tune Silver," a special color exclusively for the Z-tune. For each of the 20 production models, the 2.8L engine was revised to allow it to reach 8000 rpm. The turbochargers were supplied by IHI in Japan. The engine is advertised as making as much as 370 kW (500 hp) (for warranty reasons). This second revision of the Z-tune engine is called the 'Z2'. The bodywork is designed with the same functional components used in Nismo's GT500 racing cars, such as engine bay vents on the hood and fenders, as well as wider fenders for wider wheels. The Z-tune is also improved with an aggressive suspension setup from Sachs, and a specially designed Brembo e brake system.
The entire car is essentially handmade, with the car being completely stripped and re-built from the chassis up. Engineers reinforced and stiffened the chassis seam welding in key areas such as the door seams and door frames and added carbon fiber to the strut towers and transmission tunnel and the engine bay, completely redesigning the suspension, drivetrain, engine, gearbox and other components so as to work at maximum efficiency and reliability as is expected of a road-going vehicle. Although Nismo planned on building 20 cars, they ceased production on only 19 (including 2 prototypes). The Z-tune is often regarded as the most expensive (prices for some have been known to exceed US$180,000) street legal GT-R ever built. Replacement Main article: Nissan GT-R
Following the end of R34 production in 2002, Nissan announced their plans to separate the GT-R model from the Skyline name, creating an entirely new vehicle although it would be based on the same platform as the Skyline. This new car, now known simply as the Nissan GT-R, debuted in 2007 in Tokyo. Released to the consumers in 2008, it was the first GT-R available worldwide, entering the North American market for the first time.
Although based on the FM platform used by the V36 generation Skyline, the GT-R uses an evolved Premium Midship (PM) platform. The car retains its heritage by using the chassis code CBA-R35, or simply R35. Powertrain The RB26DETT as used in the R32 and R33 Skyline GT-Rs. Later R34s have red colored valve covers A modified RB26DETT in an R33 Skyline GT-R
The GT-R of the 1990s included a 2.6 L straight six-cylinder twin-turbo engine producing 206 kW (276 hp). The stock turbo-chargers were of a hybrid steel/ceramic design allowing them to spool up faster due to the light nature of the ceramic exhaust wheel.
Power was delivered to all four wheels using an electronically-controlled all wheel drive system referred to by Nissan as the ATTESA-ETS system. The ATTESA-ETS system uses two G-Sensors mounted underneath the center console, which feed lateral and longitudinal inputs to the ECU. The ECU would then control the feed of power by allowing a limited amount to be delivered to the front wheels via an electronic torque split converter. In 1995, the ATTESA-ETS Pro was introduced as an option for R33 GT-R customers, and came as standard equipment in GT-R V-spec models. It was later standard equipment in all GT-R models for the R34 Skyline GT-R. The ATTESA-ETS Pro added an Active Limited Slip Differential, which was controlled by the onboard ATTESA computer. This was only for the rear differential, as the front differential remained as a normal Limited Slip Differential. The ATTESA-ETS Pro was also advertised in brochures as adding an electronically controlled 4-channel ABS brake system. Although it is not related to the all wheel drive system, it uses much of the same sensors, and the same computer. The R32 could be switched from AWD to RWD by removing the 4WD fuse, but R33 and R34 models had to have the front tailshaft removed, or the centre diff can be depressurised for 'towing mode' as specified in the owners manual.
The car also had computer-controlled all wheel steering system referred to as HICAS. The HICAS system activated when the vehicle exceeded 80 km/h (50 mph) and controlled the steering of the rear wheels in the same direction as the front to improve turn in on entry to corners. It should be noted however that this feature is often seen as more of a hindrance than help in race applications. The system tends to favor less advanced drivers, and can make the rear suspension unstable during high speed cornering. For this reason many kits are available to override this system usually by looping its hydraulic lines back on themselves. This is seen to make the car much more predictable when driving at the limit of grip.
While the published figures from Nissan were as quoted above, practical tests showed the car had a factory power output of closer to 330 PS (243 kW; 325 hp) at the flywheel. The lower published figure was Nissan's response to the need to abide by a gentleman's agreement between the Japanese auto manufacturers not to release a car to the public exceeding 280 PS (206 kW; 276 hp) of power output. N1 engines
RB26DETT N1 is an upgraded version of the standard RB26DETT engine. It was developed by Nissan Kohki's REINIK division for NISMO and N1 race cars. The standard RB26DETT, although known for its durability, proved to require too much maintenance for Group N (N1 class) racing conditions. REINIK started with strengthened RB26DETT block. N1 block is identified by its 24U number stamped on the block (05U standard blocks). The cylinder walls are thicker and water cooling channels are enhanced to increase flow. It also received an upgraded oil pump and water pump, to improve the cooling and lubrication for race conditions. The pistons have 1.2 mm (0.047 in) top rings and were balanced before assembly but otherwise very close to standard. The connecting rods are also similar to standard but made from slightly stronger material and balanced. Standard crankshaft is balanced to a higher level. Higher flow exhaust manifolds and turbochargers were added for increased torque and slightly higher top-end power. Turbine wheels on the N1 turbochargers are also made from steel for durability, rather than the lighter but weaker ceramic found on the standard turbine.
The R32 Skyline GT-R N1 street car marked the N1 engine's introduction to the consumer. R32, 33, and 34 N1 street cars were known for lack of amenities and their light weight. The R33 N1 engine and turbochargers were slightly revised, and the R34 N1 engine saw further improvement. The camshaft timing was altered slightly for more torque. R33 and R34 N1 turbochargers are the same size however R34 N1s use a ball bearing center section. NISMO states the ball bearings in the R34 N1 allow them to spool 400rpm faster than R33 N1.
The final N1 engine is the R34 Nür engine. The only differences are the cam cover color change from red to gold and R34 Nür edition was a fully loaded street car. There were 1000 Nür engines made for use in the R34 V-spec II Nür and R34 M-spec Nür models, however an undefined amount of extras were made and sold through Nissan dealers. Motorsport The CALSONIC R32 GT-R from the Group A series
The GT-R's history of racetrack dominance began with its 50 victories scored from 1968–1972, including 49 consecutive wins in the Japanese race circuit. Nissan pulled out of racing shortly after the release of the KPGC110.
The Skyline GT-R later earned the nickname "Godzilla", for its a play on its "monster" track performance and country of origin. The R32 GT-R dominated JTCC, winning all 29 races it entered in the series, as well as taking the series title every year from 1989–1993.
It took 50 races from 50 starts from 1991–1997 (latterly R33) in the N1 Super Taikyu. The GT-R's success sounded the death knell of Group A Touring Car racing; with 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.
The GT-R's success in motor racing was formidable, particularly in the annual 1,000 km race at the Mount Panorama circuit in Bathurst, Australia, where the winner in 1991 and 1992 was a GT-R (despite receiving additional 100 kg (220 lb) in weight penalties and a turbo pressure relief valve in 1992, and crashing), and in the Japanese GT series where it has remained dominant for many years. The Skyline GT-R line were retired from the JGTC series (later changed Super GT Series) in 2004. Its successor, the Nissan GT-R, competed and dominated the 2008 Super GT season, winning the GT500 (see details below).
No other race victories by the GT-R could escape without controversies. At the 1990 Macau Grand Prix Guia touring car race, the factory backed R32 driven by Masahiro Hasemi led the race from the start to the finishing line which caused a wave of protests by the European entrants. The following year, the car was forced to carry a weight penalty of 140 kg (309 lb) and was up against the more competitive DTM BMW M3 and Mercedes-Benz 190E 2.5–16 Evolution II. A disgruntled Hasemi was forced to settle for fourth place. For the following and final year the weight penalty was reduced and works backed Hasemi returned with another privateer R32 that crashed in the race, while Hasemi retired with engine failure.
In the UK, Andy Middlehurst took the Nissan Skyline GT-R (R32) to two consecutive championship wins in the National Saloon Car Cup. Other championship titles include the 1991 Australian Touring Car Championship Jim Richards, the 1991 Australian Endurance Championship (Mark Gibbs & Rowan Onslow), the 1991 Australian Manufacturers' Championship, the 1992 Australian Touring Car Championship (Mark Skaife) and the 1992 Spanish Touring Car Championship.
Akira Kameyama has taken the GT-R to the Pikes Peak International Hillclimb race on three occasion winning in each Open Class for production cars he entered, one in 1993 with the R32, another in 1996 with the R33 and again in 1998. For the following year, Rhys Millen took an R33 Skyline GT-R to win the High Performance Showroom Stock category.
At the 1994 Rolex 24 Hours of Daytona, the GT-R would make its US debut when Nismo entered a sole Group A specification R32 for the GTU category, the car would finish 20th. A Skyline GT-R LM which competed at the 24 Hours of Le Mans A Falken R33 Skyline GT-R
In 1995 Nismo developed the Skyline GT-R for endurance racing with a pair of JGTC specification R33s for the 24 Hours of Le Mans. In order to meet homologation regulations, a street legal version had to be built, although Nismo only required one example to comply. The two racing cars were able to achieve some success at Le Mans, with one car achieving tenth overall, and fifth in its GT1 class, being beaten only by the more developed McLaren F1 GTRs. For 1996, the Skyline GT-R LMs would return, this time carrying enlarged RB26DETTs displacing 2.8 litres. Again competing in GT1, they would finish 15th overall, and 10th in class. However, Nissan chose to abandon their production-based Skyline GT-R LMs in 1997 and instead turn to the purpose-built R390 GT1s. In honor of the success of the Skyline at Le Mans, Nissan marketed a limited edition R33 referred to as "LM Limited", only available in a Competition Blue. There were also 3 of the "LM Limited" model made in white (paint code QM1)
In 2006 Automotive Forums.com became the first team to compete with an R34 GT-R in the United States, participating in the Speed World Challenge GT series. Team: Driver and President of Automotive Forums.com Igor Sushko, Crew Chief Sean Morris, Team Manager Victor Reyes, Mechanic Josh Mitchell, and Engineer Merritt Johnson.
In 2007 the Heat Treatments Drag R32 Skyline GT-R driven by Reece McGregor of New Zealand, broke the world record for the fastest AWD over a 1/4 mile with a 7.57 at 305.98 km/h (190.13 mph) at the Willowbank Dragway in Australia, a record previously held by the HKS R33 Skyline GT-R with a 7.67.
On the same year at TOTB U.K Racing series, Keith Cowie and RB Motorsport's GT-R BNR32 broke the fastest 4wd 0-300 kph record with a time of 12.47 sec. Previous record holder is another GT-R, a BNR32 from Veilside Japan with 13.72 sec. which has done the said feat during the early 90s.  See also
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