Eighth Generation Skyline GT an GT-R

In May 1989 the eighth-generation Skyline R32 was the resurrection of old Skyline virtues, in that each of its many versions were very sportive and balanced in handling. The car came in sedan, coupe and finally also in GT-R form- appeared in August, thus reviving the "GT-R" name after a gap of 16 years - and for the first time in history, was available with rear-wheel-drive and all-wheel-drive now. The old engine line-up was mostly dropped, so all versions, sedans and coupes, at least got the RB-series straight-6 engines, (RB20DE engine, a normally aspirated 2.0l inline-6 with 155hp) which had improved heads (the twelve port inlet was gone) and used the ECCS (Electronically Concentrated Control System) injection system. Stronger models like the GTS-t Type M came with the RB20DET engine, already known from the R31 GTS-R, but with an increased output of 215hp. Later versions even got the normally aspirated RB25DE (1800 cc 4 cylinder GXi model) engine, a 2.5l DOHC inline-6 with 180hp. The 2.5 liter version became one of the first cars made in Japan to feature a 5 speed automatic transmission. All 2 liter turbo and non-turbo versions with automatic transmissions were 4 speeds. Most models had HICAS four wheel steering, with the rear wheels being hydraulically linked to the front steering. Also based on the Skyline platform were the A31 Cefiro and C33 Laurel. All 3 cars are very popular in Japan (and other countries to which they are imported secondhand) for drifting. In Japan, the CA18i engine in the GXi is sometimes swapped for an SR20DET (4 cylinder turbo), resulting in a lighter and better-balanced car than the factory six-cylinder turbo models. R32 GT-R The Porsche 959 was Nissan's target when designing the GT-R. The chief engineer, Naganori Itoh, 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 Skyline GT-R was available only in coupe form and featured high-tech in perfection, high-tech that in this case was used to support the driving experience, rather than hinder it. The GT-R had a much larger intercooler, larger brakes, and aluminum 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 below the climate control. The GT-R returned with twin ceramic turbocharged 6-cylinder in line, DOHC, 2,6-litre (280PS) RB26DETT 280 hp (206 kW) at 6800 rpm engine; an electronically controlled 4WD torque splitter with ATTESA E-TS; (Advanced Total Traction Engineering System for All - Electronic Torque Split), an electronically controlled all-wheel-drive system that usually delivers the power to the rear- wheels, but can send up to 50% of the torque to the front wheels. and a 4-wheel multilink suspension all-wheel steering, all wheel drive. The RB26DETT engine actually produced ~320 hp, but it was unstated due to the Japanese car makers' "gentlemen's agreement" not to exceed 206 kW (276 hp). The engine was designed for ~500 hp in racing trim, and then muzzled by the exhaust, boost restriction, and ECU. The electronic boost control had a small physical restriction in the control lines. It was marked in yellow so the new owner could remove it and enjoy a safe factory boost increase. The more advanced computer controlled Super-HICAS (an improved system of the R31 GTS-X) all-wheel-steering, made this car one of the best, if not THE best handling car in the world. When originally designed, the homologation rulebook mandated 16" wheels, so that's what the GT-R got. This limited the size of the brakes, and the Nissan four pots weren't really up to competition use. A later change in rules allowed 17" wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17" BBS mesh wheels covering larger Brembo brakes. The clutch actuation changed from a push to a pull system, and the car received an active rear differential. A year later the V-Spec II appeared with a new sticker and wider tires. The standard version mad the 0-60mph sprint in 4.8 seconds, putting it on a par with a Ferrari 355. But the GT-R was not only a great street rocket. It was basically designed to fit Japanese Group A racing standards. This model soon earned the name Godzilla, for its track performance. In August 1989, after a gap of 16 years, the "GT-R" name was reintroduced with the eighth-generation Skyline, and it returned to racing in 1990 and holds the honor of not losing a single race in the All Japan Championships, winning all 29 rounds. The R32 GT-R dominated JTCC, winning 29 races from 29 starts, 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 R32 GT-R was introduced in the Australian Bathurst 1000 touring-car race to compete against Holden and Ford V8 saloons, winning in 1991 & 1992. However, the GT-R's success sounded the death knell of Group A Touring Car racing. It won so many race in Group A that this class was abolished because nobody wanted to compete against the Skyline anymore. R32 Models: • GXi Type-X - 1.8 L CA18i I4, 91 hp (67 kW) • GTE Type-X - 2.0 L RB20E I6, 125 hp (93 kW, 172 Nm) • GTS Type-X, S, J - 2.0 L RB20DE I6 155 hp (115 kW, 184 Nm) • GTS-25 Type-X, S, XG - 2.5 L RB25DE I6, 180 hp (132 kW, 231 Nm) • GTS-t Type-M - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 Nm) • GTS-4 - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 Nm) 4WD • GT-R - 2.6 L RB26DETT twin-turbo I6, 280 hp (206 kW, 368 Nm) 4WD NISMO, V-Spec and V-Spec II variants Source: Prince - Nissan