Nissan Skyline GT–R R34
Introduction
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 predecessors. 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.
Design
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 almost appears to 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! Over styled? 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 bumpers underlining the coupe´s sportive body lines. Although it is 7.5cm shorter than the R33 at (4.6m), the GT–R´s side 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 carbon fibre under body 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.
Interior
Featuring four seats and a decent boot, 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 75mph 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 and passenger 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 aluminium applications in the centre 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.
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 that 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 redline is still at an impressive 8000rpm, there remain plenty of revs to work with.
The Transmission
The engine´s sportive character is aided by the 6–speed Getrag gearbox, which is a great improvement over the R33´s 5–speed and convinces with short throws and well defined gates. The new 6–speed now features close ratio gearing for the first five gears, instead of the first four gears 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 multi–link 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 V–Spec also boasts the feature of additional bracing throughout the chassis and interior. Of course all hidden away.
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, designed to channel air to the front brake discs. Additionally, the front under tray creates a low–pressure area outside the wheels, to draw the heated air away from the brakes, thus improving their cooling.
The Aerodynamics
The R34 GT–R V–Spec´s (and only the V–Spec´s) aerodynamics are dominated by a front diffuser and a carbon fibre rear diffuser. These regulate the airflow along the car´s under body, thus creating down force which pulls the car onto 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 favour of a dual–element 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.
How does it drive?
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 RWD 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 over steer, 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 body shell 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 dominated by under steer, but due to ATTESA´s intervention, the car is given a more sportive, rather over steering 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 skid–pad, since ATTESA does not help much here. The behaviour is dominated by under steer, although with the right balance between smooth driving and aggressive throttling, the GT–R still reaches a road holding of 0.88g.
The R34´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 saloon, not a fashionable piece of automotive–design–art like Italian super cars. 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 fulfils the requirements of a daily commuter.
The Skyline GT–R shines as a good compromise between a pure sports car and a saloon, 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 Super car" – maybe a bit over styled, maybe senselessly fast in a time of rising fuel–prices and ever increasing traffic jams – but certainly entertaining!
The ongoing saga
As it stands today, the R34 has ceased production earlier than expected due to changes in the Japanese emissions regulations among other things. Unfortunately the R34´s RB26 power plant was not able to pass the new standards set and it was felt by Nissan that the time and effort required to make it pass these new tests was not worth the investment.
So it seems the legendary RB26 2.6 litre straight 6 power plant has come to an end.
Long live the RB26.
Where to from here for the GT–R?
Well it´s not all doom and gloom. The R34 may have come to a premature end with the new laws; however there are firm plans from Nissan to generate a successor to the R34 GT–R. It will not however be a Skyline, but will be named Nissan GT–R.
Links
www.middlehurst.co.uk – The only place to buy your Skyline GT–R
© Chris Dodd 2006-2008: Most Rights Reserved.