The Nissan Skyline (スカイライン in Japanese) is a line of compact cars, sports cars and compact executive cars originally produced by the Prince Motor Company starting in 1955, and then by Nissan after the two companies merged in 1966. After the merger, the Skyline and its larger counterpart, the Nissan Gloria, were sold in Japan at dealership sales channels called Nissan Prince Shop.
It is currently available in either coupé, or sedan body styles, and are most commonly known by their trademark round brake and tail lights (as of 1972); the station wagon bodystyle was dropped in 1989 with the introduction of the R32 platform.
Iterations R30 to R34 of the Skyline are still popular tuner cars for Japanese car enthusiasts from the 1980s to today, especially with available features such as straight-six engines,turbochargers, and the high-performance GT-R trim.[1] While not distributed in the United States, the Skyline's prominence in video games, movies and magazines resulted in many such cars being imported there from 1999 to late 2005, after Motorex petitioned the National Highway Traffic Safety Administration to allow 1990–1999 GT-Rs and GTSs to be imported, at the condition that they were modified to meet United States Federal Motor Vehicle Safety Standards.[2][2][3][4]
The 11th-generation Skyline (V35) was another major turning point for the nameplate, as it dropped some of the Skyline's trademark characteristics such as the straight-6 engine and turbocharging, eventually separated the GT-R into its own line, and moved to V6-engined era, this decision which extended to all later Skylines. 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.[5] 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.
April 11, 2010 saw a world record for the biggest ever Nissan Skyline meet and the most ever officially recognized on a track in the Guinness Book of World Records. This took place at Silverstone, United Kingdom at the ISTS event.
[edit]C10
 | |
| Also called | Hakosuka Boxy Skyline |
|---|---|
| Production | 1968–1972 310,447 units sold |
| Assembly | Musashimurayama, Japan |
| Body style | 4-door sedan 5-door station wagon 2-door coupe |
| Layout | FR layout |
| Engine | 1.5 L G15 OHC I4 1.8 L G18 OHC I4 2.0L G-7 OHC I6 2.0 L L20 OHC I6 (2000GT) 2.0 L S20 DOHC I6 (GT-R) |
| Wheelbase | 2,640 mm (103.9 in) (sedan) |
| Length | 4,430 mm (174.4 in) (sedan) |
| Width | 1,595 mm (62.8 in) |
| Height | 1,405 mm (55.3 in) (sedan) |
| Related | Nissan Laurel |
| Designer(s) | Shinichiro Sakurai |
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 lights and tail lights were modified to square units, but now included dual units for both the left and right side of the vehicle.
[edit]R32
[edit]R32
 | |
| Also called | SKYLINE, BNR32 (1989–1991) |
|---|---|
| Production | 1989–1994 296,087 units sold GT-R's Standard-40390 Nismo-560 V-Spec-1453 V-SpecII-1303 N1-228 |
| Assembly | Musashimurayama, Japan |
| Body style | 4-door sedan 2-door coupe |
| Layout | Front engine, rear-wheel drive / four-wheel drive |
| Engine | 1.8 L CA18i I4 (GXi) 2.0 L RB20E I6 (GTE) 2.0 L RB20DE I6 (GTS) 2.5 L RB25DE I6 (GTS-25) 2.6 L RB26DE I6 (Autech GTS-4) 2.0 L RB20DET I6 (GTS-t, Type M, GTS-4) 2.6 L RB26DETT I6 (GT-R) |
| Transmission | 4-speed automatic 5-speed automatic 5-speed manual |
| Wheelbase | 2,615 mm (103.0 in) |
| Length | 4,580 mm (180.3 in) (sedan) |
| Width | 1,695 mm (66.7 in) |
| Height | 1,340 mm (52.8 in) (sedan) |
| Curb weight | 1,280 kg (2,821.9 lb) (Type-M) 1,430 kg (3,152.6 lb) (GT-R) |
| Related | Nissan Laurel Nissan Cefiro |
| Designer(s) | Naganori Ito (1987) |
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 theRB-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. There was also a 4WD version of the GTS-t Type M, called the GTS-4.
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, 152 N m)
- GTS Type-X, S, J – 2.0 L RB20DE I6 155 hp (115 kW, 154 N m)
- GTS-25 Type-X, S, XG – 2.5 L RB25DE I6, 180 hp (134 kW, 231 N m)
- GTS-t, Type-M – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m)
- GTS-4 – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m) 4WD
- Autech GTS-4 – 2.6 L RB26DE I6, 217 hp (162 kW, Autech Version – auto only) 4WD
- GT-R – 2.6 L RB26DETT twin-turbo I6, 276 hp (280ps) (206 kW, 368 N m) 4WD; also NISMO, N1, V-Spec, and V-Spec II variants.
- NISMO S-Tune
[edit]GT-R
The RB26DETT engine actually produced ~320 PS,[citation needed] 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,[22] 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.[23] After this increase the car would put out ~310 hp (~230 kW) and could do 0–100 km/h in 4.7seconds and quarter mile in 12.8 seconds.[citation needed]
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 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".[24] Best Motoring managed 8'22"38.[25]
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.[26] It took 50 races from 50 starts from 1991 to 1997 (latterly R33) in the N1 Super Taikyu.
The R32 GT-R was introduced in to 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 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 Nissan four pots weren't really up to competition use. A later change in rules allowed 17-inch wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17" BBS mesh wheels(225/50/17) covering larger Brembobrakes. The clutch actuation changed from a push to a pull system, the car had the standard rear differential, the electronic rear differential did not show up until the R33 Vspec. A year later the V-Spec II appeared with a new sticker and wider tires (245/45 17).[27]
The Nismo Skyline GT-R is a limited (500 street, 60 racing) version of Nissan Skyline with Nissan RB engine with twin ceramic 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 four-wheel drive.[28]
It was reported the vehicle was imported to the United States by Sean Morris under the 'Show or Display' rule, where NHTSA allow importing of nonconforming vehicles for purposes of show or display, if the vehicle is of such historical or technological significance that it is in the public interest to show or display the vehicle in the United States even though it would be difficult or impossible to bring the vehicle into compliance with the Federal motor vehicle safety standards.[29][30]
[edit]R33
 | |
| Production | 1993–1998 217,133 units sold |
|---|---|
| Assembly | Musashimurayama, Japan |
| Body style | 4-door sedan 2-door coupe |
| Layout | Front engine, rear-wheel drive / four-wheel drive |
| Engine | 2.0 L RB20E I6 (GTS) 2.5 L RB25DE I6 (GTS-25, GTS-4) 2.5 L RB25DET I6 (GTS-25t) 2.6 L RB26DETT I6 (GT-R) 2.8 L RBX-GT2 I6 (400R) |
| Transmission | 4-speed automatic 5-speed manual 5-speed automatic |
| Wheelbase | 2,720 mm (107.1 in) |
| Length | 4,720 mm (185.8 in) (sedan) |
| Width | 1,720 mm (67.7 in) |
| Height | 1,360 mm (53.5 in) (sedan) |
| Curb weight | 1,390 kg (3,064.4 lb) (GTS-25t) 1,530 kg (3,373.1 lb) (GT-R) |
| Related | Nissan Laurel Nissan Stagea |
| Designer(s) | Kozo Watanabe (1991) |
_GTS25t_coupe_(2011-01-05).jpg)
The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, it is available in coupe and sedan bodystyles. All models now used a 6-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 along with the 2.0 L turbo RB20DET.
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's 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.
An R33 based wagon was released in September 1996, called the Stagea. It had a different body style than the R33 and R34 and (with the exception of the RS FOUR & Autechvariants) was only available with an automatic transmission. A common modification on the Stagea is to fit it with an R34 skyline front, in effect making a 4-door R34 wagon. TheStagea is the only four-wheel-drive manual-transmission Nissan on the R33 platform with the RB25DET engine. Presumably, a 5-speed 4WD Skyline equipped with an RB25DET would have been too close in performance to the much more expensive GT-R. There was also an Autech Stagea, the 260RS released with full GT-R running gear, the RB26DETT engine, body kit, 17" BBS style alloys, GT-R instrumentation, and manual transmission.[31]
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 – 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 N m)
- ECR33 P.Ride 280 Type MR - 2.8L RB28DET DOHC turbo I6, 300 PS
[edit]1996
The R33 Skyline (Series 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[citation needed]. 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 turbo was also given a Ceramic compressor wheel. 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 series 2 were, the headlights which tapered down more towards the grill and were fitted with improved reflectors, the grill (which was longer on the Series 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 Series 2 also had the option of having an Active-LSD fitted. The R33 ceased production in February 1998 with the 40th Anniversary R33 Series 3.
[edit]GT-R
_GTS25t_sedan_01.jpg)
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.[32] 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.[33] 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.[34] Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.
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
[edit]R34
 | |
| Production | 1999–2002 64,623 units sold |
|---|---|
| Assembly | Musashimurayama, Japan |
| Body style | 4-door sedan 2-door coupe |
| Layout | Front engine, rear-wheel drive / four-wheel drive |
| Engine | 2.0 L RB20DE I6 (GT) 2.5 L RB25DE I6 (25 GT, GT-X, GT-V, GT-4) 2.5 L RB25DET I6 (GT-T) 2.6 L RB26DETT I6 (GT-R) |
| Transmission | 4-speed automatic 5-speed manual |
| Wheelbase | 2,665 mm (104.9 in) |
| Length | 4,705 mm (185.2 in) (sedan) |
| Width | 1,725 mm (67.9 in) (sedan) |
| Height | 1,375 mm (54.1 in) (sedan) |
| Curb weight | 1,536 kg (3,386.3 lb) (GT-R) 1,410 kg (3,108.5 lb) (GT-T) |
| Related | Nissan Laurel Nissan Stagea Nissan Skyline GT-R |
| Designer(s) | Kozo Watanabe (1996) |
In May 1998, the EN34, HR34, ER34 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 updated NEO guise. The R34 GT powered by the RB20DE NEO, coupled with a 5-speed gearbox, became the most fuel-efficient straight-6 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 4-speed Tiptronic transmission for all of the automatic versions (Except the base 2.0L, which has a standard 5-speed gearbox). Only the GT-T coupe variant was sold in New Zealand and Hong Kong from 2000 and 1997 respectively. They were the only two countries besides Japan that sold the R34 GT-T model Skylines new. The Nissan Skyline rivals are the Toyota Supra and the Mazda RX-7.
Models:
- GT – 2.0/2.5 L RB20DE NEO I6, 155 ps (114 kW)
- 25 GT, GT-X, 2.5 L RB25DE NEO I6, 200 ps (147 kW)
- GT-V 2.5 L RB25DE NEO I6, 7 kW
- GT-FOUR – 2.5 L RB25DE NEO I6, 200 ps (147 kW) 4WD
- GT-T – 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 N m)
[edit]GT-T
Standard features include Limited slip differential, Xenon headlights, Rear window wiper, Driver airbag, Front passenger airbag, Anti-lock braking system, Traction control, Front seat belt pre-tensioners, Front seat belt force limiters, Rear seat lap sash belt, Child seat attachment, Side impact protection bars, Power windows, Central door locking, Steering wheel height adjust, Leather steering wheel, Alloy wheels and Ultraviolet reducing glass. Optional features include Front fog lamps, Rear fog lamps, Front spoiler, Rear spoiler, Side airbags, Navigation system, Tinted windows, Sunroof.
[edit]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.
Models: (all 4WD)
- GT-R – 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 276)[35]
- GT-R V-Spec – Additional aero parts, brake ventilation ducts, diffuser, LSD.
- GT-R V-Spec II – As above + carbon fibre hood with NACA duct.
- GT-R N1 – Blueprinted N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 45 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 speedo. (only 750 made)
- GT-R M-Spec Nür – As above M-Spec + N1 motor, 300 km/h speedo. (only 253 made)
- GT-R NISMO S-tune
- GT-R NISMO R-tune
- GT-R NISMO Z-tune – 2.8 L (bored and stroked) RB26DETT Z2 twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Only 19 made)
[edit]Skyline GT-R M・spec (2001-)
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, choice of 4 body colour (including Silica Breath (RPM/multi flex colour)).
The vehicle went on sale on 2001-05-08.[36]
[edit]Skyline GT-R M・spec Nur, V・spec II Nur (2002)
M・spec Nur and V・spec II Nur 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, addition body colour option (millennium jade (metallic)).
The vehicles went on sale on 2002-02-26.[36]
[edit]Production
The production of Skyline GT-R type R34 ended in 2002-08.
Since the beginning of Skyline GT-R M・spec Nur and V・spec II Nur sales, 25% of vehicles sold are M・spec Nur, 75 of vehicles sold are V・spec II Nur. Millennium Jade, White Pearl, and White body colours have been used on 28%, 22%, 16% of M・spec Nur and V・spec II Nur vehicles respectively.[37]
[edit]Marketing
As part of the Type R34 GT-R final campaign, all Skyline GT-R customers receives GT-R official album (「歴代GT-Rオフィシャル写真集＜限定版＞」) before 2002-01-24.[36]
[edit]V35/CV35
 | |
| Also called | New Generation Skyline Infiniti G35 |
|---|---|
| Production | sedan: 2001–2006 coupe: 2002–2007 |
| Assembly | Tochigi, Tochigi, Japan |
| Body style | 4-door sedan 2-door coupe |
| Layout | Front engine, rear-wheel drive / four-wheel drive |
| Platform | Nissan FM platform |
| Engine | 2.5 L VQ25DD V6 3.0 L VQ30DD V6 3.5 L VQ35DE V6 |
| Transmission | 5-speed automatic 6-speed manual CVT Continuously Variable Transmission |
| Wheelbase | 2850 mm (112.2 in) |
| Length | 4630 mm (182.2 in)(coupe) 4735 mm (186.5 in) (sedan) |
| Width | 1815 mm (71.5 in) (coupe) 1750 mm (69 in) (sedan) |
| Height | 1390 mm (54.8 in) (coupe) 1465 mm (57.7 in) (sedan) |
| Curb weight | 3,373 lb (1,530 kg) (coupe 6MT)[38] 3,395 lb (1,540 kg) (coupe 5AT)[38] 3,395 lb (1,540 kg) (sedan 6MT) 3,351 lb (1,520 kg) (sedan 5AT)[39] 3,483 lb (1,580 kg) (sedan CVT-8)[39][39] |
| Designer(s) | Kazutoshi Mizuno (1998, 2000) |
[edit]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.[40]
[edit]Initial release
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[41] (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 V35 broke with Skyline tradition. There was no straight-6, 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.[42] 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.[5] Some fans refer to V35 as the "New Generation Skyline" due to drastic changes between the V35 series and its R34 predecessor.
Japanese tuners mostly ignored the V35 Skyline, the 2006 Tsukuba Super Lap Battle had not a single V35 entrant.[1] 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.[43] Signal USA entered a V35 in Formula D, replacing the VQ35DE with anSR20DET.[44]
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)
[edit]Skyline sedan (2001-)
The vehicle went on sale on 2001-06-18. Early models include 250GT, 250GTe, 300GT. Early Skyline Driving Helper model includes 250GT.
[edit]Skyline 250GT FOUR sedan (2001-)
Skyline 250GT FOUR sedan includes ATTESSA E-TS all wheel drive with 50:50 synchro mode, VQ25DD (NEO Di) engine, 5-speed automatic transmission.
The vehicle went on sale on 2001-09-26.[45]
[edit]Skyline 250GTm, 350GT-8 sedan (2002-)
Skyline 250GTm sedan went on sale on 2002-01-31, while Skyline 350GT-8 sedan went on sale on 2002-02-19.[45]
[edit]2003 update
Changes to Skyline Sedan include:
- Repositioning of the rear car badge and Skyline emblem
- Refinement of the design of the radiator grille, headlamp inner panels and sills
- Addition of Sparkling Silver Metallic and Rose Red Pearl as new body colors for total of six body colours
- Refinement of the control switch design
- Adoption of sun visor extensions
- Addition of a light to the front-seat vanity mirrors
- Adoption of a double-pivot rear-view mirror
- Expanded application of rear-seat air-conditioner vents to the 250GT and 250GT FOUR models
- Refinement of the suspension and braking system
Skyline Coupe is introduced as a version of Infiniti G35 Sport Coupe for Japanese market.
Early Skyline Sedan models include 250GTm, 250GT (Premium), 300GT (Premium), 350GT-8, 250GTm FOUR, 250GT FOUR (Premium).
Skyline Sedan went on sale on 2003-01-27. Skyline Coupe went on sale on 2003-01-16 (automatic), 2003-02-06 (manual). Early Skyline Coupe models include 350GT, 350GT Premium. Early Skyline Sedan and Coupe Driving Helper models include 250GT and 350GT respectively.[47][48]
[edit]Skyline 350GT sedan (2003-)
The 350GT is a version of the Infiniti G35 sport sedan with a six-speed manual transmission for the Japanese market. The Skyline 350GT and Skyline 350GT Premium sedan went on sale on 2003-06-03.[49]
[edit]2004 update
Coupe and sedan changes include:
- soft touch material on panels
- centre stack, automatic transmission shift knob, door arm rest grip uses aluminium
- tilt and tilt telescope steering wheel
- car wings-supported TV/navigation system (optional)
- 5-speed automatic transmission includes synchro rev control (350GT Premium)
- reduced vibration on 6-speed manual transmission
Sedan changes include:
- front grill/bumper, foot panel, head lamp, rear bumper, rear combination lamp, 17-inch aluminium load wheel are changed
- 18-inch aluminium load wheel option for 350GT-8 and 350GT Premium with manual transmission
- new body colours include ink shore blue (metallic), warm silver (titanium metallic)
- silky ecru (C), black (G) interior colour
- front seat active head rest, rear middle seat with 3-point seat belt as standard
- intelligent key setting (engine immobilizer set option in some models)
- door mirror with heater, air conditioner with left/right independent temperature settings as standard
- multi-plate clutch inside ATTESSA E-TS with snow mode is changed to electromagnetic control
Coupe changes include:
- 19-inch aluminium load wheel option
- new body colour (lake shore blue (metallic)) for total of 5 body colours
- sport tuned suspension for 19-inch tire models
Early coupe models include 350GT (premium). Early sedan models include the 250GT (premium), 350GT premium, 350GT-8, and 250GT FOUR (premium).[50]
- 2005
The Skyline's 2005 update included changes to the head amd rear lamps, front bumper, and side sill protectors. Also, 19-inch aluminium alloy wheel became standard for automatic transmission cars. A new body colour (brilliant silver metallic) was added, while seats upholstered in pearl suede and leather became standard. Aluminium trim rings were added to the speakers, and also a "plasma cluster ion" full air conditioner with left/right independent temperature settings, heated door mirrors, head lamp auto levelizer (compliant with new legislation) were made standard equipment.
Early coupe models include the 350GT (premium). Early sedan models include 250GT (premium), 350GT premium, 350GT-8, 250GT FOUR (premium).[51]
[edit]Body styles
| Chassis code | V35 | CV35 |
|---|---|---|
| Body style | sedan | coupe |
| 250GT | 2001-? | na |
| 250GT FOUR | 2001-? | na |
| 250GTe | 2001 | na |
| 250GTm | 2002-2004 | na |
| 250GTm FOUR | 2003-? | na |
| 300GT | 2001-2004 | na |
| 350GT | 2003-2004 | 2003-? |
| 350GT-8 | 2002–? | na |
| 350GT Premium | 2003-? | 2003-? |
Mark IV (1992–2002)
 | |
| Also called | Toyota Supra Mark IV |
|---|---|
| Production | Dec 1992[14]–Aug 2002 |
| Assembly | Motomachi[disambiguation needed], Japan[15] |
| Platform | A80 |
| Engine |
2,997 cc (2.997 L; 182.9 cu in) Toyota 2JZ-GE I6
2,997 cc (2.997 L; 182.9 cu in) Toyota 2JZ-GTE I6 |
| Transmission | 4-speed A340E automatic |
| Wheelbase | 2,550 mm (100.4 in) |
| Length | 4,515 mm (177.8 in) (1993–1998) 4,514 mm (177.7 in) (1999–2002) |
| Width | 1,811 mm (71.3 in) |
| Height | 1,265 mm (49.8 in) (1993–1998) 1,275 mm (50.2 in) (1999–2002) |
| Curb weight | 1,460 kg (3,219 lb) (non-turbo) 1,550 kg (3,417 lb) (turbo) |
| Related | Toyota Soarer (Z30) Lexus SC (first generation) Ohno Naomi III[16] |
With the new model of Supra, Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension and drivetrain assemblies from theZ30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models,[14] and official mass production began in April 1993.[17] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car: the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm.[18] The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h).[3] The turbo version was tested to reach over 285 km/h (177 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the hood. Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models but unknown with the rear spoiler.
The Mark IV Supra's twin turbos operated in sequential mode as opposed to parallel mode. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already had 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE's in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires than naturally aspirated models. All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model came in as 3,450 lb (1,560 kg) with the manual and the automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. On a side by side testing in Road And Track February 1994 issue, the Supra was heavier than the sportier Chevrolet Corvette and Nissan 300ZX, but weighed less than the AWD Mitsubishi 3000GT VR4.
For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, the manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges that said "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. Only minor updating was done for 1998. Along with a 3-spoke steering wheel and redesigned radio.In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock Mark IV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the Mark IV managed a remarkable skidpad rating of 0.95 lateral g's (200 ft) or 0.98 lateral g's. (300 ft)[19] The Mark IV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m),[20] the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2emissions in the range of 224 g/km.[citation needed]
Sales to Canada ceased in 1996, and to the US in 1998. The Turbo was not available in 1998 in CARB states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
The car was designed by American designer Tom Tjaarda[3] and replaced the De Tomaso Mangusta. Unlike the Mangusta, which employed a steel backbone chassis, the Pantera was a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a version of Argentina's flag turned on its side with a T-shaped symbol that was the brand used by De Tomaso's Argentinian cattle ranching ancestors.[4]
The car made its public debut in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later.[3] Approximately a year after that production Panteras started finding their way into the hands of customers and production had already been ramped up to a remarkable (by the standards of Modena-built exotica) 3 per day.[3]
The curious slat-backed seats which had attracted comment at the New York Show were replaced by more conventional body-hugging sports-car seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft. (ca. 183 cm) tall.[3] Reflecting its makers' transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even "doors that buzz when ... open".[3] By the time the Pantera reached production, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter.[3]
The first 1971 Panteras were powered by a Ford 351 cu in (5.8 L) V8 engine that produced a severely underrated 330 hp (246 kW; 335 PS). Stock dynos over the years proved that power was more along the lines of about 380 hp (283 kW; 385 PS) The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built competitor products.[3]
The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise.[3] Another Italian exotic that shares the ZF transaxle is the Maserati Bora, also launched in 1971 though not yet available for sale.[5]Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 60 mph (97 km/h) in 5.5 seconds according to Car and Driver.
In the summer of 1971, a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions.[3] From outside, the principal differences were the larger tail lamps on the cars destined for America, along with addition of corner marker lamps.[3] Not being a cost-accountant but a journalist, the visitor was impressed by the large number of cars awaiting shipment; in reality, spending the best part of a year under dust covers in a series of large hangars probably did nothing for the cash-flow of the business or the condition of some of the cars by the time they crossed the Atlantic.
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Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their "push-button" door handles and hand-built Carrozzeria Vignale bodies. A total of 1,007 Panteras reached the United States that first year. Unfortunately, these cars were poorly built, and several Panteras broke down during testing on Ford's own test track. Early crash testing at UCLA showed that safety cage engineering was not very well understood in the 1970s. Rust-proofing was minimal on these early cars, and the quality of fit and finish was poor, with large amounts of body solderbeing used to cover body panel flaws. Notably, Elvis Presley once fired a gun at his Pantera after it would not start.
Several modifications were made for the 1972 model year Panteras. A new 4 Bolt Main Cleveland Engine, also 351 in3, was used with lower compression ratio (from 11:1 to 8.6:1, chiefly to meet US emissions standards and run on lower octane standard fuel) but with more aggressive camshaft timing (in an effort to reclaim some of the power lost through the reduction in compression). Many other engine changes were made, including the use of a factory exhaust header.
The "Lusso" (luxury) Pantera L was also introduced in 1972. It featured large black bumpers for the US market as well as a 248 hp (185 kW) Cleveland engine. The 1974 Pantera GTS featured yet more luxury items and badging.
Ford ended their importation to the U.S. in 1975, having sold roughly 5,500 cars in the United States. De Tomaso continued to build the car, however, in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. These included the GT5, which had bonded and rivetted wheelarch extensions and the GT5S model which had blended arches and a distinctive wide-body look. The car continued to use a Ford V8 engine, but the 351 was eventually changed to the Ford 302 cu in (5.0 L). The last Panteras built (the Si) were producing around 500BHP. A small number of Panteras was imported to the US by gray market importers in the 1980s, notably Panteramerica and AmeriSport. In all, about 7,200 Panteras were built.
[edit]Pantera SI
After 20 years of production, De Tomaso turned to Marcello Gandini to do a major restyling of the production model. 41 units were built of the Pantera SI until production stopped in 1993. In UK, the model was sold as Pantera 90.
[edit]Specifications
1971 specifications:
- Engine: 351 in3 (5,752 cc) Cleveland (5.7 L) V8
- Power: 330 hp (246 kW)
- Curb weight: 3,123 lb (1,417 kg)
- Wheelbase: 98.4 in (2,499 mm)
- Front track: 57.0 in (1,448 mm)
- Rear track: 58.0 in (1,473 mm)
- Length: 158.0 in (4,013 mm)
- Width: 67.0 in (1,702 mm)
- Height: 43.4 in (1,102 mm)
- Brakes: Front 332 x 32 ventilated and cross-drilled; Rear: 314 x 28 ventilated / '71 Panteras had 15" wheels, and brake rotors were smaller than 300 mm (11.8 in).
- Fuel consumption: 15 mpg.[clarification needed][7]
- Maximum Speed: 159 mph (256 km/h).[7]
The Porsche 911 GT3 is a higher performance version of the Porsche 911 sports car. It is the latest in a line of high-performance models, beginning with the 1973 911 RS. The GT3, named after the Fédération Internationale de l'Automobile (FIA) GT class it was designed to compete in, has a 3.6-litre naturally aspirated six-cylinder engine, based on the unit used in the Porsche 962 and Porsche 911 GT1 race cars.
A number of variations, designed for road and track duty, have been introduced since its launch in 1999. The current range (997) includes three road and several racing models which are listed below.
The GT3 has had a successful racing career in the one-make national Porsche Carrera Cup series, and the international Porsche Supercup. It has won championship and endurance races, including the GT class of the American Le Mans Series seven times, first overall in the 24 Hours of Daytona, and first overall at the 24 Hours Nürburgring six times.
Porsche 997 GT3 RS
As with earlier models, such as the Carrera RS 2.7 of 1973 and the Type 964 911 RS of 1991, Porsche offered an RS version of the 997 GT3. In common with its predecessors, it provides a homologation model for use in a range of racing series.
Thanks to a close-ratio six-speed transmission with a single-mass flywheel, the engine revs up even more freely, thus enabling the 911 GT3 to sprint from zero to 100 km/h (62 mph) in 4.0 seconds[citation needed] (4.0 s in the 2010 gen 2 model)[citation needed] while reaching 200 km/h (124 mph) in 13.3 seconds. Maximum speed is 310 km/h (193 mph).
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The RS is 20 kg (44 lb) lighter than the GT3, weighing in at 1,375 kg (3,031 lb). This weight-saving was achieved by the use of an adjustable carbon fiber wing, a plastic engine cover, and a lightweight plastic rear window. The weight savings gives the RS model corresponding engine power to curb weight ratio of 300 bhp (220 kW) per tonne.
One characteristic of the new RS is the body, which is 44 mm (1.7 in) wider at the rear (a legacy from the Carrera 4 models with which it shares its shell) by comparison with the 911 GT3. The muscular-looking rear end conceals a wider track that not only improves directional stability but also increases the potential cornering grip of the two-seater coupe. On the other hand, drag is increased, and top speed reduced.
In addition to the new technology featured in this flat six motor car, the paint scheme and body panels are all designed specially for this car. For the RS version, the limited edition orange color was mixed specially for this car.
The American version of the RS has a standard rear window (not plexiglas) and the smaller 911 fuel tank to comply with rules of SCCA, Grand-Am, and IMSA. For Grand-Am races, the central locking wheel nut is replaced with the standard five-lug pattern required under Grand-Am rules.
Production of the first generation 997 GT3 RS ended in 2009. An estimated 1,909 vehicles were delivered worldwide, with an estimated 413 of those directed to the United States.[24][25]
For 2010, the new (or second generation) 911 GT3 RS received an additional 35 PS (26 kW; 35 hp) due to a new 3.8-liter flat-six, bringing total power output up to 450 PS (331 kW; 444 hp). This car will not be raced in the United States as both IMSA American LeMans has not approved the new car for competition. Grand-Am originally did not approve the car, but after performance issues (a Porsche team did not compete at the Indy Grand Prix of Alabama round), Grand-Am approved the second-generation car in April 2010.[26][27]
Fifth Gear (known British television) carried out a road test on the Porsche 911 GT3 RS 2011 which highlighted the exceptional performance of the car[28]
Porsche test driver Walter Röhrl had intended[29] to enter the 2010 24 Hours of Nürburgring on a standard road legal 911 GT3 RS, but had to withdraw due to health reasons from the team that comprised racers Roland Asch and Patrick Simon, plus journalists Horst von Saurma and Chris Harris. The car, entered in cooperation with sport auto (Germany),[30] is registered as S-GO 2400, and was driven from Weissach to Nürburg. The RS was modified according to safety requirements, which included a larger roll cage and fire extinguisher. As no race tyres were available for 19" rims, the 18" wheels of the Cup racers were used. Asch has qualified with 9:15, 42nd overall, and 9th[31] among the 17 SP7 class entrants, only beaten by its race-prepped Porsche 997 siblings. In an otherwise disappointing race for Porsche, with the best race 997 finishing only 6th, the road legal car did 145 laps, only 9 less than the winning BMW, for place 13.[32] It supposedly had to cover another 306 km, on the Autobahn back home.
[edit]997 GT3 RS 4.0
The 911 GT3 RS 4.0 is the final evolution of the 997 and features a 4.0 litre engine. The engine itself uses the crankshaft from the RSR with increased stroke dimensions (from 76.4mm to 80.4mm). This change has increased the power to 368 kW (500 PS; 493 hp) at 8250 rpm and 460 N·m (339 lbf·ft) of torque at 5750 rpm. Chassis development has been influenced by the GT2 RS and uses bits from other RS 911s. Front dive planes give additional downforce up front. The car weighs in at 1,370 kilograms (3,000 lb), giving it a power-to-weight ratio of 365 bhp per ton. Only 600 cars will be built.[33]
Performance is a 3.9 second 0-100 kilometres per hour (62 mph) time and a top speed of 193 miles per hour (311 km/h).[34]
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