ALSID-1 The first Skyline was introduced in April 1957, under the Prince marque, and was marketed as a luxury car. It featured a 1.5 L (1482 cc) GA-30 engine producing 44 kW (60 hp) @ 4,400 rpm. It used a de Dion tube rear suspension and was capable of 140 km/h (87 mph). The car weighed around 1300 kg. Prince Skylines were produced as four door sedans and five door station wagons.
The Skyline also spawned a pickup truck called the Prince Miler and a delivery van called the Prince Skyway.
ALSID-2
The Skyline was updated with quad headlights for 1958.
This model was powered by a slightly altered 1.5 L engine known as the GA-4 OHV (1484 cc) producing about 70 hp (52 kW) @ 4800 rpm and was produced through 1961.
This model was powered by a slightly altered 1.5 L engine known as the GA-4 OHV (1484 cc) producing about 70 hp (52 kW) @ 4800 rpm and was produced through 1961.
BLRA-3 aka Skyline Sport
The Skyline Sport featured hand-built Michelotti bodies in stylish coupe and convertible versions. These cars used the 1.9 L (1862 cc/113 in³) GB-30 engine, producing 96 hp (72 kW) and 113.5 ft·lbf (154 N m). While only a few hundred were built, Prince Motors had a very aggressive product placement group and they can be seen (along the company's mainstream models) in many Toho films of the early 1960s.
The Skyline Sport featured hand-built Michelotti bodies in stylish coupe and convertible versions. These cars used the 1.9 L (1862 cc/113 in³) GB-30 engine, producing 96 hp (72 kW) and 113.5 ft·lbf (154 N m). While only a few hundred were built, Prince Motors had a very aggressive product placement group and they can be seen (along the company's mainstream models) in many Toho films of the early 1960s.S50
In 1961 Fuji Precision Industries changed its name to Prince after the 1954 merger, and the S50 series was launched, which like its predecessor, came in sedan and wagon bodystyles. This was the second generation car, and became one of the more desirable cars in Japan. It was powered by the G-1 engine, a 70 hp (52 kW) version of the old GA-4. A 1862 cc engine was also available, delivering 91 hp (68 kW). The S50 series were available with a 3-speed column shift transmission or a 4-speed floor shift transmission, as well as a 4-door sedan (S50) or a 5-door wagon (W50).In 1962, this model was restyled as the S21S series.
Three models of the S50 were built: S50E (1962–1965), S50E-2 (1965–1966), and S50E-3 (1967). All three used the same engines.
The S50 was further developed with new styling for 1963, and was sold in some markets with an A150 designation. The S50 was also sold as the A190D, which was equipped with a diesel engine.
In 1966, Nissan and Prince merged and the S50 also appeared with Nissan Skyline badging. This model lasted in production through 1967. In 1967, the S50E-3 was introduced. It was sold as Prince Skyline, Prince A150, PMC A150, or Nissan A150.
S54Prince created a racing GT Skyline in May 1964. It was based on the S54 and used the larger 6-cylinder G-7 engine from the Gloria S40, though the car needed an 8" extension to the wheelbase (all forward of the cowl/firewall) to provide space in the engine bay for the lankier in-line six. When it entered the 2nd Japanese Grand prix they hoped to win the GT-II class. Competitive against the Porsche 904, the Skyline managed 2nd through to 6th places.
Largely due to the success of the race vehicle, the Prince 2000GT (also called GT-A, GT-B, S54A and S54B) was released to the Japanese market. There were two versions produced:
Largely due to the success of the race vehicle, the Prince 2000GT (also called GT-A, GT-B, S54A and S54B) was released to the Japanese market. There were two versions produced:
S54A - 1988 cc G-7 single-carb I6, 105 hp (78 kW)
S54B - 1988 cc G-7 triple-carb I6, 125 hp (94 kW)
The B model featured three Weber 40DCOE-18 carburetors, a limited slip differential, 5-speed close ratio manual transmission, and power brakes. Both the B and A used front disc brakes with dual pistons and alloy finned drums in the rear.
S57
The S50 Skyline was updated to become the S57 in 1967. It used a Nissan engine, the OHC 1.5 L (1487 cc) G15. At 88 hp (66 kW), it was the most-powerful engine in the Japanese 1500 cc class.
The S50 Skyline was updated to become the S57 in 1967. It used a Nissan engine, the OHC 1.5 L (1487 cc) G15. At 88 hp (66 kW), it was the most-powerful engine in the Japanese 1500 cc class.
C10 aka The "Hakosuka" SkylineThe C10 series of 1968, which began its development under Prince at the company's Opama 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 Nissan'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 1970.
A station wagon variant, known previously as the Prince Skyway, was offered with this generation. A hardtop coupé was introduced in 1970.
2000 GT-X (Coupe and Sedan) In 1970, the KGC10 2000GT-X received a 2.0 L (1998 cc) L20 I6 engine. The chassis was already designed to receive a straight six, to avoid the S54 extension problem. 120 hp (78 kW) was available from this new engine.
The following year, the GC10 2000GT received a 2.0 L (1998 cc) L20 I6 engine. The chassis was already designed to receive a straight six, to avoid the S54 extension problem. 105 hp (78 kW) was available from this new engine. 
C110 aka The "Ken & Mary" Skyline
The C110 generation was produced from 1972 through 1977.
For export in the 1970s, the C110 and GC110 Skyline was sold as the Datsun K-series, with models such as the Datsun 160K, 180K and Datsun 240K.
The body styles were, once again, four-door sedan, two-door hardtop coupé, and five-door station wagon. The C110 was more fussy in its styling than its predecessor, particularly so in wagon form, where unusually for a wagon design, no windows were fitted between the C and D pillars. The C110 was the first version to feature the round rear lights, typical of later Skyline designs.
The C110 Skyline was better known as the "Ken & Mary" or "Kenmeri" (ケンメリ) Skyline, stemming from the advertisement campaign in Japan at the time which featured a young couple (Ken and Mary) who relaxed and enjoyed the countryside in Ken and Mary's Skyline (ケンとメリーのスカイライン). The ads were highly successful and perhaps as a result the C110 was sold in very large numbers in Japan. It sold just as well in Australia (in a 2.4L 6-cylinder form, badged as "Datsun 240K") , though few survive today. There, the 240K was about the same price as a Ford Falcon GT or BMW 5 series, around $5000.
The C110 generation was produced from 1972 through 1977.
For export in the 1970s, the C110 and GC110 Skyline was sold as the Datsun K-series, with models such as the Datsun 160K, 180K and Datsun 240K.
The body styles were, once again, four-door sedan, two-door hardtop coupé, and five-door station wagon. The C110 was more fussy in its styling than its predecessor, particularly so in wagon form, where unusually for a wagon design, no windows were fitted between the C and D pillars. The C110 was the first version to feature the round rear lights, typical of later Skyline designs.
The C110 Skyline was better known as the "Ken & Mary" or "Kenmeri" (ケンメリ) Skyline, stemming from the advertisement campaign in Japan at the time which featured a young couple (Ken and Mary) who relaxed and enjoyed the countryside in Ken and Mary's Skyline (ケンとメリーのスカイライン). The ads were highly successful and perhaps as a result the C110 was sold in very large numbers in Japan. It sold just as well in Australia (in a 2.4L 6-cylinder form, badged as "Datsun 240K") , though few survive today. There, the 240K was about the same price as a Ford Falcon GT or BMW 5 series, around $5000.
C210 aka "Skyline Japan"The succeeding C210/211 and GC210/211 of 1977 continued to split the Skyline range into basic and six-cylinder models, the latter with a longer front end. This line continued through 1981. The Datsun C211 240K/280K and 240C/280C variants continued for export.
A rare variant would be the wagon version, which had a unique styling treatment behind the rear doors, of a much smaller window than usual between the C and D pillars.
The GT-EX replaced the GT-R with a turbocharged engine, the L20ET. This was the first turbo engine to power a Japanese production vehicle. One notable aspect of the turbo versions was that they were not intercooled and there was no form of blowoff valve, only an emergency pressure release valve.
The "T" designation on the L16T and L18T does not signify a turbocharger was included; it denotes that those engines came with twin carburetors.
Models:
1600TI - 1.6 L L16T I4, 95 hp (71 kW, 132 N m)
1800TI - 1.8 L L18T I4, 115 hp (86 kW, 152 N m)
2000GT-EL - 2.0 L L20E I6, 130 hp (97 kW, 167 N m)
2000GT-EX - 2.0 L L20ET turbo I6, 145 hp (108 kW, 206 N m)
GTR ARRIVAL
The first GT-R Skyline appeared in February 1969. Called the PGC-10 (KPGC-10 for later coupé version) internally and Hakosuka (ハコスカ) by fans. Hako (ハコ) means Box in Japanese, and suka（スカ） is short for Skyline (スカイライン; Sukairain). It used the 2.0 L (1998 cc) S20 I6. This new DOHC engine produced 160 hp (118 kW, 180 N m), equal to the best sports cars of the time, and was similar to the GR8 engine used in the Nissan R380 racing car.
The GT-R began as a sedan, but a 2-door coupé version was introduced in March 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and performed well at the track. The sedan racked up 33 victories in less than two years, and the coupé stretched this to 50 through 1972.
The C10 raced against many cars including the Toyota 1600 GT5, Isuzu Bellett GTR, Mazda Familia (R100) & Capella (RX-2) - even Porsche. In late 1971 the new Mazda RX-3 became the GT-R's main rival. The GT-R managed a few more victories before the RX-3 ended the GT-R's winning streak.
It is claimed that the art of drifting began among Japanese racers when they purposely engaged their hand brakes as a way to oversteer on their GT-Rs. One such driver who is famous for this was Kunimitsu Takahashi.
Models:
1500 - 1.5 L G15 I4, 95 hp (71 kW, 128 N m)
1800 - 1.8 L G18 I4, 105 hp (78 kW, 150 N m)
2000GT - 2.0 L L20E I6, 120 hp (90 kW, 167 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
The Nissan Skyline GT-R hardtop arrived in September 1972 but only lasted until March 1973, when Nissan ceased its production. The oil crisis saw many people preferring economy cars and high-performance sports cars were looked down upon. Nissan pulled out of Motor Racing, so there was no purpose to the GT-R. It was not officially exported anywhere, although Nissan contemplated exporting to Australia. Only 197 KPGC110 GT-Rs were ever sold in Japan, through specialist Nissan Performance shops (before it was called NISMO). This was the last GT-R for 16 years until the BNR32 in 1989.
Models:
1600GT - 1.6 L G16 I4
1800GT - 1.8 L G18 I4
2000GT-X - 2.0 L L20A I6, 130 hp (96 kW, 172 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
The GT-R returned with twin ceramic turbochargers, all-wheel steering, electronically controlled all wheel drive, and 276 hp (206 kW) at 6800 rpm. 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. After this increase the car would put out ~230 kW and could do 0-100 km/h in 4.7seconds and quarter mile in 12.8 seconds.
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". Best Motoring managed 8'22"38.
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. 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 is seen by some as 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 Brembo brakes. 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).
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. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS all wheel drive system, and Super HICAS all-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. 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. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.
Michael Begley with the Gaijin R33 GTR currently holds the European four wheel drive 1/4 mile record with a time of 8.06 @ 173 mph. This record was set at Santa Pod raceway in England. Gaijin ("the outsider") is tuned by TR Racing in Harlow Essex UK. This R33 GTR is said to have had in the region of 1400 bhp. The owner Mick Begley lives in the UK and is reportedly chasing a 7 second pass.
GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) AWD
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) AWD
4Dr.GT-R Autech.version - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) AWD
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. A 6-speed Getrag gearbox was used. The turbo outlet pipes were changed from cast to formed metal outlets. The intercooler had a temperature probe in the V-spec models.
Models:GT-R' - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 280)
GT-R V-Spec - Additional aero parts, brake ventilation ducts, diffuser.
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 250 made)
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 20 made)
The GT-R began as a sedan, but a 2-door coupé version was introduced in March 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and performed well at the track. The sedan racked up 33 victories in less than two years, and the coupé stretched this to 50 through 1972.
The C10 raced against many cars including the Toyota 1600 GT5, Isuzu Bellett GTR, Mazda Familia (R100) & Capella (RX-2) - even Porsche. In late 1971 the new Mazda RX-3 became the GT-R's main rival. The GT-R managed a few more victories before the RX-3 ended the GT-R's winning streak.
It is claimed that the art of drifting began among Japanese racers when they purposely engaged their hand brakes as a way to oversteer on their GT-Rs. One such driver who is famous for this was Kunimitsu Takahashi.
Models:
1500 - 1.5 L G15 I4, 95 hp (71 kW, 128 N m)
1800 - 1.8 L G18 I4, 105 hp (78 kW, 150 N m)
2000GT - 2.0 L L20E I6, 120 hp (90 kW, 167 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
The Nissan Skyline GT-R hardtop arrived in September 1972 but only lasted until March 1973, when Nissan ceased its production. The oil crisis saw many people preferring economy cars and high-performance sports cars were looked down upon. Nissan pulled out of Motor Racing, so there was no purpose to the GT-R. It was not officially exported anywhere, although Nissan contemplated exporting to Australia. Only 197 KPGC110 GT-Rs were ever sold in Japan, through specialist Nissan Performance shops (before it was called NISMO). This was the last GT-R for 16 years until the BNR32 in 1989.
Models:
1600GT - 1.6 L G16 I4
1800GT - 1.8 L G18 I4
2000GT-X - 2.0 L L20A I6, 130 hp (96 kW, 172 N m)
2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
The GT-R returned with twin ceramic turbochargers, all-wheel steering, electronically controlled all wheel drive, and 276 hp (206 kW) at 6800 rpm. 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. After this increase the car would put out ~230 kW and could do 0-100 km/h in 4.7seconds and quarter mile in 12.8 seconds.
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". Best Motoring managed 8'22"38.
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. 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 is seen by some as 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 Brembo brakes. 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).
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. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS all wheel drive system, and Super HICAS all-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. 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. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.
Michael Begley with the Gaijin R33 GTR currently holds the European four wheel drive 1/4 mile record with a time of 8.06 @ 173 mph. This record was set at Santa Pod raceway in England. Gaijin ("the outsider") is tuned by TR Racing in Harlow Essex UK. This R33 GTR is said to have had in the region of 1400 bhp. The owner Mick Begley lives in the UK and is reportedly chasing a 7 second pass.
GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) AWD
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) AWD
4Dr.GT-R Autech.version - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) AWD
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. A 6-speed Getrag gearbox was used. The turbo outlet pipes were changed from cast to formed metal outlets. The intercooler had a temperature probe in the V-spec models.
Models:GT-R' - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 280)
GT-R V-Spec - Additional aero parts, brake ventilation ducts, diffuser.
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 250 made)
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 20 made)
Between 1969 and 1974, and again between 1989 and 2002, Nissan produced a high performance version of its Skyline range called the Nissan Skyline GT-R. This car proved to be iconic for Nissan and achieved much fame and success on road and track. The Nissan GT-R, although no longer carrying the "Skyline" badge, has heritage in the Nissan Skyline GT-R. Like the Skyline GT-Rs R32 through R34, the Nissan GT-R is all-wheel drive with a twin-turbo 6 cylinder engine; however, the evolutionary, incremental changes between Skyline models R32 through R34 have been done away with. The four-wheel-steering HICAS system has been removed, and the former straight-6 RB26DETT engine has been replaced with a new V6 VR38DETT. Because of the GT-R's heritage, the chassis code for the all-new version has been called CBA-R35, or 'R35' for short, carrying on the naming trend from previous Skyline GT-R generations. The GT-R has also retained its Skyline predecessor's nickname Godzilla.
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