R33

The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, and available as a 2 and 4 door, 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. As with the R32, all auto transmissions on the 2.5 litre non turbo models were 5 speed, all 2 litre and turbo 2.5 litre automatic models were equipped with a 4 speed auto transmission.

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 GTR. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS.

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 a certain amount of ECR33 GtS25T 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 RBs 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.

A 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 & Autech variants) 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. The Stagea 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.[9]

R33 models:

* HR33 GTS - 2.0 L RB20E SOHC I6, 130 PS (96 kW, 172 N m)
* ER33 GTS25 - 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 GTS25T - 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 N m)


1996

The R33 Skyline (Series 2) continued the concepts introduced in the R32. Drivers airbags became standard in 1996 as they had been only an option up until this time, passenger side airbags remained an option. 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 nylon 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 a Active-LSD fitted. The R33 ceased production in March 1998 with the 40th Anniversary R33 Series 2.


GT-R

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. 1995 saw the GT-R get 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). 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.[10] Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.

* 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
* 400R - 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW, 478 N m) 4W

R32

The HCR32 Skyline debuted in May 1989. It was available as either a 2-door coupe or 4-door sedan/saloon, all other bodystyles were dropped. It featured several versions of the RB-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 were an 1800 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 version became one of the first cars made in Japan to feature a 5 speed automatic transmission. All 2 litre turbo and non-turbo versions with automatic transmissions were 4 speed. The GTS-t Type M included larger five-stud 16 in wheels, four piston front callipers and twin piston rears. ABS was optional (except for the GT-R), viscous LSD was standard on all turbo models and optional on all but the GXi.

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 N m)
* GTS Type-X, S, J - 2.0 L RB20DE I6 155 hp (115 kW, 184 N m)
* GTS-25 Type-X, S, XG - 2.5 L RB25DE I6, 180 hp (132 kW, 231 N m)
* GTS-t Type-M - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 N m)
* GTS-4 - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 N m) 4WD
* GT-R - 2.6 L RB26DETT twin-turbo I6, 280 hp (206 kW, 368 N m) 4WD also NISMO, V-Spec and V-Spec II variants.

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.

GT-R

The GT-R returned with twin ceramic turbochargers, all-wheel steering, all wheel drive, and 280 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,[3] 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.[4] The GT-R had Super HICAS, a more advanced computer controlled four wheel steering system using electric actuators.

The GT-R had a significantly 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 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".[5] Best Motoring managed 8'22"38.[6]

The R32 GT-R dominated JTCC, winning 29 races from 29 starts, taking the series title every year from 1989-1993.[7] 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 GM Holden and Ford V8 saloons, winning in 1991 & 1992. This success led to the Australian motoring press naming the car Godzilla due to it being a "monster from Japan" and as Australia was the first export market for the car the name quickly spread. However, the GT-R's success sounded the death knell of Group A Touring Car racing; with the formula being scrapped soon after. JTCC was similarly blighted by the R32 GT-R, and splintered soon after, leading to the switch to the Supertouring category and also indirectly to the GT500 category of today.
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.

R31

The R31 Skyline of 1986 was a natural evolution on the R30 shape. The design was slightly larger and squarer than previous Skylines. It was available as a Sedan, Hardtop sedan, Coupe and station wagon.

The R31 Skyline introduced many new technologies and features. The HR31 was the first Skyline to be equipped with the new RB-series of engines. The R31 RB engines are often referred to as "Red Top" engines because of the red cam covers. There were three variants. The earliest series of DOHC RB engines used the NICS (Nissan Induction Control System) injection system with 12 very small intake runners, and a butterfly system to divide the intake ports in half for better low RPM performance. Later versions used ECCS (Electronically Concentrated Control System) engine management, discarded the twelve tiny runners for six much larger ones (though they retained twelve ports on the head, so there was a splitter plate), and received a slightly larger turbocharger. Nissan's RD28, a 2.8 straight-6 engine, introduced Diesel-power to the line-up. Another technological first for the R31 was the introduction of Nissan's proprietary 4-wheel steering system, dubbed HICAS (High Capacity Active Steering). The R31 series were also the only models in the Skyline family to feature a 4-door hardtop variation. These models were generally badged as the Passage GT.

The R31 Skyline was also produced in Australia, with a 3.0 L motor (RB30E) available in sedan or wagon form, as well as a four-cylinder version called the Nissan Pintara. The wagon had the same front style as the coupe and sedan—the only difference being that it lacked the four round brake lights that had been a consistent element of Skyline design. These cars were manufactured in Australia due to the heavy import laws which made it expensive to bring cars into Australia.

29,305 R31 Skylines were also manufactured and sold in South Africa in 4-door sedan form between 1987 and 1992. These were the last Skylines seen in South Africa. Power came from either the RB30E 3.0 straight-6 motor, RB20E 2.0 straight-6 motor or the CA20S 4-cylinder powerplant.

GTS-R

The ultimate version of the R31 was the RB20DET-R powered HR31 GTS-R Coupe (800 units built). It had a reworked version of the normal RB20DET with a much larger turbocharger on a stainless steel exhaust manifold, as well as a much larger front mounted intercooler boosting power to 210 ps (154 kW), with racing versions making 460 hp (343 kW) in Group A trim.

Models: 'Japan'

* 1800I - 1.8 L CA18(i) SOHC I4, 100 hp (75 kW)
* Passage GT-D - 2.8 L Diesel RD28 SOHC I6, 92 hp (68 kW, 173 N m)
* Passage GT - 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
* Passage GT Turbo - 2.0 L RB20DET DOHC turbo I6, 180 hp (133 kW, 225 N m)
* GTS - 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
* GTS Turbo - 2.0 L RB20DET DOHC I6, 180 hp (133 kW, 225 N m)
* GTS-X - 2.0 L RB20DET DOHC turbo I6, 190 hp (141 kW, 240 N m)
* GTS-R - 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)
* GTS Autech - 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)

'Australia'

* Pintara - 2.0 L CA20E I4, 102 hp (78 kW, 160 N m)
* GX, Executive, GXE, Silhouette, Ti - 3.0 L RB30E SOHC I6, 155 hp (114 kW, 247 N m)
* GTS1 - 3.0 L RB30E SOHC I6, 176 hp (130 kW, 255 N m)
* GTS2 - 3.0 L RB30E SOHC I6, 190 hp (140 kW, 270 N m)

'South Africa'

* 2.0GL, 2.0GLE - 2.0 L CA20S I4, 106 hp (78 kW, 163 N m)
* 2.0SGLi - 2.0 L RB20E SOHC I6, 115 hp (85 kW, 174 N m)
* 3.0SGLi - 3.0 L RB30E SOHC I6, 171 hp (126 kW, 260 N m)

R30

The names were brought into line with the home Japanese and worldwide markets with the launch of the R30 series in August 1981, which was built on a C31 Laurel platform. Unlike preceding generations, four and six cylinder versions now shared a front end of same length. The R30 was available as a two door hardtop coupe, a four door sedan, a five door hatchback (available only in the R30 generation) or a four door station wagon. In all, there were 26 variations of the R30 Skyline available.

All versions with the exception of the wagon were usually fitted with the four round tail lights that had become a regular feature to the Skyline's design. The wagon was the ugly duckling of the range, having different tail lights, headlights and no turbo or 6-cylinder versions available - it more closely resembled a Nissan Sunny than a Skyline. The two door coupe had pillarless doors and the unusual feature of roll-down quarter windows for the rear seat passengers (a styling feature of the previous C10, C110 and C211 coupes), while four door versions all had traditional framed windows.

Notably, configurations of the R30 sold in Australia and New Zealand were missing the traditional hotplate tail lights, instead opting for more conventional styling.

C211

The succeeding C211 and GC211 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 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-ES 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.

Models:

* 1600TI - 1.6 L L16 I4, 95 hp (71 kW, 132 N m)
* 1800TI - 1.8 L L18 I4, 115 hp (86 kW, 152 N m)
* 2000GT - 2.0 L L20 I4, 130 hp (97 kW, 167 N m)
* 2000GT-EX - 2.0 L L20ET turbo I4, 145 hp (108 kW, 206 N m)

C110

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.

GT-R

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 L20 I6, 130 hp (96 kW, 172 N m)
* 2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)

C10

The 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 G10 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 was offered in this generation. A hardtop coupé was introduced in 1970.

2000GT

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.

GT-R
Nissan Skyline KGC10 GT-X (L20 engine)
Nissan Skyline KGC10 GT-X (L20 engine)

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 of 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. The GT-R was also a favorite of reckless street racers who roamed the streets at night at that time.

It is claimed that the art of drifting began among Japanese racers when they purposely engaged their emergency brakes as a way to oversteer on their GT-Rs.[citation needed] 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 L20 I6, 120 hp (90 kW, 167 N m)
* 2000GT-R - 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
Nissan Skyline KGC10 GT-X (L20 engine)