1989 – Present
1989 – Present
The R33 GT-R became the first production car to break the 8 minute barrier at the Nürburgring in Germany. The factory test car driven by Dirk Schoysman achieved a record lap time of 7:59.887 minutes – a lightning fast lap at the time, especially for a Nissan. This lap time was significantly faster than the R32’s previous record, showcasing the R33’s improved performance capabilities and Nissan’s hunger to play in the big leagues.
The Nissan Skyline R32 GT-R was the fastest Group A touring car of its time – completely wiping the floor at the Bathurst 1000 and in the Australian Touring Car Championship, famously winning by an entire lap at Mount Panorama in 1991. The GT-Rs outright domination led to a significant FIA Group A rule change in 1993, effectively banning turbocharged cars, including the GT-R, from the series.
While the GT-R badge had adorned other models in the Skyline lineage, it was the R32 that truly ignited the legend. Unveiled in 1989, the BNR32 GT-R presented a fusion of industry-leading technology and performance, setting a new benchmark in the automotive industry.
Behind a relatively understated exterior, the R32 housed technology well ahead of its time. The ‘ATTESA’ all-wheel-drive system ensured optimal traction and stability, while a four-wheel steering system dubbed ‘HICAS’ provided exceptional agility and ‘turn-in’ response. Combined, these systems delivered a driving experience that was borderline incomprehensible for the time period.
Powering the R32 was the RB26DETT engine, a 2.6-liter twin-turbocharged inline-six that produced 276 PS. This powerplant enabled the GT-R to dominate the Japanese Touring Car Championship, securing 29 consecutive victories from 1990 to 1993. Its success on the track earned it the nickname “Godzilla,” an ode to the fictional ‘destroyer of everything’.
While the R32 laid the foundation of the modern GT-R legend, it was the R33 that refined it. Introduced in 1995, the BCNR33 GT-R built upon its predecessor formula, bringing with it enhanced sophistication, improved stability, and a maturity that signaled the GT-R’s evolution from race-bred machine to precision-engineered weapon.
Underneath the R33s larger and more rounded bodywork lay a chassis developed with greater balance and control in mind. The updated ATTESA four-wheel-drive system received upgrades for even faster torque distribution, while a new active limited-slip differential further enhanced corner entry and exit speeds. The hydraulically controlled HICAS four-wheel steering system was ditched in favour of a more simplistic electronic system, offering faster response with less moving parts.
The formidable RB26DETT engine remained relatively unchanged, with internal refinements that improved reliability and strength under sustained load. Nissan channeled most of their focus towards aerodynamics and rigidity for this model, giving the R33 the edge it needed to be the first production car to lap the Nürburgring in under 8 minutes. Though often overshadowed by its siblings, the R33 GT-R stands as an important chapter in the Skyline saga.
If the R32 ignited the legend and the R33 refined it, the R34 GT-R perfected it – a widely accepted sentiment within the automotive community. Released in 1999, the BNR34 represented the pinnacle of the Skyline GT-R era – a machine that combined and improved upon the learnings of all GT-R models preceding it.
With a shorter wheelbase and overall smaller chassis than the R33, the R34 returned to the tighter proportions of the R32, but with modernized, sharp body lines that gave it a now unmistakable presence. Retaining and improving upon the existing four-wheel-drive and four-wheel-steering systems, the R34 was graced with a new ‘multi-function display’ – a dashboard-mounted command centre allowing real-time telemetry. Boost pressure, oil temps and lap timing – an ode to the car’s engineering-first ethos.
Whilst the R34 was powered by a relatively unchanged RB26DETT with the same ‘claimed’ power output, real-world figures were found to be higher. Key improvements came in the form of a revised Getrag 6-speed transmission as well as upgraded cooling and oiling systems, making it more track-capable than ever. The R34 GT-R wasn’t just fast, it was intelligent, well mannered and perfectly refined – a true driver’s car well ahead of its own time.
A 5-year GT-R silence was broken by a very loud debut of the R35 GT-R. No longer part of the Skyline family, the R35 redefined what GT-R stood for – Nissan was now challenging supercars well above the GT-R price bracket.
Unlike its predecessors, the R35 no longer featured the revered RB26DETT engine. In its place came a 3.8-liter twin-turbocharged V6, the VR38DETT, delivering nearly twice the power right out of the gate. In a move that divided purists, the traditional manual gearbox was abandoned in favor of a dual-clutch 6-speed transaxle paired with an advanced all-wheel-drive system – together enabling launch control and acceleration capabilities that redefined expectations.
Though larger and heavier than previous GT-Rs, the R35 was faster, more capable, and shockingly accessible. It famously lapped the Nürburgring in under 7 minutes and 30 seconds in early production form, solidifying Nissan’s ‘supercar killer’ goal. To some, the R35 will never be a true member of the GT-R family, but for Nissan it was resounding proof that they could play in the ‘big league’ with supercar manufacturers. A testament to ongoing refinement of a motorsport-bred platform that is still being sold to this day.