NISSAN GT-R

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GT-R: 20 years to Supercar status

Nissan's venerable GT-R started out as a production racer but has now earned supercar status
1991 Nissan Skyline GT-R

What we liked
>> Smooth performance
>> Rarity
>> Advanced for its age

Not so much
>> Plain styling
>> Dull interior
>> The 206kW Japanese mandate

Still a compelling performer

Price: $107,000 (new)
Engine: Twin turbocharged, intercooled, DOHC inline six-cylinder petrol, 2.6-litre
Output: 206kW/355Nm
Transmission/Final drive: five-speed manual/all-wheel drive
Wheels/Tyres: (fr/rr) 16 x 8.0-inch, 225/50 R16
Fuel/Co2: 14.0l/100km (claimed)


2011 Nissan GT-R

What we liked
>> Beautifully resolved handling
>> Addictive gearshift
>> Those power/torque figures

Not so much
>> Industrial sound at low revs
>> Jarring ride
>> Distracting multi-function screen

World’s best value supercar

Price: $168.800
Engine: Twin turbocharged, intercooled, DOHC V6 petrol, 3.8-litre
Output: 390kW/612Nm
Transmission/Final drive: six-speed dual clutch auto/all-wheel drive
Wheels/Tyres: (fr/rr) 20 x 9.5-inch, 255/40 R20
Fuel/Co2: 11.9l/100km; 281g/km 

For full photo gallery of 20 years of Nissan GT-R at motoring.com.au


History records that Nissan designed the R32-series Skyline GT-R with the sole purpose to dominate the Japanese Group A Touring Car Championship. However, as is the case with many motoring icons, that's just part of the story. Yes, its mission in Japan was accomplished -- with 29 consecutive victories and four championship titles on the trot -- but the car's effect on the world racing scene was much wider. It ran rampant in Touring Car championships across the globe.

Australian Group A racing at the time was largely populated by Ford’s turbocharged Sierra RS500; a car that usurped BMW’s E30 M3 as prime vanquisher of the local Holden Commodore. Dick Johnson’s Sierra had won back-to-back titles in 1988-89 but he was a worried man entering 1990 for the GT-R’s homologation was complete.

Fred Gibson Motorsport introduced the factory Skyline GT-R in round six of the eight-round series, before it won the Oran Park finale with Jim Richards at the wheel. By 1991, the Nissan team was unstoppable with Richards and Mark Skaife sweeping seven of the nine rounds and topping it off with a Bathurst victory. The GT-R had earned its nickname, Godzilla -- an Aussie moniker that went viral well before the emergence of the internet.


GODZILLA DOWN UNDER

For car enthusiasts the beauty of Group A racing was that manufacturers had to produce enough road cars to satisfy homologation requirements, thus offering buyers a direct link to the cars they saw pounding around the racetracks. Nissan Australia subsequently imported a batch of 100 road-going GT-Rs to be sold at selected dealers. It was no surprise that those with race connections such as Garry Rogers in Melbourne and Alf Barbagallo in Perth were high on the allocation list.

The Australian-delivery vehicles arrived in mid-1991 and were available in only three metallic colours- Red Pearl, Black Pearl and Jet Silver.  Australian-delivered (AUDM) cars differed in a number of details from their Japanese (JDM) counterparts, mostly to fulfil compliance requirements. AUDM GT-Rs had orange side indicators and revering lights between the taillights rather than in the bumper. The radio antenna was also mounted above the front windscreen.

Mechanically the hardware was similar, the GT-R a feast of technology. Powered by a 2568cc inline six with individual throttles, double overhead camshafts and two Garrett turbochargers, it officially produced the Japanese mandated 206kW at 6800rpm along with 355Nm torque at 4400rpm. Given the car’s mid-13 second 0-400m performance, one has to conclude there was somewhat more power hiding underneath.

The accompanying hardware pushed the GT-R into acronym overdrive. A five-speed manual gearbox transmitted power to the ATTESSA ET-S all-wheel-drive system, while power assisted rack and pinion steering was enhanced with Super HICAS, a four-wheel steering system.

ATTESSA took inspiration from the Porsche 959’s PSK system, offering a set up that was essentially rear drive until slip was detected. A microprocessor monitored wheel movements 100 times per second, electronically re-distributing torque via a multi-plate hydraulic clutch. Up to 50 per cent of torque could be sent to the front wheels.

Augmenting the all-wheel drive was the Super HICAS, which allowed up to one degree of rear steer to be deployed, initially in reverse phase to assist turn-in before converting to steering in parallel with the fronts, theoretically increasing stability.

Priced at $107,000 the GT-Rs were far cheaper than the performance equivalent 964-model 911 or Honda NSX - but punishingly expensive for a Datsun! The reality was Nissan struggled to move them off dealership floors - even after several were used effectively by race teams. The prevailing sentiment at the time was one of badge snobbery.


HISTORY REPEATS

Fast-forward to 2009 and the launch of the R35 GT-R to the Australian market. Though the nameplate adorned Skylines subsequent to the R32, Australia never officially received them. And the latest car had dropped the Skyline badge altogether: Nissan wanting GT-R to stand as a model in its own right. 

R35’s weapon-like spec sheet is worthy of the GT-R name, but this is no homologation special; it’s optimised for the road even if its outputs are pure racecar.

Under its Manga-inspired hypercar bonnet, the R35 sports a 3.8-litre V6 with twin IHI turbos and in 2011 specification produces 390kW at 6400rpm along with 612Nm – with peak torque spread over 3200-6000rpm. Modernised ATTESSA E-TS is complemented by VDC-R (Nissan’s stability and traction control system) but arguably the new car's biggest party piece is the six-speed dual-clutch transmission which allows seamless shifting by pre-engaging the next gear.

Merely approaching the $168,800 R35 stamps TECHNOLOGY (keyword of the day) into your forehead. To avoid embarrassment one has to remember it is keyless entry, started via a console-mounted button. Once seated comfortably, there is a screen before you that juggles masses of information from sat-nav to cornering g-force (how you have time to look at that when pressing on is anyone’s guess).

But it's the three toggles set at the foot of the centre stack and forward of the gearshifter that are the most intriguing. From left to right, they control shift-speed, damper stiffness and stability intervention.

Taking off in auto-mode there is a little creep as drive is taken up. Underway the GT-R sounds industrial like an automatic bus working its way to sixth gear on light throttle, changing up at 1200rpm in the interests of economy.

Then flick into manual mode, squeeze the throttle beyond 2500rpm and the R35 is released like a fired artillery shell. It makes a mockery of its 1730kg kerb weight and is capable of achieving 0-100km/h times in the 3sec range and high-10 second 0-400m times.

The ride is firm even in the softest setting, with 20-inch wheels accompanied by run-flat tyres contributing to that, but the mass is kept nicely in check. Its steering is more incisive than the car’s weight, size and all-wheel-drive system would indicate, while grip levels are far beyond what could be approached on the road.

Braking, as expected with massive Brembo six-pots, is phenomenal with none of the over-servoed, artificial feel you regularly get in performance vehicles.

In essence the R35’s spirit is pure GT-R, amplified for the 21st century. Every figure is bigger or better, and it delivers thrills akin to the best exotics at a fraction of the cost.

Long may that tradition continue; it’s everyman’s supercar.

For full photo gallery of 20 years of Nissan GT-R at motoring.com.au



words by Adam Davis
photos by Brendon Freeman

 Powered By Motoring.com.au Published : Tuesday, 25 October 2011
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