The Nissan Skyline GT-R R32/R33/R34 Story

The Return of a Legend

The GT-R nameplate had been dormant since 1973, when the Kenmeri GT-R (KPGC110) was discontinued after just 197 units. For sixteen years, the Skyline continued as a range of competent but unremarkable sedans and coupes. The GT-R name gathered dust while Nissan focused on volume sales and fuel economy. By the mid-1980s, many assumed the GT-R was dead.

They were wrong.

In 1985, Nissan initiated a project to create the ultimate road-going performance car. The brief was uncompromising: beat the Porsche 944 Turbo around the Nurburgring. That was the benchmark, a specific car, a specific circuit, a specific lap time. Everything about the new GT-R was engineered backward from that target.

The result, unveiled in 1989, was not just a car that beat the 944 Turbo. It was a car that redefined what a Japanese manufacturer could achieve. The R32 Nissan Skyline GT-R was a technological statement: twin-turbocharged, all-wheel drive, four-wheel steering, and packed with electronic systems that were a decade ahead of the competition. The European sports car establishment had been put on notice.

The RB26DETT

Every GT-R discussion starts with the engine, because the RB26DETT is the heart and soul of the car.

The RB26DETT is a 2.568-litre twin-turbocharged inline-six with a cast iron block and aluminium alloy head. The displacement, 2,568 cc, an unusual figure, was chosen specifically for Group A racing regulations, which placed turbocharged engines in the 2.5-4.0 litre class when a 1.7x equivalence factor was applied (2,568 x 1.7 = 4,365 cc, just inside the 4.5-litre limit).

The engine uses six individual throttle bodies, one per cylinder, which is a design feature normally seen on racing engines and exotic supercars. The individual throttle bodies provide instant throttle response that a single throttle body cannot match. They also give the RB26 its distinctive intake howl, one of the most recognisable sounds in the automotive world.

Twin Garrett T28 ball-bearing turbochargers, one per three cylinders, provide the forced induction. The factory boost was set at approximately 0.55-0.7 bar, producing a claimed 206 kW (276 hp). In reality, the engine produced closer to 220-240 kW, Nissan deliberately understated the output to comply with the Japanese manufacturers’ gentleman’s agreement that capped advertised power at 276 hp (280 PS).

The RB26’s true genius is its over-engineering. The block uses a full-skirt design with significant material in the main bearing webs. The crankshaft is a fully counterweighted, forged steel unit. The connecting rods are forged steel. The head uses a dual overhead camshaft design with solid lifters and an efficient combustion chamber. This is not an engine that was designed to make 206 kW, it was designed to make far more and then detuned for road use. This latent strength is why the RB26 has become one of the most popular engines in the world for high-power builds, with 600-1,000+ kW setups routinely documented.

R32 GT-R (1989-1994), Godzilla

The Car

The R32 GT-R was based on the R32 Skyline GTS-t coupe platform but with significant modifications. The wider body, flared guards, specific front and rear bumpers, and the signature quad round taillights distinguished the GT-R from lesser Skylines.

The chassis was stiffened with additional bracing. The suspension was a multi-link design at all four corners, front double wishbone, rear multi-link, providing exceptional geometry control for a road car of the era. The steering was rack-and-pinion with Super-HICAS providing rear-wheel steering above certain speeds.

At 1,430 kg kerb weight, the R32 was the lightest of the three GT-R generations. This weight advantage is noticeable on the road, the R32 feels more agile and responsive than the heavier R33 and R34.

ATTESA E-TS

The ATTESA E-TS (Advanced Total Traction Engineering System for All, Electronic Torque Split) is the GT-R’s party trick. Unlike conventional all-wheel-drive systems that distribute power via a centre differential, ATTESA uses an electronically controlled multi-plate clutch in the transfer case to send power to the front wheels only when the rear wheels lose traction.

In normal driving, the R32 GT-R is essentially rear-wheel drive. When the rear wheels slip, detected by wheel speed sensors and the yaw G-sensor under the centre console, the ATTESA system engages the front wheels progressively, up to a 50/50 front-to-rear split. The transition is seamless, and the driver rarely notices it unless they are pushing the car hard.

This approach gives the GT-R the agility and steering feel of a rear-drive car in normal conditions, with the traction and stability of all-wheel drive when needed. It was brilliant in 1989 and it remains impressive today.

Group A Dominance

The R32 GT-R was built to go racing, and race it did.

In Japan, the R32 GT-R entered the Japanese Touring Car Championship (JTCC) in Group A specification and won every single race it entered. Not most races, every race. From 1990 to 1993, the GT-R was undefeated in the JTCC. This record of total dominance earned the car its nickname: “Godzilla.”

The racing GT-Rs ran highly developed versions of the RB26DETT, producing over 400 kW in Group A trim. The ATTESA system was refined for competition use, and the teams developed a deep understanding of the car’s dynamics that fed back into the production versions.

Bathurst, The Australian Chapter

The GT-R’s most famous chapter in Australian motorsport was written at Bathurst. In 1990, Gibson Motorsport entered an R32 GT-R in the Bathurst 1000 (then the Tooheys 1000), driven by Jim Richards and Mark Skaife. The car qualified on pole and led the race convincingly before retiring with driveline failure.

In 1991, Richards and Skaife returned with a refined car and dominated the race, winning by six laps, an astonishing margin. The victory was controversial: the GT-R’s technology (all-wheel drive, twin turbo, electronically controlled systems) was seen by some as unfair against the V8 Commodores and Falcons that traditionally contested the event. The booing of Richards on the podium, and his now-legendary response calling the crowd “a pack of arseholes”, became one of Australian motorsport’s defining moments.

The GT-R won again in 1992, with Richards and Skaife repeating their dominance. After the 1992 season, the regulations were changed to effectively exclude the GT-R, and Group A racing in Australia was replaced by the V8-only regulations that became V8 Supercars.

The Bathurst victories cemented the GT-R’s reputation in Australia. It was feared, respected, and, for fans of the V8 establishment, deeply resented. Thirty-plus years later, the R32 GT-R remains one of the most significant cars in Australian racing history.

R33 GT-R (1995-1998), The Refined Godzilla

Evolution, Not Revolution

The R33 GT-R, launched in January 1995, was an evolution of the R32 formula rather than a clean-sheet redesign. The same RB26DETT engine, the same ATTESA E-TS system, and the same basic philosophy, but everything was refined.

The R33 was larger and heavier than the R32, approximately 1,540 kg kerb weight versus the R32’s 1,430 kg. The longer wheelbase (2,720 mm versus 2,615 mm) improved straight-line stability but reduced the darting agility that characterised the R32.

The suspension geometry was revised, with improved kinematics that gave the R33 better mid-corner stability than the R32. The front suspension used revised wishbone geometry, and the rear multi-link received stiffer bushings and revised mounting points. The brakes were upgraded to larger discs with improved calipers.

Inside, the R33 was noticeably more comfortable than the R32. Better sound insulation, improved seats, and a more ergonomic dashboard made the R33 a better long-distance car. Nissan was moving the GT-R slightly upmarket, not enough to lose the performance focus, but enough to make it a more liveable machine.

The Nurburgring Record

The R33 GT-R’s most famous achievement was its Nurburgring Nordschleife lap time. In 1995, a virtually standard R33 GT-R V-Spec lapped the Nordschleife in 7 minutes 59 seconds, the first production car to break the 8-minute barrier.

This lap time was achieved by Nissan’s test driver Hiroyoshi Kato during the car’s development program. The record was verified by Nissan and became a cornerstone of the R33’s marketing. It silenced critics who claimed the R33 was too heavy and too soft, the lap time proved that the R33 was, by any objective measure, faster than the R32 around a circuit.

V-Spec

The V-Spec (Victory Specification) added: ATTESA E-TS Pro (with an active rear limited-slip differential controlled by the ATTESA ECU), larger Brembo brakes, stiffer suspension, and 17-inch RAYS Volk Racing TE37 wheels. The V-Spec is the enthusiast’s R33 and commands a consistent premium over the standard car.

R34 GT-R (1999-2002), The Icon

The Ultimate Expression

The R34 GT-R, launched in January 1999, is the car that sits on bedroom walls. It is the most recognisable Japanese performance car of its era, and its cultural significance, amplified by Gran Turismo, Initial D, and the Fast and Furious franchise, has made it one of the most desirable cars in the world.

The R34 was shorter than the R33 (despite sharing a similar platform), with a more aggressive, angular design that contrasted sharply with the R33’s softer lines. The wider body, aggressive front bumper, and the signature rear spoiler gave the R34 an unmistakable presence.

Multi-Function Display

The R34 introduced the MFD (Multi-Function Display), a 5.8-inch LCD screen in the centre console that displayed turbo boost pressure, oil and water temperature, throttle position, G-force readings, and intercooler temperature in real time. The MFD was ahead of its time and became one of the R34’s most distinctive features. It gave the driver direct access to the car’s vital signs, information that would have been spread across multiple aftermarket gauges in an R32 or R33.

Technical Refinements

The R34’s RB26DETT received revised turbochargers (still T28 ceramic-wheeled in standard form), improved intake and exhaust manifolds, and an updated ECU with more sophisticated engine management. The ATTESA E-TS was further refined, and the HICAS system was changed from hydraulic to electric, eliminating the leak-prone hydraulic circuit.

The R34’s suspension was revised with improved geometry and stiffer settings. The brakes were upgraded to Brembo 4-pot calipers with 324 mm discs at the front. The overall package was the most polished and capable GT-R to date.

Special Editions

The R34 spawned the most desirable GT-R variants:

• V-Spec: ATTESA E-TS Pro, Brembo brakes, carbon fibre rear diffuser, stiffer suspension. The driver’s choice.
• V-Spec II: Added carbon fibre bonnet and revised brake cooling. Lightweight and aggressive.
• M-Spec: Softer springs, Ripple Control dampers, leather Recaro seats. The grand touring GT-R.
• Nur (Nurburgring Edition): Built in 2002 as a final run. The Nur received the N1-specification RB26DETT engine (a hand-balanced, higher-output version), gold-coloured Brembo calipers, and special badging. Only 718 V-Spec II Nurs and 285 M-Spec Nurs were built. These are among the most valuable GT-Rs in existence.
• Z-Tune: Not a factory model but a Nismo-built programme that took R34 GT-Rs and fitted completely rebuilt, hand-assembled RB26DETT engines producing 368 kW. Only 19 Z-Tunes were built. They are effectively priceless.

Cultural Impact

The JDM Phenomenon

The R32, R33, and R34 GT-R sit at the centre of the JDM (Japanese Domestic Market) performance car culture that exploded globally in the 1990s and 2000s. The GT-R was the flagship, the car that demonstrated what Japanese engineering could achieve when performance was the sole objective.

The GT-R’s technological approach, using electronics and all-wheel drive to achieve grip and speed rather than relying on raw power and driver skill, was controversial at the time. European and American enthusiasts raised on rear-drive, normally aspirated sports cars viewed the GT-R’s electronic wizardry as “cheating.” The GT-R’s response was simple: it beat them all on the track, and it did it reliably.

Video Games and Media

The GT-R’s cultural reach extended far beyond the car community. Gran Turismo (1997) made the R33 GT-R available to millions of players worldwide. Initial D featured the R32 GT-R as a formidable opponent on the mountain passes. The Fast and Furious franchise (2001 onwards) made the R34 GT-R a global icon, with Paul Walker’s blue BNR34 becoming one of cinema’s most recognisable cars.

This media exposure drove demand from a generation that grew up with the GT-R on screen before they could drive. As that generation reached adulthood with disposable income, the market responded. The R34 GT-R’s astronomical prices are, in part, a cultural phenomenon driven by nostalgia and media exposure.

Australian GT-R Culture

Australia’s relationship with the GT-R is unique. The Bathurst victories made the R32 a household name in a country where motorsport is mainstream culture. The grey import pipeline from Japan, established in the 1990s, brought thousands of Skylines (both GT-R and non-GT-R variants) to Australian roads. The R33 GTS-t and R34 GT-t became affordable performance cars for younger enthusiasts, while the GT-R sat at the top of the Skyline hierarchy as the aspirational pinnacle.

Australian workshops developed world-leading expertise in RB26 engine building, ATTESA system tuning, and GT-R preparation. Names like Full Race Technology, Garage D, and Croydon Racing Developments are respected globally for their GT-R work. The Australian GT-R community remains one of the largest and most knowledgeable outside Japan.

The End of an Era

The R34 GT-R’s production ended in August 2002. Its replacement, the R35 GT-R (2007), was a completely different car, larger, heavier, powered by a V6 rather than an inline-six, and sold as a Nissan GT-R rather than a Skyline GT-R. The R35 is an outstanding performance car by any measure, but it lacks the character and the cultural connection of the RB26-powered cars.

The R32, R33, and R34 represent the final chapter of the RB26DETT story. They are cars from an era when Japanese manufacturers competed for supremacy with engineering ambition rather than marketing budgets. The GT-R was the pinnacle of that competition, and its legacy, in motorsport, in culture, and in the hearts of enthusiasts, is permanent.

Timeline

Year	Event
1989	R32 GT-R launched. RB26DETT, ATTESA E-TS, Super-HICAS
1990	R32 GT-R enters JTCC, wins every race. Bathurst debut (retired)
1991	Richards/Skaife win Bathurst 1000 in R32 GT-R
1992	Richards/Skaife win Bathurst 1000 again. Regulations subsequently changed
1993	R32 GT-R V-Spec released. Active rear LSD, Brembo brakes
1994	R32 GT-R production ends. 43,934 total R32 GT-Rs built
1995	R33 GT-R launched. Sets sub-8-minute Nurburgring Nordschleife lap
1996	R33 GT-R V-Spec released
1997	R33 GT-R LM Limited launched (enhanced aero and cooling)
1998	R33 GT-R production ends. 16,668 total R33 GT-Rs built
1999	R34 GT-R launched. MFD, electronic HICAS, revised aero
2000	R34 GT-R V-Spec II released. Carbon fibre bonnet
2001	R34 GT-R M-Spec released. Grand touring specification
2002	R34 GT-R Nur (Nurburgring Edition) released as a final production run
2002	R34 GT-R production ends. 11,344 total R34 GT-Rs built
2005	Nismo Z-Tune programme begins. 19 cars built
2007	R35 GT-R launched. V6 twin-turbo, DCT. The Skyline GT-R era ends