The Nissan Skyline is an intermediate-size automobile range sold in Japan and other countries. It is available in either coupe or sedan body styles, and the current model is sold in North America, South Korea, Taiwan, and the Middle East as the Infiniti G35. ALSI-1 The first Skyline was introduced in 1952, under the Prince marque, and was marketed as a luxury car. It featured a 1.5 L (1482 cc) GA-4 engine producing 60 hp (44 kW). It used a de Dion tube rear suspension and was capable of 87 mph (140 km/h). The car weighed around 1,300 kg. Prince Skylines were produced as four door sedans and five door station wagons. The Skyline also spawned pickup truck and van lines called the "Prince Skyway." ALSI-2 http://turbo-k-web.hp.infoseek.co.jp/skyline.htm The Skyline was updated with quad headlights for 1957. This model was powered by the same 1.5L engine and was produced through 1961.
S50 or BLSID S50 or BLSID In 1961 Fuji Precision Industries changed its name to Prince after the 1954 merger, and the S50 series was launched. 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 1,862 cm³ engine was also available, delivering 91 hp. In 1962, this model was restyled as the S21S series. The S50 was further developed with new styling for 1963, and was sold in some markets with an A150 designation. In 1966, Nissan and Prince merged and the S50 also appeared with Nissan Skyline badging. This model lasted in production through 1967. BLRA-3 The Skyline Sport featured hand-built Michelotti bodies in stylish coupe and convertible versions. These cars used the 1.9 L (1862 cc) GB-30 engine, producing 83 hp (61 kW). Only a few were built. S54 Prince 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 engine compartment needed modification to fit that long engine. 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 their 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, 106 hp (78 kW) S54B - 1988 cc G-7 triple-carb I6, 127 hp (94 kW) The B model featured three Weber 40DCOE-18 carburetors, a limited slip differential, 5-speed manual transmission, and power brakes. Both the B and A used front disc brakes with dual pistons. 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 C10 series The C10 Series The C10 series of 1968, probably developed by Prince, got Nissan badging. There was no Prince equivalent on the market. It used 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 got a longer front end to accommodate a 2.0 L (1998 cc) L20 I6 engine. 105 hp (78 kW) was available from this new engine. GT-R The first GT-R Skyline appeared in February 1969. Called the PGC-10 (KPGC-10 for later coupe' version) internally and as the Hakosuka among fans, it used the 2.0 L (1998 cc) S20 I6. This new engine produced 160 hp (119 kW), 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 coupe version was introduced in March of 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and the cars performed well at the track. The sedan racked up 33 victories in less than two years, and the coupe stretched this to 50 through 1972. This GT-R (the KPGC-10) is said to have been a rival of Mazda's third rotary engine machine, the RX-3, and it is said that the two cars performed a desperate struggle for victory at the circuits. This car 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 counter understeer on their GT-Rs. One such driver who was known for this was the Drift King Keiichi Tsuchiya.
C110 series The C110 generation was produced from 1972 through 1977. There were four versions of the car: 1600GT - 1.6 L G16 I4 1800GT - 1.8 L G18 I4 2000GT-X - 2.0 L L20 I6, 130 hp (96 kW) 2000GT-R - 2.0 L S20 I6, 160 hp (118 kW) 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 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. The C110 Skyline series were better known as the "Ken & Mary" or "Kenmeri" 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 with their Skyline. The ads were highly successful and perhaps as a result the C110 was a sold in very large numbers in Japan. It sold equally as well in Australia, though few survive today. In Australia the 240K was priced at about the same as a Ford Falcon GT or BMW 5 series. GT-R The Nissan Skyline GT-R hardtop arrived in September 1972 but only lasted until March 1973, when Nissan ceased production. The oil crisis saw many people preferring economy cars and high-performance sports cars were looked down upon. Also because of the oil crisis Nissan pulled out of Motor Racing and as such there was no purpose of 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. It was also rumoured that this model (KPGC110) was only produced by Nissan to get rid of the left over engines from the KPGC10 GT-R's, though this is highly unlikely as the car was significantly different than the standard C110 models, with a lot of development put into it.
C210 Series The line continued pretty much unchanged until August 1977, when the 5th series C210 line up took over. The lowest level C110 Skyline had been phased out in October 1975, so the C210 line only had 4 levels instead of the 5. 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 stylng 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. It was not until the R32 powered with the RB20DET arrived that a factory blowoff valve and intercooler were fitted. Models: 1600TI - 1.6 L L16 I6 1800TI - 1.8 L L18 I6 2000GT - 2.0 L L20 I6, 130 hp (96 kW) 2000GT-EX - 2.0 L L20ET turbo I6, 140 hp (103 kW)
the R30 Series The names were brought into line with the home U.S. and Japanese markets with the launch of the FJR30 series in 1981, which was built on a C31 Laurel platform. The FJR30 was available as a four door sedans, a two door coupe, a 2800 cc diesel (4 door sedan only), a four door hatchback version and a 4 door wagon version. The wagon version was the ugly ducking of the range with different lights and no turbo or six cylinder versions available, it more closely resembled a Nissan Sunny than Skyline. In all, there were 26 variations. 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 Skylines' design. The 2 door version had pillarless doors and the unusual feature of electric roll-down quarter windows for the rear seat passengers. The 4 door had traditional framed door windows. Models: 1800TI - 1.8 L Z18 SOHC I4, 105 hp (77 kW) 2000GT/EX - 2.0 L L20E SOHC I6 2800GT - 2.8 L L28E SOHC I6 2000GT-EX - 2.0 L L20ET turbo I6, 140 hp (103 kW) RS - 2.0 L FJ20E DOHC I4, 150 hp (110 kW) RS-X - 2.0 L FJ20ET DOHC turbo I4, 190 to 205 hp (140 to 151 kW) 2000GT-ES Paul Newman Version - 2.0 L L20ET turbo I6, 140 hp (103 kW) KHR30 = Coupe HR30 = Sedan The 1983 R30 version now sported four wheel disc brakes as standard (optional until this time) and various engines, the best models being the twin cam 4 cylinder turbo FJ20 or the single cam 6 cylinder turbo LT20ET. Although making about the same power, the FJ-engined version was more of a racer without as many heavy extras on the car (electric windows, air conditioning, etc). Some of the top spec GT-ES models featured adjustable suspension dampers that could be adjusted while driving, this was a first for mass produced JDM vehicles. Nissan Glorias and Laurels also used the LT series engines as well as some diesel (Laurel only) variants. In Japan there are still dedicated "one make" drag racing for the FJ20 powered FJR30 Skylines.
R31 Series The HR31 Skyline of 1986 was a natural evolution on the HR30 shape and featured RB-series straight-6 engines, which would go on to make this car a legend with drivers all over the world. The design was slightly larger and squarer than previous Skylines. The R31 Skyline was also produced in Australia, with a 3.0 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. The R31 Skyline introduced many new technologies and features that were improved upon in later models. The HR31 was the first Skyline to be equipped with the new RB-series of engines. This RB series motor is usually referred to as a "red top" RB engine due to its cam covers being red. This series of RB engines used the "NICS" (nissan induction control system) injection system. Also new to the lineup was the Diesel-powered variants, using Nissan's RD28, a 2.8 straight-6 engine. 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. "ECCS" (electronic combustion control system) was introduced to the RB series motors in the RB30E, having already been used on the L20ET. Models: 'Japan' 1800I - 1.8 L CA18(i) SOHC I4, 100 hp (75 kW) Passage GT - 2.0 L RB20DE DOHC I6 Passage GT - 2.0 L RB20DET DOHC turbo I6, 180 hp (132 kW) GTS - 2.0 L RB20DET DOHC turbo I6, 180 hp (132 kW) GTS-X - 2.0 L RB20DET DOHC turbo I6, 190 hp (140 kW) GTS-R - 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW) 'Australia' Pintara - 2.0 L CA20E I4, 102 hp (76 kW) GX, Executive, GXE, Silhouette, Ti - 3.0 L RB30E SOHC I6, 155 hp (114 kW) GTS1 - 3.0 L RB30E SOHC I6, 176 hp (130 kW) GTS2 - 3.0 L RB30E SOHC I6, 190 hp (140 kW) 'South Africa' 2.0GL, 2.0GLE - 2.0 L CA20S I4, 106 hp (78 kW) 2.0SGLi - 2.0 L RB20E SOHC I6, 115 hp (85 kW) 3.0SGLi - 3.0 L RB30E SOHC I6, 171 hp (126 kW)
R32 series The BNR32 Skyline debuted in May 1989, beginning the revitalization of the model. This series was available as either a hardtop 2-door or 4-door sedan/saloon. It would feature several potent versions of the RB-series straight-6 engines which had improved heads over the previous version and used the "ECCS" (electronic combustion control system) injection system. Also available were an 1800 cc 4 cylinder GXi model. HICAS four wheel steering was available on most models, 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 transmssions were 4 speed. 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) GTS Type-X, S, J - 2.0 L RB20DE I6 155 hp (115 kW) (most common) GTS-25 Type-X, S, XG - 2.5 L RB25DE DOHC I6, 180 hp (132 kW) GTS-t Type-M - 2.0 L RB20DET turbo I6, 212 hp (156 kW) GTS-4 - 2.0 L RB20DET turbo I6, 212 hp (156 kW) 4WD GT-R - 2.6 L RB26DETT twin-turbo I6, 280 hp (206 kW) 4WD also NISMO, VSPEC and VSPECII 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 Also new was a Twin-Turbo Skyline GT-R model with ceramic turbochargers, all-wheel steering, all wheel drive, and 280 hp (208 kW) at 6800 rpm. In reality, the RB26DETT engine produced more power than this (~320 hp), but it was not stated as there was a "gentleman's agreement" between the major Japanese car makers not to produce production vehicles exceeding 206 kW (276 hp). Nissan engineers later confirmed that the car was designed for ~400 hp, 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. This was also the first model since 1973 to have the GT-R badge. The GT-R had Super HICAS which was a more advanced four wheel system using electric actuators and a computer to control the system. The GT-R also had a larger intercooler, larger brakes, and aluminum front wheel arches and bonnet. Apart from wearing the GT-R badge, other distinguishing features include wider front and rear wheel arches (also applies for the R33 and R34 GT-R models) and a small grille under the flat bonnet. Inside was much the same as other models except that race seats were fitted, and the turbo boost gauge and digital clock were removed from inside the instrument cluster. The clock was relocated to the left of the steering wheel into the instrument surround. Inside the instrument cluster the clock was replaced with a torque meter that indicated how much torque was being dellivered to the front wheels (0%-50%), beneath the climate control 3 auxiliary gauges were also fitted, oil temp, voltage and turbo boost. This model soon earned the name Godzilla, for its impressive performance on the track. It set the production car lap record for the Nordschleife with an official time of 8'22"38, [1] and faster unofficial times. The R32 GT-R dominated JTCC, winning an unprecedented 29 races from 29 starts, taking the series title every year from 1989-1993. [2] 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 Holden and Ford V8 saloons, winning in 1991 & 1992. However, the GT-R's impressive successes sounded the death knell of Group A Touring Car racing; with the formula being scrapped soon after.
R33 Series After the R32 ceased production, 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 manual transmissions on the 2.5 litre models were 5 speed, all 2 litre and turbo 2.5 litre automatic models were equipped with a 4 speed transmission. Some models came equipped with a new version of the HICAS 4-wheel steering system called Super HICAS. This computer-controlled four wheel steering system was previously featured on the R32. It moved the rear wheels via a small electric motor situated on the rear differential instead of being a hydraulic type 4ws unit such as on the R32. 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. The RB25DE and RB25DET engines also became equipped with NVCS(Nissan Variable Cam System) on the inlet cam. This should not be confused with VTEC-type cam timing, as NVCS only adjusts the rotation of the cam and does not alter the lift or duration of the valves. NVCS engines can be identified from non-NVCS RB engines by the cam gear cover— the NVCS RB has a bulge on the cam gear cover, at the end of the inlet cam. To celebrate their 40th anniversary, Nissan introduced a very rare 4 door GT-R. Two versions of the 4-door GT-R were avaiable from Nissan's subsidiaries: the first was produced by Autech, and the second was a joint Autech/Nismo project. A wagon based on the R33 platform 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 releasd with full GT-R running gear, the RB26DETT engine, body kit, 17" BBS style alloys, GT-R instrumentation, and manual transmission. [3] R33 models: HR33 GTS - 2.0 L RB20E SOHC I6, 130 PS (96 kW) ER33 GTS25 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW) ENR33 GTS-4 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW) 4WD ECR33 GTS25T - 2.5 L RB25DET DOHC turbo I6, 255 PS (188 kW) BCNR33 GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) (advertised as 280 PS) 4WD GT-R LM - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) 4WD 400R - 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW) 4WD 1995 The R33 Skyline (Series 2) continued the concepts introduced in the R32, and furthered them. Drivers airbags became standard in 1995 as they had been only an option up until this time, passenger side airbags remained an option. The ignition system was also changed, with the ignition module no longer located on the cam covers and was instead replaced by improved ignition coils and ECU. The 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. The R33 ceased production in March 1998 with the 40th Anniversary R33 SII. 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). 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). The R33 GT-R set the production car lap record for the Nordschleife with an official time of 8'01"86,[1] and several sub eight minute unofficial times. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.
R34 Series In May 1998 the HR/ER/ENR34 addressed many of the concerns over the change from the R32 to the R33, with focused emphasis on sportiness. The RB20e engine was discontinuted in the R34 base model (GT) and the RB20DE reintroduced after last being used in the R32 Skyline. The R34 GT powered by the RB20de and 5 speed gearbox becomes the most fuel efficient straight six Skyline to date of any shape. The 5 speed automatic transmission available on some models in the previous 2 shapes was discontinued. In its place Nissan produced a 4 speed tip-tronic transmission for all of the automatic versions. Models: R34GT - 2.0 L RB20DE I6, 140 hp (103 kW) 25GT-V - 2.5 L RB25DE I6, 193 hp (142 kW) 25GT/25GT-X - 2.5 L RB25DE I6, 193 hp (142 kW) 25GT-t - 2.5 L RB25DET turbo I6, 280 hp (206 kW) GT-R In 1999, a revised chassis and incremental updates to the GT-R model proved once and for all that the R34 was one of the fastest all-around cars in the world. Yet again the R34 GT-R set the production car lap record for the Nordschleife with a time of 7'52", the last time the GT-R was to hold this record. It has held many track records and won many JGTC championships. The R34 GT-R used the stronger R33 N1 block casting on all models, and the stock R34 turbos were almost identical to the steel turbine R33 N1 turbo, but with a ball bearing core. The head casting and the camshafts were significantly revised, and incompatible with earlier RB26DETTs. The dump pipe and intercooler were also improved. Models: GT-R V-Spec GT-R V-Spec II GT-R V-Spec N1 GT-R M-Spec GT-R V-Spec II Nür GT-R M-Spec Nür GT-R Z-tune GT-R - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW) (advertised as 280 PS)
V35 Series The 11th generation (V35) Nissan Skyline is based on Nissan's new FM platform, which is shared with the 350Z. Sporting the ubiquitous (and esteemed) VQ35DE engine, the Nissan Skyline uses a front-midship engine, rear-wheel drive layout (all-wheel drive is available for the sedan) to achieve a 52%/48% weight distribution. The V35 also marks the first generation Skyline made for export to the United States. There it is sold under the company's luxury brand, Infiniti, as the Infiniti G35. The V35 marks a major turning point for the Skyline. There is no straight 6, no turbo variant, and no GT-R variant. It has lost the sporting prowess of the earlier Skylines. Nissan put a more highly tuned VQ35DE in the 350Z, and while much of the platform is shared between the Skyline & the 350Z, the 350Z has additional bracing and refinement that the Skyline lacks. Tuners have studiously ignored the V35 Skyline, the 2006 Tsukuba Super Lap Battle had not a single V35 entrant. Tuners such as Mines, Hosaka, Garage Defend, M Speed, Nagisa, MCR, HKS, & Top Secret continue developing R32-R34 GT-Rs. Top Secret did tune a V35, but they replaced the VQ35DE with an RB26DETT
Im still learning... My basic goal is to Provide as much Info to Each section as I can so when I see a section with Low Post/Treads I do a Lil` Research on the Topic on the Internet and Share with everyone here, As I Study the Topic (Skyline) I learn alot sometime I Remember what I forgot a Long time ago, Its Fun For me to Search and Dig for facts because Im still Learning... :rocks:
Wow! They should make a segment about this on TV or something. Impressive history. I enjoyed reading it. Its hard to look at that first pic and even imagine what that car turned into. Who would have imagined?
WOW! I learned some new facts about the history of the SKyline! Love the 34s more than any other version though. This may make no sense, but I would love a Skyline and a G35, but not a Skyline that is a G35! It is just one of those quirky things that sounds confusing to some people. I would take an R34 over just about anything else though!
And then the R35 The Nissan GT-R is a sports car expected to be released internationally by the end of 2007 as a 2008 model. The prototype which the car is based upon was unveiled at the 2005 Tokyo Motor Show, as the GT-R Proto. The Nissan GT-R has heritage in the Nissan Skyline GT-R range, but is a radical departure from the traditional GT-R formula. It will be separated from the "Skyline" nameplate and for the first time the car will not share a common body style with the sedan range. The evolutionary, incremental changes between Skyline models R32 through R34 have been done away with, with much more aggressive styling displayed on the concept model (see below). Underneath the body Nissan will also do away with the traditional straight-6 engine, and is instead utilizing a twin-turbocharged V6 from the Nissan VQ family of engines, the VQ37HRDETT producing between 420 and 450hp at around 7000rpm The GT-R will go up against the Porsche 911 Turbo, Chevrolet Corvette, Dodge Viper and other high-end sports cars, and will slot well above the 350Z in the lineup. There has been proof of registered trademarks for the next GT-R in Japan, Australia, Europe, and Canada as well as the U.S. (the car will be sold in both right- and left-hand drive versions). It will have to overcome many new, stringent emissions laws in Japan. Early speculation of Nissan using the Infiniti name in North America for the GT-R turned out not to be true. At the official unveiling, Nissan stated that it will be a "world car", sold in all nations in similar incarnations. During the 2006 New York Auto Show, Nissan Motor's President Carlos Ghosn announced that the GT-R will be sold in North America as a Nissan model, and not under the Infiniti brand as previously rumored. It was initially speculated that the North American market would receive a V8 instead of the long speculated twin-turbocharged V6 (rumors of the birth of the VK45DETT). It has long been known that Cosworth has been contracted out to do engine development, which suggests the new motor will be just as durable and strong as the RB series it will be replacing. The drivetrain configuration will most likely remain All Wheel Drive, in keeping with the GT-R's longtime theme of using advanced technologies. Additionally, Lotus has been contracted out to assist with suspension and handling development of the GT-R. Recent spy footage hints at an automatic or sequential manual transmission. At the 2005 Tokyo Motor Show, Nissan unveiled a GT-R Proto concept car (pictured right), and they have stated that the production GT-R will be 80-90% based on the concept. At the same time they also revealed the near-final design on GTRProto.com, but the material was subsequently removed and as of now the page only harbors the "GT-R logo" image. The GT-R Proto was actually the second concept version of the next generation GT-R, as an earlier GT-R Concept was shown at the Tokyo Motor Show in 2001. Test mules wearing bodywork that is highly similar to the GT-R Proto have been subsequently spotted on the Nürburgring, more often than not followed by a 2006 Porsche 911 Turbo that has been speculated as being used by Nissan as a benchmark car. Both the test mules and the 911 Turbo have also been spotted parked in Nissan's test facility. Sources have expressed that the car is capable of lapping the Nürburgring in the 7 minute range[1] [1] Recently, the GT-R has been seen undergoing road testing around the southwest United States. With sightings in New Mexico[2] and California. As was the case in the Nurburgring, the car was followed by a 911 Turbo. Recently, the car has been sighted doing laps at Sears Point Raceway and Laguna Seca. At Laguna Seca, unofficial timing by put the GT-R's lap down to 1 minute 39.62 seconds a few tenths of a second down from the 911 Turbo following it which was timed by 1 minute 39.89 seconds[3] The production version of the GT-R is set to debut at the Tokyo Motor Show in 2007, with its launch in the Japanese market scheduled for Fall 2007. The U.S. launch will follow in Spring 2008.
