Nissan Skyline GTR V Spec II 2001

There isn’t many people floating around the automotive world that dont know about Nissan’s infamous Skyline GTR, widely thought of as one of the best cars to have ever come out of Japan, if not the world.
It was in August, way back in 1989 that the first modern, RB26DETT-powered GTR rolled off the assembly line. The R32 was, for all intents and purposes, about to revolutionise the Japanese performance market, winning championships all over the world, even being banned from events like Bathurst because it was just too fast.
Now, fifteen years, 3 body shapes and countless variants later, the Skyline GTR is no longer in production, with the last body shape, the R34, long since sold out. Although the R34 is no longer being produced, it is still a favourite among many enthusiasts. Enthusiasts like Kiwi born, but English bred Fraser Simpson…
For all the praise the Godzilla has received, I was never really convinced, how could any car be that good at everything it does?
Until last Saturday that is, when myself and the other Ignition monkeys pulled into a quiet Wellington suburb to meet up with Fraser Simpson and his apparently very sexy R34 Skyline.
As we followed the directions and travelled down suburban street after suburban street, I noticed a staunch, muscular shape off in the distance. No, it wasn’t Ignition Mag’s recently buffed up Editor Ben Silcock, fresh from his latest Pilate’s workout, but Fraser’s 2001 Nissan Skyline GTR Vspec II.

Once we had dropped our fiery haired editor off at the bottom of the street so he could get a few more steps on his pedometer, or man-o-meter as he likes to call it, we pulled up next to the GTR and all my past thoughts on these cars were abolished in mere seconds.

This was the first time I had actually taken a good look at an R34 GTR, and believe me, I had plenty of time to get a feel for the aesthetics of the beast as it seems the Ginger Ninja hadn’t quite made it up the street yet, distracted by an unfortunate local tabby who had managed to get its head stuck in a jar of Peanut Butter…
Once he had wrestled the Jar from the poor creature’s head and realised that the greedy bugger had already eaten the contents, we had our editor back and were once again a full team pouring over every carbon fibre nook and lightweight cranny.

Although this was the very sexy looking Vspec II variant of the GTR when Fraser purchased it four years ago off the showroom floor, it seems it just wasn’t sexy enough. As such, Fraser went JDM crazy and fitted a set of Nismo side skirts, rear bumper and carbon fibre under-car diffuser kit along with a set of Mines vents for the front bumper.
With the standard wheels no longer doing the car justice, Fraser took the plunge and relieved himself of over six grand to score an incredibly sexy set of 19×9.5 inch Rays TE37 rims wrapped in Bridgestone S03 liquorice.
Helping to tuck these spinning works of art higher up into the guards, not to mention provide one of the most impressive cornering displays I have ever experienced, is a full Tein Flex electronically adjustable suspension kit with in cabin controller for tuning on the fly. Helping this high tech system is a set of Cusco adjustable suspension arms and Nismo R-Tune anti roll bars.
As you can probably tell by now, Fraser doesn’t like to do things half assed…

Bar the incredibly powerful American sourced Stoptech brakes, callipers and braided brake lines, this car is all about the Japanese Domestic Market.
Which brings us to the near orgasm inducing sight on offer under the standard carbon fibre bonnet of this Japanese muscle car. A JDM enthusiasts wet dream, Fraser’s GTR is awash with the highest quality branded parts, sourced mainly through friends in the UK, (read Abbey Motorsport) and installed here in New Zealand by the good people at Speedtech Motorsport.
Andre and the crew at STM began by installing an Apexi Super Suction kit with carbon airbox, mated to a pair of Nissan Z32 airflow meters, to get a nice gulp of cold air to the standard issue turbochargers.
Next, it was felt a cooler charge was needed and as such, the standard intercooler was biffed and replaced with an incredibly thick 700x300x150mm Trust unit and hard pipe connector kit.
The strangulated exhaust system was next to go, replaced by a full set of HKS stainless steel down pipes and HKS Super Dragger II stainless exhaust system.

With all these fruity new bits, it looked as though the standard computer was falling behind the mark. Fraser decided on an Apexi AVCR to control the increased boost levels, and an Apexi Power FC computer and accompanying hand controller to run the rest of the system. Which, while mark from Abbey Motorsport had it on the Dynapak dyno, was tuned for a conservative 300 kilowatts.
Although more outright power was easily achievable, Fraser wasn’t interested. In fact, he never has been that fussed about big numbers and as such, Andre dropped the peak power off a tad. Doing this proved a very smart move, netting a far bigger gain in torque, making for an incredibly usable tarmac-eating monster.
To finish it all off, it seems Fraser went right through the Nismo catalogue and cleaned them out, purchasing an intercooler water spray kit, oil cooler finisher kit, radiator cap, low-temp thermostat, oil and fuel filler cap, carbon radiator shroud and carbon B-pillar Garnish.

The interior of this near new car is, of course, amazing, and as such there was no need for the replacement seats or re trims that you would normally see in Ignition feature cars.
But, as you would have probably guessed by now, Fraser felt the need to lavish his baby with more goodies and delved back into the Nismo books and ordered a 320k speedometer and MFD V2 mod chip for the already very cool LCD sports screen, displaying everything from boost levels to G-forces.
A SmartTyre onboard tyre pressure and temperature monitor means that Fraser can keep a good eye on his rubber while on the street or fanging around any one of the local race tracks that he frequently visits.
As the car is currently driven to work most days, Fraser has installed a nice little entertainment system to keep him busy in traffic.
This is controlled using a Kenwood in-dash CD/DVD player, with which he can, after a lot of fiddling around, now play DVD’s to be viewed utilizing the standard issue LCD screen.

Keeping the aural fill up to standard, Fraser and the team at the Car Stereo Company have installed 6.5 inch Boston Acoustic speakers up front, Blaupunkt units in the back and an eclipse 10” sub woofer in the boot, all powered by Sony and Eclipse amplifiers.

After hearing future plans already underway in camp Fraser, including talk of a three litre, single turbo re-power for the already ridiculously fast GTR, then going for a good mountain pass run in the beautiful beast, all I can think about is those slightly homo-erotic Speights advertisements starring those splendidly hick-ish southerners.

Nissan Skyline GT-R R34 Z-tune VS Porsche 911 Turbo

Nismo sanctioned by Nissan to build 20 production Z-tune models (Nissan Skyline GT-R R34 Z-tune).
- 2.8L (Inline-6)9000rpm min redline
- IHI turbochargers.
- 500hp /400 lb-ft torque (approximate rating)
- Z-tune engine, Model ‘Z2′
- All wheel drive
- Weight lb: 3526
- Bodywork designed w/the same functional components used in Nismo’s GT500 racing cars, (engine bay vents on the hood and fenders, wider fenders for wider wheels)
- Z-tune improved w/ an aggressive suspension setup
- Special Brembo brake setup – Front mono-block calipers/six-pistons/two-piece 14.3″ rotors. Rear four-piston calipers/one-piece 13.9″ rotors
-ATTESA ET-S all-wheel-drive system

The entire car is essentialy handmade, with the car being completely stripped and re-built from the chassis up. Engineers reinforced and stiffened the chassis in key areas, completely redesigned the suspension, drivetrain, engine, gearbox and other componentry so as to work at maximum efficiency and reliability .

Skyline R34 Info

The Skyline R34 was a version of the Skyline GT-R sports car from Japanese automaker Nissan. Sold during the late 1990s and early 2000s, the Skyline R34 remains a popular import with racers and tuners in the United States. It was also a forerunner to the current Nissan GT-R sports car.

History
1. The Nissan R34 Skyline GT-R was the fifth generation of the Nissan Skyline GT-R model. It replaced the R33 version, which Nissan produced until 1998. The entire GT-R line dates back to the 1960s as a sports car based on the Nissan Skyline compact car.Nissan sold the R34 Skyline GT-R from 1999 until 2002 when it was discontinued. Nissan did not immediately replace the R34 Skyline GT-R, instead offering a new version of its Z series sports car around the same time.

Styling
2. Styling for the Nissan R34 Skyline GT-R was very much in keeping with the recent history of the Skyline GT-R model. Like its predecessors the R33 and R32, the R34 sports distinctive round taillights, arranged in pairs. Other notable features include a long hood, flat windshield, oversize front air dam and a body-colored rear spoiler set high on a pair of thin arms. The car's interior was designed to be simple yet elegant, with easy-to-reach controls and a black and gray color scheme.

Dimensions
3. The Nissan R34 Skyline GT-R falls into the compact sports car category with an overall length of 181.1 inches on a 104.9-inch wheelbase. The car is also 70.3 inches wide and 53.5 inches tall. Different versions of the R34 weighed in the 3,400 to 3,600 lbs. range, making it relatively heavy. The Nissan R34 Skyline GT-R also sat on specially made Bridgestone tires with a 245/40 ZR18 size, and 18-inch alloy wheels.

Performance
4. Nissan sold the R34 Skyline GT-R based on its performance characteristics. Chief among these was its advanced twin-turbocharger inline-6 cylinder engine. The engine used dual overhead cams, four valves per cylinder and a 2.6 liter displacement. The result was a horsepower rating of 276 at 6,800 RPM and a maximum torque of 216 lb.-ft. at 4,400 RPM. The Nissan R34 Skyline GT-R boasted acceleration from zero to 60 MPH in 5.2 seconds, topping out at 155 miler per hour.

Layout and Pricing
5. The Nissan R34 Skyline GT-R used a front engine/all-wheel drive layout with two doors. The interior featured seating for four and the cargo area was an enclosed trunk. The rear seats and trunk space made it a reasonable option for daily driving, despite its performance pedigree. In the United States, drivers could but a new Nissan R34 Skyline GT-R in 1999 for a base price of $89,500.

The Wildest R34 Skyline GT-R : Garage Ito With Prostock

This is about as wild of an R34 GT-R as you will ever see. Dino Dalle Carbonare posted up this awesome set of pictures on this insane R34 at Speedhunters.
Why do I call this the wildest R34 ?

It cost a massive $350,000 to build and has yet to see the light of day on a race track. It all started back in 2006 when Hiroya-san, a very good customer of Garage Ito in Osaka, decided to see if he could challenge the lap time record at Tsukuba set by the HKS CT230R.

350k and it hasn’t even run. From the looks of it, its close to running, but just needs a few finishing things to turn a lap.

If you looked at a lot of GT-R’s you would realize how far set back the engine was. If you know GT-R’s you would also know why this is so difficult.

Heres a different angle from the World Challenge R34. Same titanium Nismo stut tower brace. Look at the relationship of the front cover to the strut tower brace in the Prostock car. The further you can put the weight behind the front axle, the more responsive the car will be. And that leads to the next item…the front axle.

The GT-R has the front differential built into the oil pan. You may not think that is much of a deal, except when trying to move the engine back as much as the Prostock car. The gold shaft running though the pan is the tube that contains the jackshaft for the left side axle.

The front differential has been pushed forward, and the axles still look like they aren’t straight. Not sure if that might hurt the car if it ever runs. Tubular front subframe. The tubular subframe has to drop some decent weight, and would make working on the car much easier. Then there is the suspension. Double wishboneish, blade style sway bar. Check out the steering rack mounting. Lots of car nerd sexiness going on there.

A nice short, titanium exhaust. No coolers, nothing too strange. Steel braided line to the ATTESA clutch control. Sequential trans. Stock transmission mount.
For about the last 3 years, this car has looked really similar to this. Hopefully they can eventually get this thing out onto Tsukuba , where it belongs.

MCR Tuning Shop Nissan Skyline R34 GTR - Matchless Crowd Racing

Just a few tuners are thrown around with regularity when the topic of the fastest cars on Wangan, the site of epic highway battles around Tokyo harbor, is discussed. Bozz, for example, is said to have the fastest EVO, Top Secret the fastest Supra. MCR, or Matchless Crowd Racing, has the fastest Skyline.

A reputation for producing the most potent street-driven Skyline GT-Rs in all of Japan is no small feat, and a visit to MCR's facility showed us it's well earned.

Like many famous shops in Japan, the physical plant, slotted between factories and farmers' plots, is understated. Better to keep the riceboys away. As Nissan birthed progressive generations of Skylines, MCR moved its focus to the newest model, culminating in the latest, but hopefully not last, R34 GT-R. It's hard to get more specialized than tuning one generation of one model of one car.

While some MCR-built GT-Rs end up at the track for time trial and Time Attack events, most are built for well-heeled customers who want one of the fastest street machines money can buy, period. It's obvious from the subtle, but effective, high-speed aero enhancements, double-adjustable, remote-reservoir coil-overs, fluid management strategies, and massive braking systems employed on the GT-Rs that the cars spend lengths of time at highly illegal speeds.

Although many trick racecar fabrication techniques are employed, the GT-Rs remain street cars with liveable interiors. Of course, what constitutes a liveable ride is in the butt and back of the owners.

There are two strategies for those with bottomless wallets when building their "ultimate" tuner car: Go to a tuner like HKS or Blitz and say "make it the fastest," which means its parts would be used almost exclusively, or go to an independent tuner and say "make it the fastest," which means the shop will use whatever parts are most appropriate. MCR provides the latter service. Pragmatism takes precedence over loyalty when you're assembling the craziest machines. You simply have to use what works best, and we saw predominantly products from Tein, HKS, and Trust/GReddy, among others.

NISMO R34 GT-R Z-Tune, THE Skyline

The Nissan Skyline is one of those cars that need no introduction, at least to the Japanese cars enthusiast, if you aren’t then you certainly missed something. Ever since 1989 and the R32 version (followed by R33 and R34) this car has become an Icon for Nissan, a living proof of their knowledge and skills which brought a lot of victories in Motorsport and a huge community of fans behind the GTR badge.

Exclusively sold in Asia and now massively exported all around the globe, the GTR was made popular by video games and specialized magazines and Medias. The stock version (R34 GTR) is an excellent sportscar based on the combination of the Twin Turbocharged inline 6 motor (RB26DETT) and the technologically advanced All Wheel Drive system known as ATTESA E-TS. Over their fifteen years of existence, those 2 elements have proven a diabolical potential, loved by the tuners, it is not surprising to see and hear about modified versions producing over a thousand horsepower.

So the GTR was born with performance in mind from the road to the track, throughout the years the engineers of the sports department (NISMO –Nissan Motorsport) made it better and better. As a way to pay a last “official” homage to it, they decided to go the opposite way, from the track to the road, in an ultimate and exclusive version that we had the honour to drive: the NISMO R34 GT-R Z-Tune.

Just like any company, the Nismo products are classified regarding their names, the S versions (Nismo S) are slightly modified vehicles featuring improved aerodynamics for example, the R ones (Nismo R) are aerodynamically and mechanically modified like the Fairlady 380RS that we tested some weeks ago…and finally there are the Z versions referring to “vehicles that have evolved to attain world top class speed and endurance as a road going car”.

-FIRST LOOK-
This is the kind of car you couldn’t mistake with any other, the large and aggressive look of the R34 GT-R is impressive, so is the body kit made of CFRP (Carbon Fibre), the wings have been widen and the hood is different, designed to suck as much air as possible to cool the engine…The side skirts are part of the few elements not made of CFRP but ABS plastic is also very light.
The typical Nismo colours are all there, from the black 18’ RAYS rims to the unique “Silver grey” body paint and bits of red here and there…the whole things looks very powerful, even sitting still…a brutal beauty.

Inside the seats are made of alcantara and fine black leather and offer a good comfort for a car of this category, the steering wheel could have been a bit more discreet in my humble opinion and a mini on-board computer displays various informations about the car including a hot lap timer for days at the track. Last but not least, the 320km/h speedometer reminds you that this car means business…

Of course I had to go and check the engine bay, there, the horrible plastic cover that most manufacturers use nowadays (including Nissan) is nowhere to be seen and the RB26DETT masterpiece sits in front of me. This modified Z2 engine was brought to 2.8 litres (2771cc) and, with the help of IHI turbochargers and an endless list of race parts (camshaft, crankshaft, pistons, connecting roads, intake, exhaust…) it now produces a blistering 368kw (500PS) with 540Nm of juicy torque!

In case you had any doubts about the reliability of this baby, you should be pleased to know that this very engine has won the 24hrs of the Nurburgring in 2004 (5th overall) and has been living under the hood of the GT500 Skyline GT-R in Super GT ever since 2001.

-IGNITION-
No time for hesitation, this is a race car equipped with the minimum requirements to be “street legal”.
The suspensions are mighty tight, the noise of the inline 6 wants your driver’s license to be revoked ASAP, the braking is worth 1 year of face lifting products or parachute jumping, the turbo response, thanks to the ball bearing system, is instant, no lag…
Even if the heavy weight of the car is clearly felt, the boost is simply stunning, there are noises everywhere, the brakes, the gearbox, the steering…all this lead to an experience that I would call…frightening…

Time to make comparisons…when was the last time that I felt this? The Subaru Impreza RA-R that I loved seemed more agile and entertaining but it had 180HP less…the Honda NSX Type-R, another “track minded” car felt more balanced and drivable but it had 200HP less than the monster GT-R I was seating in…

So what could be “wrong”? Actually the answer was simple and clear: if you don’t have serious (race) driving notions then the Nismo GT-R Z-Tune will scare you more than anything else!

Now when this type of thing happens to Jeremy Clarkson he’s got “the Stig” (basically the dedicated test driver of each manufacturer) to do the dirty job if I can call it this way…here at NihonCar we have better than this, we have Nishihara-san, pro race driver and Gymkhana champion among other things that your probably know by now. He only will be able to go further in terms of driving performance and try to know what the Z-Tune is capable of…
After a “full throttle” session Masaki came out and calmly explained: “It’s actually pretty similar to a Super GT car”.
Unfortunately the small size of our test track wasn’t enough to unleash the full potential of the machine.

Whether you like it or not the Nismo GT-R Z-Tune is a supercars, capable of challenging cars such as Lamborghinis, Porsches, or Corvette on a race track, where it is supposed to be driven. More than just HP figures, this GT-R is also exclusive in terms of price (18 millions yen) and was made at just 20 units. This simple fact makes it even much more exclusive than a lot of super cars.

In a time when the Skyline name seems to vanish into quality but “standard”sedans and with the name GT-R becoming a version of its own this thing is for sure, the Nismo R34 GT-R Z-Tune is the ULTIMATE skyline!
Plus:
Style
Exclusivity
Performance

Minus:
?!!?
Last "real Skyline GT-R"

Conclusion:
If you like cars you love the Nismo GT-R, it was handmade built the exact same way as Nissan race cars and features years of technological improvements all there to create a unique and sensational ride. Unfortunately, without serious racing skills this monster should better stay away from you...another way to make it so attractive!

Pure Performanace : BNR34 GTR

In 1999 the Nissan Skyline R34 GTR came to life, the latest model, and the best GTR yet. Styling is superb with an all new much more aggressive shape; it looks like a car to be reckoned with. The R34 GTR looks and feels like it got the best from both of the R32 and R33 models in one package.

The interior is simple, sporty, and luxurious, with plenty of head and leg room for taller drivers. Seats are comfy for long trips yet still hold you in when cornering hard. Centre gauges have been replaced with a LCD screen. This shows loads of information like, throttle position, boost pressure, torque split, a built in G-meter, and it has a com-port so you can download your trips data onto a laptop.

In an effort to reproduce the handling feel of the much loved R32 GTR the wheel base was shortened b 7.5cm, chassis rigidity was improved by 50 percent, and the suspension was greatly improved. Revised multi-link rear suspension featured at the rear with McPherson struts with an additional link up front. Ten years had passed since the R32 but the same techno wizardry (HICAS and ATTESSA) remains but these features where greatly improved.

The RB26DETT engine still remains but again improvements where made and because of this the engine has become smoother and quieter. The torque curve has improved and remains flatter throughout the rev range, 400nm is achieved at 4,400rpm this has made the engine more flexible.

Turbo chargers where also revised featuring a dual ball bearing core which reduced lag and improved the power band. The gear box was replaced by a 6 speed getrag which features, shorter ratios, and a shorter throws. Acceleration times have improved, 0-100 is achieved in 4.9 seconds and the 400m sprint in completed in 12.9.

These refinements make driving the GTR a pleasure with every aspect improved. Steering is responsive and grip is phenomenal making this GTR a true cornering machine. Ride quality is on the firm side but harsh bumps are absorbed well, but this is a sports car after all.

Nissan certainly got it right with the R34 you get the extra space and luxury that the R33 provided, as well as the race like feel of the R32. Simply put this Nissan Skyline is well hell of a sports car. For more information on I recommend you visit this website. http://nissanskyline.6te.net

Aerodynamic & Brake System for Skyline R34

The Brake
The Skyline offers one of the world’s most sophisticated brake systems. The Brembo brake system features race-ABS and consists of 300mm ventilated discs with 4-piston calipers up front and 280mm discs with 2-piston calipers in the rear.
Brake Cooling is improved by large ducts in the front spoiler to channel air to the front brake discs. Additionally, the front-undertray creates a low-pressure area outside the wheels, to draw the heated air away from the brakes, thus improving their cooling.

The Aerodynamics
The R34 GT-R V-Spec's (and only the V-Spec's) aerodynamics are dominated by a front diffuser and a carbonfiber rear diffuser. These regulate the airflow along the car's underbody, thus creating downforce which pulls the car down on the road. This leads to improved handling and stability especially at speeds in excess of 50mph, but also enhances stability during cornering and braking. Aerodynamics on all GT-R's are further improved by a new rear wing. TheR33’s single-wing design has been dropped in favor of a dual-level type wing on the new version. The R34’s rear wing now features a stiff main-wing with a flap that can be adjusted in four angles.

R34 GTR Transmission & Suspension

The Transmission
The engine’s sportive character is aided by the 6-speed Getrag gearbox, which isa great improvement over the R33’s 5-speeder and convinces with short throws and well-defined gates. The new 6-speeder now features close ratio gearing for the first five speeds, instead of the first four speeds as seen on the R33. Like in earlier GT-R’s, power is delivered via the ATTESA-ETS (ATTESA-ETS Pro on the V-spec) AWD system to all four wheels, aided by a limited-slip differential, to ensure maximum traction in all situations.



The Suspension
Handling over the predecessors is further improved by a 50% stiffer body-structure and a sport-tuned suspension with a multilink setup at the rear and MacPherson struts with an additional link up front.
The V-Spec variant uses a stiffer setup than the standard GT-R, but common to both versions is the Super-HICAS all-wheel-steering system and anti-roll bars front and rear.

The engine of Skyline R34 GT-R

Similar to earlier versions, the RB26DETT drives the GT-R forward with an official280hp at 6800rpm (restricted by the Japanese government). But as the UK GT-R Club found out, 328hp at 6,400rpm seem to be the real output. Modified camshafts for improved valve timing and a new stainless steel exhaust system with reduced back pressure make the engine more flexible thanks to a better torque curve and higher peak-output of 400Nm (289lb-ft) at 4400rpm. These changes have also made this RB26DETT smoother andquieter in comparison to earlier versions.

Additionally, turbo spool-up time is enhanced by the new smaller twin ceramic turbochargers which feature variable boost timing, work with a maximum pressure of 0.4bar and use twin ball-bearings to minimize friction. Even though, as known from most turbo engines, there is quite some lag until the blowers really start going about their job at about 3500rpm. But since the redline is still at an impressive 8000rpm, there remain plenty of revs to work with.

R34 Interior

Featuring four seats and a decent trunk, the Skyline GT-R is actually one of thefew top-performers that are quite useful in normal day driving. The interior is simple, but tastefully styled, with all controls in easy reach. Even up to speeds in excess of 75 mph the cabin stays remarkably quiet and, apart from the bucket seats, could easily be mistaken for that of a luxury coupe. Even passive safety is paid tribute to with standard driver’s and passenger’s airbags, as well as optional side-airbags.

But this car is also prepared for sportive driving. The bucket-seats wrap the driver like a second skin and give him perfect lateral support even during tight cornering, in addition, they are not less comfortable for long-distance rides, as well. The sportive touch is underlined by aluminum applications in the center console and for the boy-racers among us there even is a 5.8”dash-board display, substituting for the gauges of previous GT-R versions and providing all necessary (and unnecessary) information about the car which can even be downloaded after the ride.

Facts about R34 GTR design

A large air dam, a long hood, and a flat windscreen - the front almost threatens the one daring to look at it. The clefted front spoiler seems to consist of nothing else but air inlets, and almost appears to touch the road. Staring back at you through narrow, clear, and canted headlights this car looks like a samurai ready to fight.
And ready it definitely is. Standing on 245/40 ZR18 Bridgestone Potenza RE040 tires (developed specifically for this car), the GT-R ducks low above the ground, its extensive wheel-housings making it look even wider than it actually is - in reality the R33 is just 5mm narrower.

Understated? Certainly not! Overstyled? Maybe! But aggressive the GT-R surely looks. The design of the side is more supple in style though, with the low-profile Potenzas on 18-inch six-spoke alloys and the emphasized fenders underlining the coupe’s sportive body-lines. Although it is 7.5cm shorter than the R33 (4.6m), the GT-R's profile still looks very impressive - even without resembling the front’s aggressive styling.

This is mostly true for the car’s rear as well. The adjustable rear wing and carbonfiber underbody diffuser (only for the V-Spec) not only distinguish the GT-R from the sedans and standard coupes, but also aid its high-speed stability considerably.

Nissan GT-R Unveiled

After four years of teasing, Nissan has at long last revealed the 21st century replacement for its ultimate sports supercar ... and it's a stunner.

With clear styling cues from the hugely successful 350Z, but with more muscular looks all-round, the GT-R Proto is a virtually production-ready version of the car which will eventually replace the legendary R34 Skyline GT-R.

It was wheeled out for the first time at the Tokyo motor show this week where Nissan boss Carlos Ghosn confirmed: "The GT-R Proto provides clear design direction for the final production car. One look suggests sheer muscle.

"The GT-R is a car worth waiting for. It will go on sale around the world in two years' time."

British drivers will probably have to wait another year beyond that, however, with UK sales not expected to start before 2008.

Nissan has been tempting enthusiasts with the possibility of a new GT-R since 2001 when it unveiled the first GT-R Concept at the Tokyo Motor Show. Then at the 2003 Tokyo show the company announced the next-generation GT-R would be rolled out in 2007. Then, earlier this month, it released first design sketches.

Unveiling the prototype car at the Tokyo show, Mr Gohn said: "The GT-R will be seen as the icon for Nissan's indisputable, vibrant health. We know that expectations for the next GT-R are high. This is a car with an international cult following and a legitimate reputation as an enthusiast's dream car. We are on track to deliver the ultimate expression of our driving pleasure promise."

Few details are available regarding the power train although industry insiders suggest that the next generation GT-R will have four wheel drive and be powered by a turbocharged V6 engine, based on the 350Z's 3.5-litre power plant, with an output of around 400bhp.