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.
Showing posts with label R34 GTR. Show all posts
Showing posts with label R34 GTR. Show all posts
Thursday, May 6, 2010
Tuesday, April 20, 2010
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.
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.
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
Thursday, April 15, 2010
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.
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.
Monday, April 12, 2010
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.
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