NISSAN SKYLINE(Historical Archive)

The Nissan Skyline (スカイライン in Japanese) is a line of compact cars and compact executive cars originally produced by the Japanese premium carmaker Prince Motor Company starting in 1955 and subsequently by Nissan after the two companies merged in 1966. After the merger, the Skyline and its larger counterpart,
 the Nissan Gloria, were sold in Japan at dealership sales channels called Nissan Prince Shop.
It is currently available in either coupé, or sedan body styles, and are most commonly known by their round brake lights, with the station wagon bodystyle being dropped in 1989 with the introduction of the R32 platform.
Iterations R30 to R34 of the Skyline are still popular tuner cars for Japanese car enthusiasts from the 1980s to today, especially with available features such as straight-6 engines, turbochargers, and the high-performance GT-R trim.
While not distributed in the United States, the Skyline's prominence in video games, movies and magazines resulted in many such cars being imported there from 1999 to late 2005, after Motorex petitioned the National Highway Traffic Safety Administration to allow 1990–1999 GT-Rs and GTSs to be imported,
 at the condition that they were modified to meet United States Federal Motor Vehicle Safety Standards.
The 11th-generation Skyline (V35) was another major turning point for the nameplate, as it dropped some of the Skyline's trademark characteristics such as the straight-6 engine and turbocharging,
 eventually separated the GT-R into its own line, and moved to V6-engined era, this decision which extended to all later Skylines.
Nissan decided to retain the Skyline for the luxury-sport market, while its platform-mate, the 350Z, revived the Z line of pure sports cars.The V35 was the first Skyline made for export to North America, being sold under Nissan's luxury marque Infiniti as the G35.
 The Skyline (V36/J50) is sold in Europe, North America, South Korea, Taiwan, and the Middle East as the Infiniti G37.

The Beginning of the SKYLINE ERA :

ALSID-1:

The first Skyline was introduced in April 1957, by the Prince Motor Company, and was marketed as a luxury car. It featured a 1.5 L (1482 cc) GA-30 engine producing 44 kW (60 hp) @ 4400 rpm.
It used a de Dion tube rear suspension and was capable of 140 km/h (87 mph). The car weighed around 1300 kg. Prince Skylines were produced as four-door sedans and five-door station wagons.
The Skyline also spawned a pickup truck and a delivery van called the Prince Skyway.

ALSID-2:

The Skyline was updated with quad headlights for 1958.

This model was powered by a slightly altered 1.5 L engine known as the GA-4 OHV (1484 cc) producing about 70 hp (52 kW) @ 4800 rpm and was produced through 1961.

In 1962, this model was restyled as the S21D/S series. 

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/113 in3) GB-30 engine, producing 96 hp (72 kW) and 113.5 ft·lbf (154 N m).
 While only a few hundred were built, Prince Motors had a very aggressive product placement group and they can be seen (along the company's mainstream models) in many Toho films of the early 1960s.

S50:

In 1961 Fuji Precision Industries changed its name to Prince after the 1954 merger, and the S50 series was launched, which like its predecessor, came in sedan and wagon bodystyles. 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 1862 cc engine was also available, delivering 91 hp (68 kW). The S50 series were available with a 3-speed column shift transmission or a 4-speed floor shift transmission, as well as a 4-door sedan (S50) or a 5-door wagon (W50).

Three models of the S50 were built: S50E (1962–1965), S50E-2 (1965–1966), and S50E-3 (1967). All three used the same engines.

The S50 was further developed with new styling for 1963, and was sold in some markets with an A150 designation. The S50 was also sold as the A190D, which was equipped with a diesel engine.

In 1966, Nissan and Prince merged and the S50 also appeared with Nissan Prince Skyline badging. This model lasted in production through 1967. In 1967, the S50E-3 was introduced. It was sold as Prince Skyline, Prince A150, PMC A150, or Nissan A150.

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 S41, though the car needed an 8" extension to the wheelbase (all forward of the cowl/firewall) to provide space in the engine bay for the lankier in-line six. 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 the race vehicle, the Prince Skyline 2000GT (also called GT-A, GT-B, S54A and S54B) was released to the Japanese market. There were two versions produced:[7]
S54A – 1988 cc G-7 single-carb I6, 105 hp (78 kW)
S54B – 1988 cc G-7 triple-carb I6, 125 hp (94 kW)
The B model featured three Weber 40DCOE-18 carburetors, a limited slip differential, 5-speed close ratio manual transmission, and power brakes. Both the B and A used front disc brakes with dual pistons and alloy finned drums in the rear.


S57:

The S50 Skyline was updated to become the S57 in 1967. It used a Prince's new engine (designed before the merger with Nissan), 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.

C10:

The C10 series of 1968, which began its development under Prince at the company's Ogikubo R&D centre in the suburbs of Tokyo, was marketed with a Nissan badge.
By the time the C10 went on sale, the Prince nameplate had been completely phased out on cars and trucks. The dealer network selling the cars became the Prince channel of Nissan,
and the marketing group stayed at the Prince headquarters in Mita instead of moving to Nissan's headquarters in Ginza. The C10 Skyline was launched with Prince's 1.5 L OHC G15 I4 like the S57.
 A 1.8 L G18 version was also available.
A station wagon variant, known previously as the Prince Skyway, was offered with this generation. A hardtop coupé was introduced in October 1970.

2000GT:

The following year, the GC10 2000GT received a 2.0 L (1998 cc) L20 I6 engine like the Nissan Cedric instead of a Prince G-7 engine. The chassis was already designed to receive a straight six, to avoid the S54 extension problem. 105 hp (78 kW) was available from this new engine, in 1970 Nissan production Skyline 2000GT Automatic, in October 1970 Nissan introduced 2 Door Coupe.

GT-R:

The first GT-R Skyline appeared in February 1969. Called the PGC-10 (KPGC-10 for later coupé version) internally and Hakosuka (ハコスカ) by fans. Hako (ハコ) means Box in Japanese, and suka（スカ） is short for Skyline (スカイライン; Sukairain). It used the 2.0 L (1998 cc) S20 I6. This new DOHC engine (which was designed by the former Prince engineers) produced 160 hp (118 kW, 180 N m), and was similar to the GR8 engine used in the Prince R380 racing car.
The GT-R began as a sedan, but a 2-door coupé version was debuted in October 1970 and introduced in March 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and performed well at the track. The sedan racked up 33 victories in less than two years, and the coupé stretched this to 50 through 1972.
The C10 raced against many cars including the Toyota 1600 GT (RT55), Isuzu Bellett GTR, Mazda Familia (R100) & Capella (RX-2) – even Porsche. In late 1971 the new Mazda RX-3 became the GT-R's main rival. The GT-R managed a few more victories before the RX-3 ended the GT-R's winning streak.
Models:
1500 – 1.5 L G15 I4, 88 hp (71 kW, 128 N m)
1500 – 1.5 L G15 I4, 95 hp (71 kW, 128 N m)
1800 – 1.8 L G18 I4, 105 hp (78 kW, 150 N m)
2000GT – 2.0 L L20 I6, 120 hp (90 kW, 167 N m)
2000GT-R – 2.0 L S20 I6, 160 hp (118 kW, 180 N m)

C110:

The C110 generation was produced from 1972 through 1977.
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 Datsun 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, particularly so in wagon form, where unusually for a wagon design, no windows were fitted between the C and D pillars. The C110 was the first version to feature the round rear lights, typical of later Skyline designs.
The C110 Skyline was better known as the "Ken & Mary" or "Kenmeri" (ケンメリ) 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 in Ken and Mary's Skyline (ケンとメリーのスカイライン). The ads were highly successful and perhaps as a result the C110 was sold in very large numbers in Japan. It sold just as well in Australia (in a 2.4L 6-cylinder form, badged as "Datsun 240K"), though few survive today. There, the 240K was about the same price as a Ford Falcon GT or BMW 5 series, around $5000.

GT-R:

The Nissan Skyline GT-R hardtop arrived in September 1972 but only lasted until March 1973, when Nissan ceased its production. The oil crisis saw many people preferring economy cars and high-performance sports cars were looked down upon. Nissan pulled out of Motor Racing, so there was no purpose to 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.
Models:
1600 – 1.6 L G16 I4
1800 – 1.8 L G18 I4
2000GT-X – 2.0 L L20A I6, 130 hp (96 kW, 172 N m)
2000GT-R – 2.0 L S20 I6, 160 hp (118 kW, 180 N m)

C210:

The succeeding C210/211 and GC210/211 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 C211 240K/280K and 240C/280C variants continued for export. A rare variant would be the wagon version, which had a unique styling treatment behind the rear doors, of a much smaller window than usual between the C and D pillars.
The GT-EX replaced the GT-R with a turbocharged engine, the L20ET. This was the first turbo engine to power a Japanese production vehicle[citation needed]. One notable aspect of the turbo versions was that they were not intercooled and there was no form of blowoff valve, only an emergency pressure release valve.
The "T" designation on the L16T and L18T does not signify a turbocharger was included; it denotes that those engines came with twin carburetors.
Models:
1600TI – 1.6 L L16T I4, 95 hp (71 kW, 132 N m)
1800TI – 1.8 L L18T I4, 115 hp (86 kW, 152 N m)
2000GT-EL – 2.0 L L20E I6, 130 hp (97 kW, 167 N m)
2000GT-EX – 2.0 L L20ET turbo I6, 145 hp (108 kW, 206 N m)

R30:

The names were brought into line with the home Japanese and worldwide markets with the launch of the R30 series in August 1981, which was built on a C31 Laurel platform. Unlike preceding generations, four- and six-cylinder versions now shared a front end of the same length. The R30 was available as a two-door hardtop coupe, a four-door sedan, a five-door hatchback (available only in the R30 generation), or a four-door station wagon. In all, there were 26 variations of the R30 Skyline available.
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 Skyline's design. The wagon had different tail lights, headlights, and no turbo or 6-cylinder versions available. It more closely resembled a Nissan Sunny than a Skyline. The two-door coupe had a hardtop, pillarless design, and featured roll-down quarter windows for the rear seat passengers (a styling feature of the previous C10, C110, and C211 coupes), while four-door versions had a traditional sedan body style with framed windows.
Notably, configurations of the R30 sold in Australia and New Zealand were missing the traditional hotplate tail lights, instead opting for more conventional styling.
Various engine configurations were available, initially ranging from the top of the line 103 kW SOHC 6-cylinder turbo L20ET to the 4-cylinder Z18S and 6-cylinder LD28 diesel versions at the other end of the scale. The all-new 16-valve DOHC FJ20 engine debuted in late 1981, and was the first 4-cylinder engine by any Japanese manufacturer to employ more than two valves per cylinder (see below). Some of the top spec models featured adjustable suspension dampers that could be adjusted while driving, this was another first for mass-produced JDM vehicles. Nissan Glorias and Laurels also used the L series engines, as well as some diesel (Laurel only) variants.
The R30 range was facelifted in August 1983 with various changes across the board; for example four-wheel disc brakes were now standard issue, instead of being optional for lower-spec models. Trim specifications were revised and the 4-cylinder Z18S engine was replaced with the newer CA18E. Features included upgraded interior trim, new front and rear bumpers, door-mounted wing mirrors (replacing the old 'hockey stick' fender mirrors), and smoked tail lights.


RS:

Although making about the same power as the L20ET-powered GT-ES models, the version of the Skyline initially known as the 2000RS was released on October 2, 1981 as more of a stripped-down lightweight racer, without as many luxury extras included (quoted curb weight was only 1,130 kg (2,500 lb)). These were equipped with the naturally aspirated 4-valve-per-cylinder DOHC FJ20E engine generating 110 kW (150 PS; 148 hp) of power at 6000 rpm and 181 N·m (133 lb·ft) of torque at 4800 rpm. The official Nissan chassis designation for all FJ20-powered models was DR30.
In February 1983 the DR30 range received a significant boost in performance with the introduction of the turbocharged FJ20ET engine in the 2000RS-Turbo. Front brakes were also significantly upgraded to cope with the power increase. Now with 140 kW (190 PS; 188 hp) of power at 6400 rpm and 225 N·m (166 lb·ft) of torque at 4800 rpm on tap, the FJ20ET enjoyed new-found prestige as the most powerful Japanese production engine of its era.
Nissan sought to elevate the status of the DR30 Skyline as their new flagship model in light of this success, and it received a generous amount of changes to distinguish it from lesser Skyline models in August 1983. Interior equipment was significantly upgraded to now include electric windows, air conditioning and power steering as standard in the new RS-X model (for Extra) with an increased curb weight of around 1,235 kg (2,723 lb); gone were the days of the spartan, stripped-out race interior, although this could still be specified at time of purchase. But by far the most striking change to the RS was the new unique front end treatment, nicknamed Tekkamen (鉄仮面) or Iron Mask by fans for its distinctive look. The headlights were considerably slimmer, and instead of a conventional grille the bonnet now sloped down to two narrow slits above a facelifted front bumper and airdam.
Further changes were made in 1984, most notably the addition of an intercooler, revised compression ratios and turbocharger exhaust housing to the FJ20ET powered model, now known as the RS-Turbo C and increasing output to 151 kW (205 PS; 202 hp) of power at 6400 rpm and 245 N·m (181 lb·ft) of torque at 4400 rpm. An automatic transmission option was also added at this time, and changes to the "PLASMA Spark" ignition system followed in early 1985 towards the end of R30 production.
To this day the FJ20-powered R30 Skyline remains a cult car both at home and overseas (there are still dedicated "one make" drag racing events for this model in Japan), and is credited with rejuvenating the Skyline brand in the early 1980s. It also paved the way for the eventual re-introduction of the legendary GT-R badge, markedly absent since the end of C110 Skyline production in 1973.
The RS achieved moderate success in Australian Touring car racing in the mid-1980s with Nissan winning the 1986 Australian Manufacturers' Championship and sharing victory in the 1987 Australian Manufacturers' Championship with BMW.

1800TI – 1.8 L Z18S SOHC I4, 105 hp (77 kW), later models 1.8 L CA18S SOHC I4, 105 hp (77 kW)
2000TI – 2.0 L CA20E SOHC I4
2000TI – 2.0 L Z20E SOHC I4
280D GT – 2.8 L LD28 SOHC I6 Diesel
2000GT and Passage – 2.0 L L20E SOHC I6
2000GT Turbo, Passage and Paul Newman Version – 2.0 L L20ET turbo I6, 140 hp (103 kW, 206 N m)
RS – 2.0 L FJ20E DOHC I4, 150 hp (112 kW, 181 N m)
RS-X and RS-X Turbo C – 2.0 L FJ20ET DOHC turbo I4, 190 to 205 hp (140 to 151 kW, 225 to 245 N m)

R31:

The R31 Skyline of 1986 was a natural evolution on the R30 shape, and also this one was loosely based on the Laurel platform (C32). The design was slightly larger and squarer than previous Skylines. It was available as a Sedan, Hardtop sedan, Coupe and station wagon. Affectionately known as the "Seventhsu" or simply "7th Sukairain" by owners, due to it being the 7th-generation Skyline.
The R31 Skyline introduced many new technologies and features. The HR31 was the first Skyline to be equipped with the new RB-series of engines. The R31 RB engines are often referred to as "Red Top" engines because of the red cam covers. There were three variants. The earliest series of DOHC RB engines used the NICS (Nissan Induction Control System) injection system with 12 very small intake runners, and a butterfly system to divide the intake ports in half for better low RPM performance. Later versions used ECCS (Electronically Concentrated Control System) engine management, discarded the twelve tiny runners for six much larger ones (though they retained twelve ports on the head, so there was a splitter plate), and received a slightly larger turbocharger. Nissan's RD28, a 2.8 straight-6 engine, featured for a diesel option. 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.
The R31 Skyline was also produced in Australia, with a 3.0 L 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 (except for the R31 series one/two which had rectangular taillights with a solid bar through the centre which was also shared by the Pintara). 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.

GTS-R:

The ultimate version of the R31 was the RB20DET-R powered HR31 GTS-R Coupe of which 800 units were built to allow homologation for Group A Touring Car racing. It had a reworked version of the normal RB20DET with a much larger turbocharger on a tubular steel exhaust manifold, as well as a much larger front-mounted intercooler boosting power to a factory claimed 210 ps (154 kW), with racing versions making over 430 hp (321 kW) in Group A trim.

Models
'Japan'
1800 C, 1800 Excel and 1800 Passage – 1.8 L CA18S SOHC I4, 90 hp (66 kW)
GT Excel D, GT Passage D – 2.8 L Diesel RD28 SOHC I6, 92 hp (68 kW, 173 N m)
GT Excel, GT Passage – 2.0 L RB20E SOHC I6, 128 hp (96 kW)
GT Excel Twin Cam 24V, GT Passage Twin Cam 24V – 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
GT Passage Turbo – 2.0 L RB20ET SOHC turbo I6, 167 hp (125 kW, 206 N m)
GT Passage Twin Cam 24V Turbo – 2.0 L RB20DET DOHC turbo I6, 180 hp (133 kW, 225 N m)
GTS – 2.0 L RB20DE DOHC I6, 155 hp (114 kW)
GTS Turbo – 2.0 L RB20DET DOHC I6, 180 hp (133 kW, 225 N m)
GTS-X – 2.0 L RB20DET DOHC turbo I6, 190 hp (141 kW, 240 N m)
GTS-R – 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)
GTS Autech – 2.0 L RB20DET-R DOHC turbo I6, 210 hp (154 kW, 245 N m)
'Australia'
Pintara – 2.0 L CA20E I4, 102 hp (78 kW, 160 N m)
GX, Executive, GXE, Silhouette, Ti – 3.0 L RB30E SOHC I6, 155 hp (114 kW, 247 N m)
Silhouette GTS1 – 3.0 L RB30E SOHC I6, 176 hp (130 kW, 255 N m)
Silhouette GTS2 – 3.0 L RB30E SOHC I6, 190 hp (140 kW, 270 N m)
'South Africa'
2.0GL, 2.0GLE – 2.0 L CA20S I4, 106 hp (78 kW, 163 N m)
2.0SGLi – 2.0 L RB20E SOHC I6, 115 hp (85 kW, 174 N m)
3.0SGLi – 3.0 L RB30E SOHC I6, 171 hp (126 kW, 260 N m)

R32:

The R32 Skyline debuted in May 1989. It was available as either a 2-door coupe or 4-door hardtop sedan, all other bodystyles were dropped. The R32 featured several versions of the RB-series straight-6 engines, which had improved heads (the twelve port inlet was gone) and used the ECCS (Electronically Concentrated Control System) injection system. Also available was an 1,800 cc 4-cylinder GXi model. Most models had HICAS four-wheel steering, with the rear wheels being hydraulically linked to the front steering. The 2.5-litre GTS-25 became one of the first Japanese production cars to feature a 5-speed automatic transmission. The GTS-t came in standard and Type M configurations, with the Type M having larger five-stud 16-inch wheels, four piston front callipers and twin piston rears plus other minor differences. ABS was optional (except for the GT-R and GTS-4), mechanical LSD was standard on the GTR and viscous LSD was standard on all turbo models and optional on all but the GXi. Nissan also produced 100 Austral

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, 152 N m)

GTS Type-X, S, J – 2.0 L RB20DE I6 155 hp (115 kW, 154 N m)

GTS-25 Type-X, S, XG – 2.5 L RB25DE I6, 180 hp (134 kW, 231 N m)

GTS-t, Type-M – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m)

GTS-4 – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m) 4WD

Autech GTS-4 – 2.6 L RB26DE I6, 217 hp (162 kW, Autech Version – auto only) 4WD

GT-R – 2.6 L RB26DETT twin-turbo I6, 276 hp (280ps) (206 kW, 368 N m) 4WD; also NISMO, N1, V-Spec, and V-Spec II variants.

NISMO S-Tune

GT-R:

The GT-R returned with twin ceramic turbochargers, all-wheel steering, electronically controlled four-wheel drive, and 276 hp (206 kW) at 6800 rpm.[13] The RB26DETT engine actually produced ~320.[citation needed] hp, but it was unstated due to the Japanese car makers' "gentlemen's agreement" not to exceed 280 PS (276 hp). The engine was designed for ~500 hp in racing trim,[14] 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.[15] After this increase the car would put out ~310 hp (~230 kW) and could do 0–100 km/h in 4.7seconds and quarter mile in 12.8 seconds.[citation needed]
The GT-R had a significantly larger intercooler, larger brakes, and aluminium front guards and bonnet. Other distinguishing features include flared front and rear wheel arches. More supportive seats were fitted, and the turbo boost gauge and digital clock were removed from inside the instrument cluster. The clock was replaced with a torque meter that indicated how much torque was being delivered to the front wheels (0%–50%). Oil temp, voltage, and turbo boost gauges were fitted just above the climate control.
The Porsche 959 was Nissan's target when designing the GT-R. The chief engineer, Naganori Itoh, intended to use the car for Group A racing, so the design specification was drawn up in conjunction with a copy of the Group A rules. The Nordschleife production car record at the time of development was 8'45" – set by a Porsche 944. Nissan test driver Hiroyoshi Katoh reset the record with a time of 8'20".[16] Best Motoring managed 8'22"38.[17]
The R32 GT-R dominated Japanese Touring Car Championship (JTCC), winning 29 races from 29 starts, taking the series title every year from 1989 to 1993.[18] It took 50 races from 50 starts from 1991 to 1997 (latterly R33) in the N1 Super Taikyu.
The R32 GT-R was introduced in to the Australian Touring Car Championship in 1990 and promptly ended the reign of the previously all-conquering Ford Sierra Cosworth, winning Bathurst 1000 classic in 1991 and 1992. This success led to the Australian motoring press nicknaming the car Godzilla due to it being a "monster from Japan". As Australia was the first export market for the car the name quickly spread. Such was GT-R's dominance that it was a significant factor in the demise of Group A Touring Car racing, the formula being scrapped soon after. JTCC was similarly blighted by the R32 GT-R, and splintered soon after, leading to the switch to the Supertouring category and also indirectly to the GT500 category of today.
When originally designed, the homologation rulebook mandated 16-inch wheels, so that's what the GT-R got. This limited the size of the brakes, and the Nissan four pots weren't really up to competition use. A later change in rules allowed 17-inch wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17" BBS mesh wheels(225/50/17) covering larger Brembo brakes. The clutch actuation changed from a push to a pull system, the car had the standard rear differential, the electronic rear differential did not show up until the R33 Vspec. A year later the V-Spec II appeared with a new sticker and wider tires(245/45/17).

R33:

The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, it is available in coupe and sedan bodystyles. 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.
Some models came equipped with a new version of the HICAS 4-wheel steering system called Super HICAS. This computer controlled system was first used on the R32 GT-R. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS. This generation was no longer considered a "compact" under Japanese legislation that determined the amount of tax liability based on exterior dimensions.
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 and was also available on some ECR33 GTS-25t models; these can be identified by the A-LSD and SLIP lights on the tachometer.
The RB25DE and RB25DET engines also became equipped with NVCS (variable inlet cam phasing). NVCS equipped RB's have a bulge on the front of the cam cover. To celebrate their 40th anniversary, Nissan introduced a very rare 4-door GT-R. Two versions of the 4-door GT-R were available from Nissan's subsidiaries: the first was produced by Autech, and the second was a joint Autech/Nismo project.
An R33 based wagon 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 released with full GT-R running gear, the RB26DETT engine, body kit, 17" BBS style alloys, GT-R instrumentation, and manual transmission.

Models:

HR33 GTS – 2.0 L RB20E SOHC I6, 130 PS (96 kW, 172 N m)

ER33 GTS-25 – 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m)

ENR33 GTS-4 – 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m) 4WD

ECR33 GTS-25t – 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 N m)

1996:

The R33 Skyline (Series 2) continued the concepts introduced in the R32. Driver and Passenger airbags became standard in 1996. 

As a result, pre-1996 models are barred from being imported into various countries for consumer road use as they do not meet the frontal impact standards[citation needed.

 For the RB25DET engine the ignition system was also changed, with the ignition module no longer located on the cam covers and was instead replaced by smart ignition coils (Ignitor built into coil) and ECU. 

The RB25DET turbo was also given a Ceramic 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.

 Later models of the Series 2 also had the option of having an Active-LSD fitted. The R33 ceased production in March 1998 with the 40th Anniversary R33 Series 2.

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). From the R33 onward, all GT-Rs received Brembo brakes.

In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS four-wheel-drive system, and Super HICAS 4-wheel steering.

A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp (298 kW) from a road-tuned version of Nissan's Le Mans engine.A stronger six-speed Getrag gearbox was used.

An R33 GT-R driven by Dirk Schoysman lapped the Nordschleife in less than 8 minutes. Though it was often said to be the first production car to break 8 minutes, the limited run Jaguar XJ220 had already achieved a 7'46" lap.

Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.

Models:
GT-R – 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) 4WD
GT-R LM – 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) FR
NISMO 400R – 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW, 478 N m) 4WD
4Dr.GT-R Autech Version – 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) 4WD

R34:

In May 1998, after sales of the Nissan Skyline plummeted from the release of the R33 chassis the EN34, HR34, ER34 and BNR34 addressed many of the concerns over the change from the R33, with more emphasis on sportiness, and marked the introduction of the more fuel-efficient and environmentally friendly RB25DET NEO engine. Also the front end was re-arranged from the R33 unattractive front end and was aimed more towards the R32 style to draw people back into the "skyline world" . The RB20E engine was discontinued in the R34 base model (GT), and the RB20DE, after last being used in the R32 Skyline, was reintroduced in updated NEO guise. The R34 GT powered by the RB20DE NEO, coupled with a 5-speed gearbox, became the most fuel-efficient straight-6 Skyline to date (of any shape). Carlos Ghosn stated on the release date of the Nissan Skyline R34 that " We hope to win people back with the old school design based around the R32 shell, due to the initial complaints corresponded with the R33 chasis and body" The 5-speed automatic transmission available on some models in the previous two shapes were discontinued. In its place, Nissan produced a 4-speed Tiptronic transmission for all of the automatic versions (Except the base 2.0L, which has a standard 5-speed gearbox). Only the GT-T coupe variant was sold in New Zealand from 2000 and it was the only country besides Japan that sold the R34 GT-T model Skylines new. The Nissan Skyline rivals are the Toyota Supra and the Mazda RX-7.
Models:
GT – 2.0/2.5 L RB20DE NEO I6, 155 ps (114 kW)
25 GT, GT-X, 2.5 L RB25DE NEO I6, 200 ps (147 kW)
GT-V 2.5 L RB25DE NEO I6, 177 kW
GT-FOUR – 2.5 L RB25DE NEO I6, 200 ps (147 kW) 4WD
GT-T – 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 N m)

GT-T:

Standard features include Limited slip differential, Xenon headlights, Rear window wiper, Driver airbag, Front passenger airbag, Anti-lock braking system, Traction control, Front seat belt pre-tensioners, Front seat belt force limiters, Rear seat lap sash belt, Child seat attachment,
Side impact protection bars, Power windows, Central door locking, Steering wheel height adjust, Leather steering wheel, Alloy wheels and Ultraviolet reducing glass.
 Optional features include Front fog lamps, Rear fog lamps, Front spoiler, Rear spoiler, Side airbags, Navigation system, Tinted windows, Sunroof.

GT-R:

The GT-R reappeared in 1999, with a revised chassis and other updates. The R34 turbos received a ball bearing core. The R34 N1 turbos had a metal exhaust wheel,
 and ball bearing center section. A 6-speed Getrag gearbox was used. 
The turbo outlet pipes were changed from cast to formed metal outlets. The intercooler outlet side and rear turbo dump pipe had temperature probes fitted in the V-spec models.
Models: (all 4WD)
GT-R – 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 276)[24]
GT-R V-Spec – Additional aero parts, brake ventilation ducts, diffuser, LSD.
GT-R V-Spec II – As above + carbon fibre hood with NACA duct.
GT-R N1 – Blueprinted N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 45 made)
GT-R M-Spec – Leather interior, softer suspension with "Ripple Control" dampers, heated seats.
GT-R V-Spec II Nür – As above V-Spec II + N1 motor, 300 km/h speedo. (only 750 made)
GT-R M-Spec Nür – As above M-Spec + N1 motor, 300 km/h speedo. (only 253 made)
GT-R NISMO S-tune
GT-R NISMO R-tune
GT-R NISMO Z-tune – 2.8 L (bored and stroked) RB26DETT Z2 twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Only 19 made)


CV35/V35:

The 11th-generation (V35) Nissan Skyline, introduced in June 2001, was based on Nissan's FM platform, shared with the Nissan 350Z. The Nissan Skyline used a front-midship engine (VQ35DE), rear-wheel-drive layout[30] (four-wheel drive was available for the sedan) to achieve a 52%/48% weight distribution. The V35 was the first Skyline made for export to the United States. There it was sold under the company's luxury brand, Infiniti as the Infiniti G35.

The V35 broke with Skyline tradition. There was no straight-6, no turbo, and no GT-R, a decision which extended to all later Skylines. The intention had been for the model to use a different name, a decision reversed by Renault/Nissan CEO Carlos Ghosn.who choose to gear the V35 towards the luxury-sport market. Billing the 350Z as a pure sports car, Nissan put a slightly more powerful VQ35DE in the 350Z, and while the Skyline and the 350Z shared the same platform, the 350Z had additional bracing, under-body aero parts, and weighed 100 kg less.

Japanese tuners mostly ignored the V35 Skyline, the 2006 Tsukuba Super Lap Battle had not a single V35 entrant. Tuners such as Mines, Amuse, Hosaka, Garage Defend, M Speed, Nagisa, MCR, HKS, & Top Secret continued developing R32-R34 GT-Rs as time attack cars. Top Secret did tune a V35, but replaced the VQ35DE with a VK45DE V8 Twin Turbo. Signal USA entered a V35 in Formula D, replacing the VQ35DE with an SR20DET.
Models:

    250GT – 2.5 L VQ25DD V6, 215 PS (158 kW, 270 N m)
    250GT Four – 2.5 L VQ25DD V6, 215 PS (158 kW, 270 Nm) 4WD
    300GT – 3.0 L VQ30DD V6, 260 PS (191 kW, 324 N m)
    350GT-8 – 3.5 L VQ35DE V6, 272 PS (200 kW, 353 N m)
    350GT Coupe – 3.5 L VQ35DE V6, 280 PS (206 kW, 363 N m)

XVL concept (1999):

It is a concept car demonstrating the FR L-class platform. It includes a 3.0L V6 direct-injection gasoline engine, CVT transmission, sedan body.
The vehicle was unveiled in 1999 Tokyo Auto Show.



V36/CV36/J50:

The 12th-generation Skyline appeared on November 20, 2006.
It was first available only as a 4-door sedan in Japan and was also sold in the USA as the 2007 Infiniti G35. It is equipped with either a VQ25HR 2.5 L V6 producing 165 kW or a VQ35HR 3.5 L V6 with 232 kW. The 2.5 L is available with four-wheel drive as well.
On May 13, 2008, Nissan announced that a convertible variant of the Infiniti G37 (U.S. Spec Skyline coupe) will be produced for the 2009 model year.

250GT sedan (DBA-V36, DBA-NV36):

It is a Japanese version of the Infiniti G25 sedan.
Four-wheel drive is standard on 250GT FOUR models (NV36, where N stands for 4WD).
250GT Type S was introduced for 2008 model year.
17-inch wheels are standard for all model ranges, except for the 250GT Type S, which has 18-inch wheels.

350GT sedan:

It is a Japanese version of the Infiniti G35 sedan.
4-wheel active steering is available in Type S and Type SP as option.
370GT coupe (DBA-CKV36):

Introduced in 2007 for the 2008 model year, it is a Japanese version of the Infiniti G37 coupe.
18-inch wheels are used on the base and 370GT Type P cars, while Type S and Type SP cars include 19-inch wheels.
Early models include 370GT, 370GT Type P, 370GT Type S and 370GT Type SP.
370GT sedan (DBA-KV36):

Introduced in 2008 for the 2009 model year, it is a Japanese version of the Infiniti G37 sedan. It replaced the 350GT sedan.
18-inch wheels are standard for all model ranges, except for the 370GT Type P, which has 17-inch wheels

370GT crossover (DBA-J50, DBA-NJ50):

Introduced in 2009, it is based on the Infiniti EX37. The vehicle went on sale in April 2009.
Four-wheel drive is standard on 370GT FOUR models. 18-inch wheels are standard for all model ranges

LANCER EVOLUTION (Facts and Specs)

The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo or evo, is a high-performance sedan manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All use two litre, turbocharged engines and four-wheel drive systems.

The Evolution was originally intended only for Japanese markets, but demand on the "grey import" market led the Evolution series to be offered through Ralliart dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with theirImpreza WRX, a direct competitor in other global regions.

Japanese-spec cars were limited by a gentlemen's agreement to advertise no more than 280 PS (206 kW; 276 hp), a mark already reached by Evolution IV. Therefore, each subsequent version has unofficially evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching an alleged output of around 321 PS (236 kW; 317 hp). Various versions available in other markets, particularly the UK, have official power outputs up to 411 PS (302 kW; 405 hp).

The tenth generation of the Lancer Evolution was launched in Japan 2007, and overseas markets in 2008.

Evolution-I:(First Generation)

The original Lancer Evolution was to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. This engine was also used in the Mitsubishi RVR with the Hyper Sports Gear trim package. The RS was a stripped-down version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) GSR, ready for racing or tuning. The GSR came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 247 PS (182 kW; 244 hp) at 6000 rpm and 309 N·m (228 lb·ft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993. Top speed was 228 km/hour (142 mph)!


Evolution-II:(Second Generation)

The Evolution II was upgraded in December 1993, and was produced until February 1995. 

It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and tyres that were 10 mm (0.4 in) wider.

 This Evolution also has a 50 l (13.2 US gal; 11.0 imp gal) fuel tank. Power output was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models.

Evolution-III:(Third generation)

February 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models.
 New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes.
 New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. 
Improved engine had higher compression ratio than before, and new turbocharger compressor (60 mm to 68 mm), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm.

February 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models.
 New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes.
 New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. 
Improved engine had higher compression ratio than before, and new turbocharger compressor (60 mm to 68 mm), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm.

Evolution IV:(Fourth generation)

The Lancer platform was completely changed in 1996, and along with it the Evolution, which had become extremely popular throughout the world.
 The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR.
 The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear.
 It also came with GLX seats and a choice of either 16" or 17" OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had thinner body panels and glass.
 The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (206 kW; 276 hp) at 6,500 rpm and 330 N·m (243 lb·ft) of torque at 4,000 rpm. Mitsubishi's new Active Yaw Control appeared as a factory option on the GSR model, which used steering, throttle input sensors and g sensors to computer-hydraulically control torque split individually to the rear wheels and as a result the 10000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution V, which would become yet another trademark of the Evolution series.
 This new generation was slightly heavier than previous Evos—the GSR in particular due to the added technology systems—but to counter this the car produced even more power—the weight of the RS being 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb). Much of the technical improvements for this generation were also used in the second generation Mitsubishi RVR sold only in Japan.

Evolution-V:(Fifth Generation)

Many aspects of the car were changed such as:
The interior was upgraded in the GSR version with a better class of Recaro seat.
The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force.
The track was widened by 10 mm (0.4 in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking.
In addition the brake master cylinder bore increased by 0.3 millimetres (0.01 in).
The engine was strengthened in a few areas and the cam duration was increased. 
The pistons were lighter with a smaller skirt area. 
510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ECU was changed to include a flash ROM, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution III and IV.
Furthermore, the turbocharger was again improved. Torque was increased to 373 N·m (275 lb·ft) at 3000 rpm. 
Power officially stayed the same, at 280 PS (206 kW; 276 hp), though some claim horsepower was actually somewhat higher


Evolution-VI:(Sixth Generation)

The Evolution VI's changes mainly focused on cooling and engine durability. 
It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car.
 The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow.
 A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW).
Yet another special edition Evolution VI was released in 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen that had won Mitsubishi four WRC drivers championships.
 It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17" Enkei white wheels, 
a leather Momo steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, 
lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours,
 the Evo VI came in either red (Tommi Mak only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen's rally car's colour scheme.
 This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short.



Evolution-VII:(Seventh Generation)

In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. 
The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. 
The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. 
Torque was increased again to 385 N·m (284 lb·ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp).
The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A.
 Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430 mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all.
 Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.
Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats.
 The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. 
The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.
The 5-speed automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and – buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with 264 PS (194 kW; 260 hp). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X.



Evolution-VIII:(Eighth Generation)

The Evolution VIII was modified again in 2003, this time sporting 17" grey Enkeiwheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (202 kW; 276 hp)(approx. 234 hp to the wheels).
 Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, with an aluminum roof, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17 inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights and head lights.
The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to produce more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic four-wheel drive, to the ACD 5 + Super AYC 6 traction control, and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405 hp (227, 239, 254 and 302 kW), respectively. Although Mitsubishi have not confirmed the fact, it is widely rumoured that the FQ stands for "Fucking Quick".
The FQ400, sold through Ralliart UK, produces 411 PS (302 kW; 405 hp) from its 2.0 L 4G63 engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific outputs per litre of any roadcar engine. With a curb weight of 1,450 kg (3,197 lb), it achieves 0–60 mph in 3.5 seconds, 0–100 mph in 9.1 seconds, 1/4 mile in 12.1 seconds at 117 mph (188 km/h), and a top speed of 175 mph (282 km/h) while costing £48,000. BBC's television series Top Gear demonstrated that the stock FQ-400 could surprisingly keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute and 24.8 seconds, 1.1 seconds slower than the Murciélago's time of 1 minute 23.7 seconds.
In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S.
The Lancer Evolution VIII was also the first Evolution to be sold in the United States,[10] spurred by the success of the Subaru Impreza WRX which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to the Evo X has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evos were also fitted with a 5000rpm limit on launching in 1st gear to protect the drivetrain.
Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 2003–2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hoods. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with a 6-speed transmission, Bilstein shocks, and factory optional BBS wheels.
The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deadening material, map lamps or an anti-lock braking system. All Evo VIII RS models sold in the US have an air conditioning system.



Evolution-IX:(NInth Generation)

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day.
The North American markets saw the model exhibited at the New York International Auto Show the following month. 
The 2.0 L Mitsubishi Sirius engine#4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft).
The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed.
 The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg). The fuel capacity remains the same as the Evo VIII at 14 USgal (53 L).
Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. The times for the quarter miles ranged from 13.4 to 13.7 seconds. 
The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require.
The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. 
Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. 
In an effort to reduce the price increase on the Evolution IX model,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
The US versions of the Lancer Evolution IX did not come with the AYC but the ACD was still present. The drivers can select from three different driving modes, "Tarmac" "Gravel" and "Snow", and the car's computer system relatively promotes the active center differential to change the differential locking which, eventually changes the front/rear power distribution to increase traction, thus providing an optimum driving experience. 
Although the US versions did not come with the AYC, it did come with a rear 1.5way clutch type LSD (limited slip differential)which, limits the slip from both rear wheels causing less traction loss of the rear wheels. The most common setup is the 1.5 way LSD, locking on throttle and partially locking on braking. In racing, Lancer Evolutions are not equipped with AYC or ACD because it is believed that better lap times are achieved by pure driver skill without any computer based assistance systems.
One of the changes from the previous iteration of the Lancer Evolution, was the change in the engine, the new 4G63 came with MIVEC, Mitsubishi's variable valve lifting technology, which drastically improves the fuel consumption by changing the valve timing on the intake cam. The MIVEC system is similar to Honda's i-VTEC system only that it doesn't change valve lift, only intake valve timing.
Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N·m (295 lb·ft) of torque, while the RS and GT produced 407 N·m (300 lb·ft).
RS – "rally sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
MR RS – same as RS with 6-speed Manual Transmission.
GT – revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
GSR – 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).
MR GSR – same as GSR with BBS 17-inch alloy wheels.
MR Tuned by RALLIART – Based on Lancer Evolution VI Tommi Makinen Edition, The Japanese Lancer Evolution IX was exclusively tuned by Mitsubishi Ralliart features the almost same as the civilian Evo IX MR GSR except for Carbon Fiber front lip Spoiler, Official Ralliart livery, Ralliart RA04 17-inch Black forged aluminum wheels.
In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300(296/221), 320(316/236) and 340(336/250) PS(BHP/KW) respectively. 
An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb·ft (492 N·m) at 3200 rpm. 
All four models were designed to run on super unleaded petrol only. The MR FQ-360 was also released in limited numbers (only 200) in the last year of production.
FQ-300, 320, 340 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
FQ-360 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only
MR FQ-360 – New turbo with titanium aluminium alloy turbo fins, Speedline Turini alloy wheels, Privacy Glass, Lowered Eibach Coil springs (10mm at the front/ 5mm at the rear), IX MR interior, super unleaded petrol only
Four models were available in the US. All models used the same 286 hp (213 kW) engine.
Standard – revised 5-speed, standard model
RS – ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior, also no radio
SE – Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
MR – 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, front brake cooling ducts and custom MR badging.
All of the American models are the same in power, but may differ in performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.
To the standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.
The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. Some RS models had the SAYC option, while some did not. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international version. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.




Evolution X:(Tenth Generation)

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X, designed by Omer Halilhodžić at the company's European design centre.
Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).
The Lancer Evolution X sedan features a newly designed 4B11T 2.0L (1998cc) turbocharged, all-aluminium inline-4 GEMA engine. Power and torque depend on the market but all versions will have at least 280 PS (206 kW; 276 hp). (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW).
Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car also has a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations.The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.
It also features Mitsubishi's new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It has replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which was used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. Mitsubishi claims that the five speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.New Lancer Evolution will incorporate Mitsubishi's next generation RISE safety body.
The Evolution X went on sale October 1, 2007 in Japan, January 2008 in the USA, February in Canada (as the first version of Evolution in Canada) and in March 2008 in the UK. The Twin Clutch SST version was available in Japan from November 2007. Europe will follow with sales in May, GSR and MR version included premium Package.
The introduction of the 2010 MR-Touring moved the car even further upscale. Leather and a Moonroof became standard while revising the rear spoiler to just a lip spoiler