Lamborghini

Automobili Lamborghini S.p.A.,commonly referred to as Lamborghini (Italian: [lamborˈɡiːni] ( listen)), is an Italian car manufacturer. The company was founded by manufacturing magnate Ferruccio Lamborghini in 1963, with the objective of producing a refined grand touring car to compete with established offerings from marques such as Ferrari.

The company's first models were released in the mid-1960s, and were noted for their refinement, power and comfort. Lamborghini gained wide acclaim in 1966 for the Miura sports coupé, which established mid-engine design as the standard layout for high-performance cars of the era. After a decade of rapid growth, hard times befell the company in the mid-1970s, as sales plunged in the wake of the 1973 world financial downturn and oil crisis. After going through bankruptcy and three changes in ownership, Lamborghini came under the corporate umbrella of the Chrysler Corporation in 1987. The American company failed to return the automaker to profitability and sold it to Indonesian interests in 1994. Lamborghini's lack of success continued through the 1990s, until the company was sold in 1998 to Audi, a subsidiary of the Volkswagen Group (a German automotive concern). Audi's ownership marked the beginning of a period of stability and increased productivity for Lamborghini, with sales increasing nearly tenfold over the course of the 2000s, peaking in record sales in 2007 and 2008. The world financial crisis in the late 2000s negatively affected luxury car makers worldwide, and saw Lamborghini's sales drop back to pre-2006 levels.

Assembly of Lamborghini cars continues to take place at the automaker's ancestral home in Sant'Agata Bolognese, where engine and automobile production lines run side-by-side at the company's single factory. The company produces only two models, the V10-powered Gallardo and the V12-powered Aventador, in a variety of body styles, trim levels, and limited-production editions. Fewer than 3,000 cars roll off the production line each year.

Origin:

Automobili Lamborghini was founded by Ferruccio Lamborghini, the child of viticulturists from the comune (township) of Renazzo di Cento, Province of Ferrara, in the Emilia-Romagna region of Northern Italy. After serving as a mechanic in the Regia Aeronautica during World War II, Lamborghini went into business building tractors out of leftover military hardware from the war effort. By the mid-1950s, Lamborghini's tractor company, Lamborghini Trattori S.p.A., had become one of the largest agricultural equipment manufacturers in the country. He was also the owner of a successful gas heater and air conditioning manufacturer.

Lamborghini's wealth allowed him to cultivate a childhood interest in cars, owning a number of luxury automobiles including Alfa Romeos, Lancias, Maseratis, and a Mercedes Benz. He purchased his first Ferrari, a 250GT, in 1958, and went on to own several more. Lamborghini was fond of the Ferraris, but considered them too noisy and rough to be proper road cars, likening them to repurposed track cars. When Lamborghini discovered that the clutch on his Ferrari was broken, and actually was the same clutch that he used on his tractors, Lamborghini went to Ferrari and asked for a better replacement. Ferrari responded, saying that he was just a little tractor maker, and could not know anything about sports cars. Lamborghini decided to pursue an automobile manufacturing venture with the goal of bringing to life his vision of a perfect grand tourer.

Early Era 1960's:

Prior to founding his company, Lamborghini had commissioned the engineering firm Società Autostar to design a V12 engine for use in his new cars.
Lamborghini wanted the engine to have a similar displacement to Ferrari's 3-litre V12; however,
he wanted the engine to be designed purely for road use, in contrast to the modified racing engines used by Ferrari in its road cars.
Autostar was led by Giotto Bizzarrini, a member of the "Gang of Five" of Ferrari engineers, who had been responsible for creating the famous Ferrari 250 GTO,
but left the company in 1961 after founder Enzo Ferrari announced his intention to reorganize the engineering staff. The engine Bizzarrini designed for Lamborghini had a displacement of 3.5 litres, a 9.5:1 compression ratio, and a maximum output of 360 bhp at 9800 rpm. Lamborghini was displeased with the engine's high revolutions and dry-sump lubrication system,
both characteristic of the racing engines he specifically did not wish to use; when Bizzarrini refused to change the engine's design to make it more "well-mannered", Lamborghini refused to pay the agreed-upon fee of 4.5 million Italian lire (plus a bonus for every unit of brake horsepower the engine could produce over the equivalent Ferrari engine).
Lamborghini did not fully compensate the designer until ordered to do so by the courts.
The first Lamborghini chassis design was created by Italian chassis engineer Gian Paolo Dallara of Ferrari and Maserati fame,
together with a team that included Paolo Stanzani (then a recent college graduate) and Bob Wallace (a New Zealander who was known at Maserati for his keen sense of chassis handling and excellent feedback and developmental skills).
The body was styled by the then-relatively unknown designer Franco Scaglione, who was selected by Ferruccio Lamborghini after passing over highly regarded names including Vignale, Ghia, Bertone, and Pininfarina.

The Lamborghini 350GTV was designed and built in only four months, in time for an October unveiling at the 1963 Turin Motor Show.
Due to the ongoing disagreement with engine designer Giotto Bizzarrini, a working powerplant was not available for the prototype car in time for the show.
The Lamborghini 350GTV was designed and built in only four months, in time for an October unveiling at the 1963 Turin Motor Show.
Due to the ongoing disagreement with engine designer Giotto Bizzarrini, a working powerplant was not available for the prototype car in time for the show.
The car went on display in Turin without an engine under its hood;
according to lore, Ferruccio Lamborghini had the engine bay filled with bricks so that the car would sit at an appropriate height above the ground, and made sure that the bonnet stayed closed to hide the missing engine.The motoring press gave the 350GTV a warm response.

Despite the favorable press reviews of the 350GTV, Ferruccio Lamborghini decided to rework the car for production.
The production model, which would be called the 350GT, was restyled by Carrozzeria Touring of Milan, and a new chassis was constructed in-house.
Bizzarrini's V12 engine would be detuned for mass production, developing only 280 hp (210 kW) rather than the designer's intended 360 hp (270 kW).
The completed design debuted at the 1964 Geneva Motor Show, once again garnering positive reviews from the press. Production began shortly afterwards, and by the end of the year, cars had been built for 13 customers; Lamborghini sold each car at a loss in order to keep prices competitive with Ferrari's. The 350GT remained in production for a further two years, with a total of 120 cars sold

1965–1966:

In 1965, Gian Paolo Dallara made improvements to the Bizzarrini V12, increasing its displacement to 3.9 litres, and its power output to 320 hp (240 kW) at 6,500 rpm. The engine was first installed in the 400GT, essentially a 350GT with the larger engine. At the 1966 Geneva Auto Show, Lamborghini debuted the 400GT 2+2, a stretched revision of the 350GT/400GT that featured 2+2 seating and other minor updates. The 400GT 2+2, like its predecessors, was well received by the motoring press. The revenue from sales of the 2+2 allowed Lamborghini to increase the labour force at his factory to 170 employees, and expand services offered to Lamborghini customers.
During 1965, Dallara, Stanzani, and Wallace invested their personal time into the development of a prototype car that they envisioned as a road car with racing pedigree, capable of winning on the track as well as being driven on the road by enthusiasts.They hoped to sway Ferruccio Lamborghini away from the opinion that such a car would be too expensive and distract from the company's focus. When finally brought aboard, Lamborghini allowed his engineers to go ahead, deciding that the car, known as the P400, would be useful as a potential marketing tool, if nothing more.

The car's rolling chassis, featuring an unusual transversely mounted mid-engine layout, was displayed at the Turin Salon in 1965, impressing showgoers. A version with bodywork styled by Bertone was finished only days before its debut at the 1966 Geneva motor show. As had happened three years earlier at the debut of the 350GTV, an ill-fitting engine meant the prototype's engine bay was filled with ballast, and the hood kept locked. The favorable reaction to the P400 at Geneva led Lamborghini to slate the car for production by 1967, under the name Miura. The Miura's layout and styling would become the standard for mid-engine two-seat high-performance sports cars, a trend that continues today.
Lamborghini now had an offering that positioned the fledgling automaker as a leader in the world of supercars, while the 400GT was the sophisticated road car that Ferruccio Lamborghini had long desired to build. By end of 1966, the workforce at the Sant'Agata factory had expanded to 300, and enough deposits were made by prospective buyers to begin final development on the Miura in 1967. The first four cars produced were kept at the factory, where Bob Wallace continued to improve and refine the car. By December, 108 cars had been delivered.

1967–1968:

Production of the 400GT continued,with Ferruccio Lamborghini seeking to replace the four-year-old design. Lamborghini commissioned Touring,
which had styled the 350GT and original 400GT, to design a possible replacement based on the same chassis.
Touring's 400 GT Flying Star II did not win Lamborghini's approval. Giorgio Neri and Luciano Bonacini, of Neri and Bonacini coachbuilders in Modena produced their own design, the 400GT Monza, which was rejected as well. Facing mounting financial difficulties, Touring would close its doors later that year.

Ferruccio Lamborghini turned to Bertone designer Mario Marazzi, who had formerly worked at Touring. Together with Lamborghini's engineers, he created a four-seater named the Marzal. The car rode on a stretched Miura chassis, and was powered by an in-line six-cylinder that was made from one-half of Lamborghini's V12 design. Despite an innovative design that featured gullwing doors and enormous glass windows, Lamborghini rejected the design. Eventually, a toned-down version became the Islero 400GT. While the car was not the full four-seater that he desired, Ferruccio Lamborghini thought the car represented a well-developed gran turismo product. It failed to attract buyers, with only 125 cars produced between 1968 and 1969.

New versions of the Miura arrived in 1968; the Miura P400 S (more commonly known as the Miura S) featured a stiffened chassis and more power, with the V12 developing 370 bhp at 7000 rpm. At the 1968 Brussels auto show, the automaker unveiled the Miura P400 Roadster (more commonly the Miura Spider), an open-top version of the coupé. Gandini, by now effectively the head of design at Bertone, had paid great attention to the details, particularly the problems of wind buffeting and noise insulation inherent to a roadster. For all of Gandini's hard work, Sgarzi was forced to turn potential buyers away, as Lamborghini and Bertone were unable to reach a consensus on the size of a theoretical roadster production run.
The Miura Spider was sold off to an American metal alloy supplier, who wanted to use it as a marketing device. 1968 was a positive time for all of Ferruccio's businesses, and Automobili delivered 353 cars over the course of the year.

HUMMER (The Fact File)

Hummer was a brand of trucks and SUVs, first marketed in 1992 when AM General began selling a civilian version of the M998 Humvee. In 1998, General Motors (GM) purchased the brand name and marketed three vehicles: the original Hummer H1, based on the Humvee; and the H2 and H3 models that were based on smaller, civilian-market GM platforms.
By 2008, Hummer's viability in the economic downturn was being questioned, and it was placed under review by GM management. Rather than being transferred to Motors Liquidation Company as part of the GM bankruptcy in 2009, the brand was retained by GM, in order to investigate its sale.
In 2009, a Chinese manufacturer, Sichuan Tengzhong Heavy Industrial Machinery Company, announced that it would acquire Hummer, pending government approvals, but later withdrew its bid.On February 24, 2010, Reuters reported that the Chinese ministry of commerce had prevented the deal, although a ministry spokesperson denied rejecting the application, which had been stalled for eight months. At the end of February, General Motors announced it would begin dismantling the Hummer brand.
Although the automaker announced two days later that it had been approached with new offers,by April 2010, any sale became unlikely, as inventory was depleted and Hummer dealerships began shutting down. After filling a rental-car fleet order, the last Hummer H3 rolled off the line at Shreveport on May 24, 2010.

Origin:

The original Hummers were first designed and built by AM General Corporation, which was formerly AMC-Jeep's General Products division, in its Mishawaka, Indiana, assembly plant. The vehicles were created under a contract for the United States armed forces. The first model, the Humvee, was built in a variety of military-based equipment and versions. The US$1.2 billion contract won by AM General in 1983 was to produce 55,000 Humvees by 1985, which was later increased by 15,000 additional units.
AM General had planned to sell a civilian version of the Humvee as far back as the late 1980s. Having the same structure and most mechanical components, the civilian Hummers were finished in automotive gloss paint, adding passenger car enhancements such as air conditioning, sound insulation, upgraded upholstery, stereo systems, wood trim, and convenience packages.The civilian model began in part because of the persistence of Arnold Schwarzenegger, who saw an Army convoy while filming a movie.
In 1990, two matching white Humvees were driven from London to Beijing over the rough roads of central Soviet Union. The Hummers made the trip with ease, for they were built to drive on off-road terrain. The highlights of this journey were broadcast in the United States on ESPN. This publicity would pale in comparison to the attention that the Humvee received for its service in Gulf War Operation: Desert Storm, the following year.Also, a privately-owned Humvee was modified into the first Snow-Vee, including the addition of caterpillar tracks, a new rear compartment and a new engine. This vehicle was designed for use in and just below the Arctic Circle, and the Antarctic.
In 1992, AM General began selling a civilian version of the M998 Humvee vehicle to the public under the brand name "Hummer".

GM Purchase:

In December 1999, AM General sold the brand name to General Motors, but continued to manufacture the vehicles.GM was responsible for the marketing and distribution of all Hummers produced by AM General. Shortly thereafter, GM introduced two of its own design models, the H2 and H3, and renamed the original vehicle H1. AM General continued to build the H1 until it was discontinued in 2006,and was contracted by GM to produce the H2. The H3 was built in Shreveport, LA alongside the Chevrolet Colorado and GMC Canyon pickups, with which it shared the GMT-355 platform (modified and designated GMT-345). Hummer dealership buildings featured an over sized half Quonset Hut style roof, themed to the Hummer brand's military origins.
By 2006, the Hummer began to be exported and sold through importers and distributors in 33 countries.On October 10, 2006, GM began producing the Hummer H3 at its Port Elizabeth plant in South Africa for international markets.The Hummers built there at first were only left-hand drive, but right-hand drive versions were added and exported to Australia and other markets.
The H2 was also assembled in Kaliningrad, Russia, by Avtotor, starting in 2006 and ending in 2009. The plant produced a few hundred vehicles annually, and its output was limited to local consumption with five dealers in Russia.
On June 3, 2008, one day prior to GM's annual shareholder meeting, Rick Wagoner, GM's CEO at that time, said the brand was being reviewed, and had the possibility of either being sold, having the production line completely redesigned, or being discontinued.This was due to the decreasing demand for large SUVs as a result of higher oil prices. Almost immediately after the announcement, a pair of Indian automakers, including Mahindra & Mahindra, expressed interest in purchasing all or part of Hummer.
GM President Fritz Henderson stated several interested parties approached GM regarding the Hummer business. On April 5, 2009, Société de Participation Financière Eidos Canada Inc. (Eidos) made an unsolicited bid for Hummer.


Models:

Hummer H1:

The first vehicle in the Hummer range was the Hummer H1, based on the Humvee.
Originally released in 1992, this vehicle was designed by American Motors' AM General subsidiary for the U.S. Military.
Five years previously, AMC had been bought by Chrysler.


Hummer H2:

The Hummer H2 was the second vehicle in the Hummer range. There were two variations: The H2 SUV and H2 SUT..


Hummer H3:

The H3 and H3T truck were the smallest of the Hummer models and were based on the GMT355 platform shared with the Chevrolet Colorado and GMC Canyon compact pickup trucks.


Hummer concept car:

The Hummer HX was developed in 2008 as an open-air, two-door off-road concept car, smaller than other Hummer models.

NISSAN 350Z

The Nissan 350Z (known as Nissan Fairlady Z Z33 in Japan) is a two seat sports car that was manufactured by Nissan from 2003 to 2009 and marks the fifth generation (codename: Z33) of Nissan's Z-car line.The 350Z entered production in late 2002 and was sold and marketed as a 2003 model. The first year there was only a coupe, as the roadster did not debut until the following year.
Initially, the coupe came in base, Enthusiast, Performance, Touring and Track versions, while the roadster was limited to Enthusiast and Touring trim levels. The Track trim came with lightweight wheels and Brembo brakes, but its suspension tuning was the same as all other coupes.The Nissan 350Z has been succeeded by the 370Z for the 2009 model year.


PREPRODUCTION MODELS:
240z concept(1999):

Nissan unveiled the 240Z concept car at the 1999 North American International Auto Show, then later at the Los Angeles Auto Expo.
The concept was designed by Ajay Panchal of Nissan's California design studio. Clearly a throwback to the original, it was a bright orange two-seater with classic swept-back styling. In addition, it was fully functional, with the 2.4-liter 4-cylinder KA24DE engine from the Nissan Altima featuring 200 bhp (150 kW) and 180 lb·ft (244 N·m) of torque. The designers used an original 240Z to provide inspiration and the concept was created in only 12 weeks.
 Unfortunately critics said "it would be cool but get a new model."
The running concept, featuring a 4-cylinder engine compared to the Z-car's traditional 6-cylinder engine, was eventually thought a less than a worthy successor to the line.


SPECIAL EDITIONS:
TYPE E (2004):

A limited run (only 5 units) called the Type E was produced in Japan in order to meet homologation requirements to compete in the Super GT series. The Type-E featured a longer nose and rear overhang as well as a few extra aerodynamic aids.
Engine is rated at 206 kW (280 PS) @ 6200 rpm, 363 N·m (37.0 kgf·m) @ 4800 rpm.

NISMO EDITIONS:
Police edition:

A NISMO version of the Z33 was also used by Tochigi Prefecture police force.

NISMO 350Z (2007–2008):

This edition of the 350Z Coupé debuted in New York International Auto Show on 2007-04-04. This version featured the same engine as the regular 350Z (VQ35HR) with 6-speed manual transmission only. The car featured NISMO aerodynamics package based on the Super GT championship car, which included an aggressive front fascia with chin spoiler, side skirts, an extended rear fascia with under body diffuser and a rear wing. The car also had NISMO-tuned independent multi-link suspension, Brembo brakes with four-piston front and two-piston rear calipers (with 12.8-inch (330 mm) front and 12.7-inch (320 mm) rear rotors) and NISMO-branded gunmetal grey RAYS alloy wheels (18x9-inch front and 19x10-inch rear with 245/40WR18 front, 265/35WR19 rear Bridgestone Potenza RE050A tires), and NISMO-branded tuned exhaust. All Nismo versions are "Ready For Track" with the safety equipment in it.

The NISMO 350Z went on sale in the USA in July 2007 at Nissan dealers. 1607 were produced for the 2007 and 2008 model years, and it was assumed that if there was a greater demand, more would be produced, limited to 10% of all 350Z sales. The NISMO model 350Z had a manufacturer's suggested retail price of $38,070 for the 2007 model year.

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