The Nissan Skyline: The Era Of Godzilla (R32, R33 and R34)

The R32 Skyline GT-R hit the scene at a pinnacle moment in the automotive timeline. It was the end of the 1980s and the cosmic tumblers had aligned, bringing electronic fuel injection, turbocharging, and an emerging aftermarket tuning scene together. The R32 was in the center of the action… on the streets and tracks of Japan where it stole the hearts of enthusiasts and broke the hearts of drivers racing against it. The R32 set the bar high for the Skyline GT-Rs that followed. Today, the R32, R33, and R34 GT-Rs are among the most collectible cars from the increasingly popular JDM segment.

R32 – “Godzilla”, 1989-’94

The ultimate, rawest iteration of the GT-R moniker, the R32 is the one everybody wants. The halo car in the first Sony Gran Turismo PlayStation game, a dominating motorsport heritage, and a street cred that’s beyond reproach, the R32 is highly collectible and easy to find. The eighth generation of the Skyline signaled the return of the GT-R badge after a 16-year hiatus… it proved worth the wait. 

The R32 GT-R is motivated by the specially designed RB26DETT 2.6-liter inline-six DOHC twin-turbo engine, an advanced ATTESA E-TS electronically controlled torque split all-wheel-drive system, and HICAS (High Capacity Actively Controlled Steering), an innovative rear wheel steering system.

The RB26 features an iron block with an aluminum dual overhead cam head, sodium-filled exhaust valves, solid lifters, a six-pack of individual throttle bodies, twin parallel turbochargers (each being fed by three cylinders), and oil-cooled pistons. Its 73.7mm stroke and 86mm bore achieves a displacement of 2,568cc, aligning perfectly with the Group A regulations for forced induction engines. Its short-stroke design delivered the high-revving, low-torque characteristics that are ideal for competitive racing. Stock boost was .7 bar, or 10 psi.

On the home front in the Japan Touring Car (JTC) Championship series, the R32 was unbeatable, securing consecutive championships and winning every JTC event for four straight seasons, totaling 29 victories in a row. During the first two years, two teams dominated: Hoshino Racing/Team Impul with the iconic Calsonic #12, and Hasemi Motorsports. These two teams split the R32 championships, with Hoshino claiming the title in 1990 and 1993, while Hasemi took home the title in 1991 and 1992. Remarkably, these two teams were responsible for 22 of the 29 consecutive victories. Looking more globally, the R32 dominated in the Land Down Under, winning the Australian Touring Car Championship and the legendary Bathurst 1000 endurance race in 1991 and 1992. The 1991 win set a race record time that stood for 19 years. Staggered by the R32s dominance, the Australian motoring press dubbed the R32 “Godzilla” and the name stuck.

Points of concern for road-going GT-Rs include OE oil pump shortcomings, boosting up the stock turbos, weak headlights, a finicky HICAS steering system, small brake rotors because of JTC rules, and leaky ABS distribution blocks.

In early GT-Rs the stock oil pump was prone to oil cavitation at prolonged higher engine speeds. The fix is installing an N1 upgraded OE replacement pump that produces higher volume and more oil pressure. The ceramic turbine wheels on the GT-R’s stock T28s tend to come apart if boosted, with 14 psi being the red line in the sand. The Nissan’s HICAS steering is known for pump problems, with many owners installing HICAS Eliminator Kits and going on their way. The GT-R was fitted with 16-inch wheels and small-diameter rotors to meet JTC regulations, so a lot of owners put big-brake kits on their wish list. The seals in the car’s ABS distribution block, which is a touch archaic itself, tend to fail over time due to under hood heat cycling. 

As far as rust is concerned, it appears on the quarter panels near the rear wheels and at the top of the rear wheel wells, often showing as paint bubbling. The aluminum front fenders may corrode around their steel bolts. The C-pillar base on the quarter panel is another corrosion hotspot, especially if the rear glass weatherstripping shrinks, allowing water to pool and rust the area around the pillar. Replacing all side and rear glass weather stripping costs around $1,200, so many owners skip it.

In 1991 the GT-R was updated with the addition of door bars (110 pounds), modified headlight projectors, and the oil pump drive was widened to address oil starvation concerns. 

There was a total of 5,003 GT-Rs built in 1989 and 43,937 over the entire R32 production run. More than half of these were KH2 Gun Grey Metallic, code 326 Crystal White was next popular at 22%, then 732 Black Pearl Metallic at 14%, AH3 Red Pearl Metallic at 6%, KG1 Spark Silver at 4%, TH1 Dark Blue Pearl at 3%, and the rarest and highly sought after R32 GT-R color was Greyish Blue Pearl, BL0, at 0.32%, or 141 examples produced. The current average price on classic.com for a R32 Skyline GT-R’s is $55,000 with low-mileage and properly sorted examples on the upside of the average. But wait, there’s more… Nissan produced some attractive special editions that up the ante considerably.

Nismo Edition: 3/11/1990

These are the cars Nissan produced specifically for homologation into Group A racing. They built 560 examples: 500 for dealership showrooms, 60 for motorsports competition. They are all KH2 Gun Grey Metallic in color and don’t look like anything special. Nismo Editions had two ducts grafted into the front bumper, no mesh covering the intercooler, a lip spoiler, and an additional trunk spoiler. Under the hood the ABS was deleted, and the turbos were upgraded to T04B units. Nismos rarely pop up at auction, but when they do, you’ll need a fat wallet; examples have traded hands for between $90,000 and $140,000, with real race cars checking at $200,000-and-up depending on pedigree.

V-Spec: 2/3/1993

The higher-performing GT-R V-Spec (Victory Specification) saw 1,453 units produced, along with 64 of the rare N1 V-Specs. V-Spec models, a celebration of the GT-R’s triumphs in Group A and Group N competition, feature a “B” on the blue plate, modified transmission synchronizers, Brembo brakes, 17×8-inch BBS wheels, and an upgraded clutch. Nissan removed cooling fins from the rear differential cover and fitted larger brake rotors—12.8 inches in the front and 11.8 inches in the rear.  There were only 1,396 V-Specs built and the classic.com average is $43,000 based on only four transactions. N1 versions can fetch nearly $150,000.

V-Spec II: 2/1/1994

In early 1994, Nissan introduced the GT-R V-Spec II, identifiable by an “8” on the blue plate. This model increased tire size to 245/45-17. Production was limited, with only 1,303 V-Spec IIs built, including 63 in the N1 spec. Due to their rarity and upgraded performance classic.com has an average price for a V-Spec II at $124,000 with N1 versions topping $200,000.

According to gtrusablog.com, total R32 Skyline (all variants) production in the five-plus-year model run checked in at 313,491 units, consequently more-pedestrian models can be had at reasonable prices. The most promising of these is the GTS-t, a rear-driver powered by a 212-horse RB20DET engine. This is a drift-able, less complex car that features a five-year moving average of $21,221 on classic.com.

R33 – The Underrated, 1995-’98

The rear of R33 can be identified by its tightly packaged, same-size round taillights. The R32 has same-size round lenses, but a reverse light is between them. The R33 GT-R’s reverse light is below the brake lights… emitting sort of a Minecraft face effect. The R33 is larger and heavier than the R32.

Under the hood, the RB26DETT remains steadfast, receiving a slight bump in boost from .7 bar/10 psi to .8 bar/11-12 psi, but remained otherwise the same as the R32. Unfortunately, the fragile ceramic turbine wheels were also retained.

Nissan followed the R32’s Victory Specification gameplan in the R33: 17-inch wheels and suspension tweaks. Unfortunately, those similarities weren’t shared with the driveline.

The R33 V-Spec was used to debut Nissan’s active limited-slip differential (A-LSD), a rear differential lock system that engages progressively based on throttle input. When the throttle is off, the differential remains open, aiding in smooth and effortless cornering. As throttle is applied, the A-LSD incrementally locks the differential, enhancing traction and stability by directing power evenly to both rear wheels. This feature is often mistaken for torque vectoring, but unlike torque vectoring, it doesn’t distribute torque independently across the rear wheels. Instead, it operates as a straightforward lockup, simply adjusting between open and locked states depending on throttle position to optimize control. Nissan produced 6,567 V-Specs.

There were several other special editions offered, including the V-Spec N1 (Production: 87) a homologation special with no air conditioning, ABS, sound system, rear wiper, or trunk carpet. The LM Limited (1996-97, Production: 86) and V-Spec LM Limited (1996-97, Production: 102) are celebrations of Nissan’s participation in the 24 Hour of Le Mans and were only made in Champion Blue. The car features an N1 carbon fiber rear spoiler, N1 bonnet lip, N1 front ducts, Brembo brakes, and the A-LSD.

Autech R33s (1998, Production 416) are 40^th anniversary editions built by Nissan tuning partner Autech. They are basically a four-door V-Spec and to some degree are said to be reminiscent of the Hakosuka GT-Rs. The Nismo 400R (Production: 44) has been tuned to 400 horsepower and features 50mm over-fenders, 18-inch wheels, sits lower, rides on a race-spec suspension, and flexes numerous aerodynamic upgrades.

Rust is a constant nemesis… Japan is an island, after all. It is wise to check the inner fender, undercarriage, and trunk, both upon purchase and as a regular maintenance procedure. R33s can leak through the right taillamp assemblies, so keep a keen eye on them. Other areas of concern are coil packs, which can be swapped out for Splitfire coils at a reasonable cost.

Gone is the domination of HK2-hued R32s. White is the most common color for R33 GT-Rs. AR2 Active Red and KH3 Gloss Black Pearl, on the other hand, are genuinely rare and in high demand among collectors, and finding an R33 in either shade usually commands a significant premium.

The R33 generation has substantially less GT-R production at 16,668 units, compared to its predecessor’s 43,937 total. Only 9,299 of those were standard GT-Rs. The rest were made up of limited-edition models. Classic.com has a three-year running average of $62,173 for standard-issue R33 GT-Rs, with V-Specs and Autechs transacting for $65,000 to $80,000. V-Spec N1s, LM Limiteds, and V-Spec LM Limiteds garner $130,000 to $180,000, while Nismo 400s go for $1.8 to $2.2 million.

Skyline sub-models like the GTS, GTS25, and GTS-T are the under-the-radar models with the GTS25-T being the most performance-minded of the group. It was offered in both coupe and sedan body styles, powered by the still-impressive and quite tunable 247-horse RB25DET engine. Power was directed to the rear wheels via a five-speed manual transmission for a more engaging driving experience or a four-speed automatic for convenience. Classic.com’s five-year moving average is $25,115. 

R34 – The Furious, 1999-2002

Popular on the silver screen, popular in the collector community. The Fast & Furious movie franchise lit a fuse and sent R34 prices skyrocketing deep into the six-digit realm. Production of the R34 GT-R ended in 2002, with 3,977 examples built. Its five-year running average on classic.com is $134,545. This low output is misleading because Nissan got a case of limited-edition fever and released several exclusive GT-R-centric models. 

V-Spec I: 1999-2000

Like its predecessors the R34 V-Spec I, introduced in 1999, offered a host of mechanical and aesthetic enhancements over the base model. Key features included Nissan’s advanced ATTESA E-TS Pro all-wheel-drive system and A-LSD that delivers exceptional handling and traction. Other updates included a stiffer suspension setup for improved cornering performance, as well as aerodynamic additions such as a rear diffuser, front splitters, and side splitters to optimize airflow and high-speed stability. 

Production of the V-Spec I ended in 2000, as the torch was passed to the V-Spec II. In total, 4,289 units of the V-Spec I were produced, making it a highly sought-after model among enthusiasts and collectors. Its five-year running average on classic.com is $180,761.

V-Spec II: 2000-2002

The V-Spec II kept the upgrades coming with larger brake rotors for better stopping power, a carbon fiber hood featuring a NACA duct to improve airflow and reduce weight, and a more rigid suspension for even more precise handling and cornering capabilities. The V-Spec II also featured some aesthetic changes, such as different turn signal lenses, a sleek black cloth interior, and aluminum pedals for a sportier look and feel. Production of the V-Spec II totaled only 1,855 units, making it a rare and highly prized model among car enthusiasts and collectors, hence its lavish $242,869 five-year running average on classic.com.

M-Spec Nür/V-Spec Nür: 2002

The M-Spec Nür and V-Spec II Nür were the final limited-production variants of the R34 GT-R. They were introduced as a tribute to the car’s success and legacy at the Nürburgring racetrack, where much of the R34’s development took place. These models were offered in both M-Spec and V-Spec II trims, with some notable differences between them.

The M-Spec Nür was designed to focus more on comfort and refinement while still maintaining high performance. It featured a revised suspension, including a stiffer rear sway bar and “ripple control” dampers for improved handling, along with an aluminum hood to reduce weight. The interior was upgraded with luxurious leather upholstery, making it the more comfort-oriented option of the two. Nissan produced 285 M-Spec Nür models.

The V-Spec II Nür, on the other hand, was more focused on track performance. It was equipped with a carbon fiber hood and featured an even more aggressive suspension setup for improved handling. The interior was more utilitarian, with a cloth seats and other elements intended to minimize weight. Only 718 V-Spec Nür models were produced.

Both models were powered by RB26DETTs with larger turbochargers that allowed for greater boost, increasing output to the 330-horsepower range. The engine was backed by a six-speed manual transmission. These Nür models enjoy an extravagant $391,001 five-year running average on classic.com.

The most popular R34 GT-R colors are TV2 Bayside Blue and CM1 White both at 25% and GV1 Black Pearl at 12%. The rare colors are AR2 Active Red at 1%, LXD Midnight Purple III 1.7% and the darker LV4 Midnight Purple II at 2.99%.

As fast as the Skyline is, they should also be respected for their longevity. Look at the RB26 engine’s impressive fourteen-year model year run with virtually the same specs since 1989. It’s a testament to how far ahead of the curve, and the competition, the engine was.

The Skyline market is strong and getting stronger. It’s a “something for everyone” proposition. Strictly collector types have a cornucopia of special editions to choose from. Enthusiasts can live the dream with a driver-spec example or build a crazy project with one of the Skyline sub-models. As always mileage, condition, options, and trends in the marketplace will play major roles in determining the car’s price. Pace yourself, perform proper due diligence, and be ready to pull the trigger when those cosmic tumblers align for you.

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