Performance Stats & Vehicle information

Honda Civic Type R

There were initially 2 unofficial versions of the 'Type R' - the 1991 EF9 (EF8 - Civic CRX) SiR and the 1992 EG6 SiR II. The former is the first Civic ever to utilise the venerable B16 engine and the renowned helical LSD, with a stripped out interior devoid of luxuries such as power windows and power steering. Another first was the employment of the four wheel double wishbone independent suspension, which gave this sub-1000kg Civic highly adjustable handling on the limit. This inaugural top-of-the range Civic marked Honda's successes in Formula One, with multiple Constructors' Championships with the Marlboro McLaren team. The latter EG6 SiR II sang the same luxury-free tune, with a 10hp hike for the B16 engine and a marginally stiffer chassis, better brakes and an updated nineties facade - this time round, the curb weight tipped the scales at just over a ton.

The Civic Type R was officially introduced in Japan in 1997, as an EK9-chassis hatchback, and shared many characteristics with the Integra Type R such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front limited-slip differential, close ratio gearbox etc. The EK9 B16B engine boasted one of the highest power output per litre of all time for a NA engine at 185ps from a 1.6L sump, which is greater than that of a Ferrari 360 Modena. With a strategically seam welded monocoque chassis, this 3 door hatch gave many competitors with larger price tags, bigger engines and/or more gadgetry a good run for their money. However, this generation of the Civic Type R was not marketed by Honda outside of Japan.

(Note: the EK generation SiR III was released as a mainstream 170ps Civic (EK4) that was available worldwide, and was immensely popular due to its relatively low cost and high performance from both engine and chassis even without the high end treatment such as LSD, close ratio gearbox, race interiors and seam welding.

In 2001 Honda introduced the next generation of the Civic Type R (EP3) as a unique 3 door hatchback to the UK market, which was manufactured in Swindon, England. This later EDM Civic Type R features a 197hp 2.0L i-VTEC engine (K20A) and the regular Type R treatment of seam welding, close ratio transmission and uprated brakes, but does not include some of the other higher-end features, such as the helical LSD and Recaro race-seats, that were standard in the previous generation. This however, does not pertain to the JDM version of the EP3 (which is also manufactured in Swindon, but shipped to Japan only for some high end fettling), which retains the highly renowned helical LSD similar to that of the EK9. Other differences include more track-oriented chassis and undercarriage settings as compared to the EDM, as well as a 215ps engine with different camshafts and ECU programming.

Honda Integra Type R

The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra.

The Type R's B18C5 engine contained more key differences than just some manual assembly steps and an increased redline. The B16A's cylinder head returned, with differently shaped combustion chambers and intake ports compared to the regular B18C in the GS-R. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A retuned engine computer also contributed to improve power output.

The transmission was upgraded with lower and closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. The North American version retained the same 4.4 final drive throughout the Type R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing. The GS-R's open differential was replaced with a torque-sensing limited slip type.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. "Performance rods", chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. The front strut tower bar was replaced with a stronger aluminum piece. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. The Type R's body also received a new functional rear spoiler, body-colored rocker panels, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 "summer" tires.

The Type R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. The rear anti-roll bar diameter was increased to 22 mm in diameter. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.

The interior was stripped down to reduce weight. The air conditioning system was removed in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn't mind. 301,103 Integras were sold from 1994 to 2001

Mazda RX-7

The third and final generation of the RX-7, FD, was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 hp (190 kW) in 1993 and finally 280 ps (276 hp, 208 kW, the Japanese manufacturers' gentlemen's agreement on engine power) by the time production ended in Japan in 2002.

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was comprised of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi (70 kPa). The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

Recently, Mazda has revived the rotary engine in the form of the RX-8. It produces approximately 232HP naturally aspirated (the FD3S produces 255hp stock with two Hitachi turbochargers), while the Japanese market version produces around 250HP.

Mitsubishi Lancer Evoloution

The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo or simply Evo, is car manufactured by Mitsubishi Motors. There have been ten versions to date, and the numerical designation of the model is most commonly a roman numeral. All of them share a two litre, turbocharged engine and four-wheel drive system in common. Evolution models prior to version V were the officially-approved models for Mitsubishi's efforts in the World Rally Championship's Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer. However, it is much more powerful than the standard Lancer, with the unibody being the only major part in common between the two.

The Evolution was originally intended only for Japanese markets but demand on the 'grey import' market led the Evolution series to be offered through limited type-approval in the United Kingdom and in various European markets from around 1998 (Evolution V-VI).[citation needed] Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.[citation needed] The current 2006 Evolution (US market) includes a turbocharged 286 hp (213 kW) inline four-cylinder engine and a full-time all wheel drive powertrain. Variable valve timing is an Evolution first in 2006, coming in the form of MIVEC (Mitsubishi Innovative Valve-timing-and-lift Electronic Control). Japanese-spec cars were limited by a gentleman's agreement to advertise no more than 280 hp (206 kw), a mark already reached by the time of Evolution IV; however, each generation of Evolution's power has clandestinely evolved above the advertised number, with the Japan-spec Evolution IX having real output of about 320 PS, and various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered "tuned" compared to other vehicles. For instance, the flywheel on normal cars weighs about 12-15 kilograms but the Lancer flywheel weighs a mere 6 kilos for very quick engine response. The Evolution has, however, been evolving into a heavier and heavier vehicle with each generation in face of tougher worldwide safety and emission regulations.

The Lancer Evolution was unique among its competitors in the World Rally Championship in that it is a homologated Group A car slightly modified to be able to race competitively against WRC class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Makinen, for clinching the driver's titles from 1996-1999, and the help of teammate Richard Burns for clinching the manufacturer's championship for the first time in 1998. The Evolution however has now been replaced by the Lancer/Carisma GT and the new Lancer WRC04, but the Evolution still competes in the Group A and Group N classes.

EVO 3, January 1995 saw the arrival of the Evolution 3- and this time the 5000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose moulding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminium bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10ps power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5 speed gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution 2 type Recaros. The specs on this vehicle were an engine 4G63T size of 1997 cc, 270 bhp at 6250 rpm, Torque was 228 lb ft at 3000 rpm. weight is 1260 kg (RS 1190 kg) A top speed of 149 mph and 0-60 in 4.9secs.

EVO 4, 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 2 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 16" steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning-just heater, 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 a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 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 controlled torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evolution VI, 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 1260 kg and the GSR being 1345 kg.

EVO 5, In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.

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, 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 mm. 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.

Further more, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher.

EVO 6, 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. Also, the Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge foglights 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.

Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen 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 with tarmac stages in mind, a quicker lock to lock and amongst other colours, came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½ or Evolution 6.5.

This was the last Lancer Evolution Homologation Special.

EVO 7, In 2001, Mitsubishi were 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 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 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its civilian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.)

The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model line up - the GT-a. Having many design features later used in the Evolution VIII, the GT-a can be considered to be an Evolution 7.5. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-a model had the following distinguishing interior and exterior specification ; GT-a only diamond cut finish 17 inch 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 distinquishing 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 chrome door handles, a different instrument panel (to show the gear selection) and chrome edges bezels around the speedo and rec counter. 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 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 a very usable 272 bhp. 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.

EVO 8,

The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as interior map lights, power windows/doors, and radio) and MR. RS Editions came with a revised limited-slip front differential.

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 realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-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 and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants. They each came with 305, 320, 340, and 400 hp (227, 239, 254 and 298 kW), respectively. It is rumored that the 'FQ' stands for 'Fucking Quick'.

The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb (1451 kg), it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds, while costing about £47,000. BBC's television series Top Gear demonstrated that the FQ-400 could surprisingly keep up with and eventually overtake a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds. In a similar test conducted by UK supercar magazine evo, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera.

The Lancer Evolution VIII was also the first Evolution to be sold in the United States, 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 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 timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. All Evos have lightweight aluminum front fenders and hood. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with 6-speed transmission, and BBS wheels. The basic RS Edition does not come with power windows or locks, or a radio. It DOES however, despite preproduction info, come standard with A/C in all USDM models.

EVO 9, 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 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower.

The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course. However, the top-end MR does not lose significant performance, as the MR's 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 mph at 7,000 rpm in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)

The IX MR retains 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 still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include a closer gear ratio for the 5-speed 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, HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims are available for Japan, Asia and Europe. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 N·m) of torque while the RS and GT produce 300 ft·lbf (407 N·m).

• RS - revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available

• 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)

In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has more torque at 363lb ft at 3200 rpm - 8lb ft more than the FQ-400. All four models are designed to run on super unleaded petrol only.

• 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

All four models are available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear Limited Slip Differential, and an Active Center Differential.

• Standard - revised 5-speed, standard model

• RS - revised 5-speed, aluminum roof, gauge pack, minimal interior

• SE - Special Edition, aluminum roof/hood, 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, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

To the standard (or "GSR") model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan's debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior is the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.

EVO 10,

Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.

It is said to be put into production by mid 2007. The Mitsubishi Lancer Evolution X will feature a completely redesigned chassis and computer system. It will have a brand-new engine, the 4B11, a 2.0L turbocharged aluminum I-4, and a new all-wheel-drive system that will control braking, throttle input, and real-time suspension adjustment (all together called S-AWC, or Super All Wheel control) simultaneously with the Active Center Differential. The S-AWC uses torque vectoring to send different amount of torque to any wheel at any given time. It will also feature an automatic six speed double-clutch transmission with steering-mounted magnesium alloy shift paddles.

Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA. There is speculation among the press that the concept is in fact a lightly disguised Lancer Evolution X, and the production model will have minimal differences at most. The Prototype-X also comes with Active Yaw Control (AYC) rear differential, and Active Skid Control (ASC).

The production version of Prototype-X is expected to begin production in November 2007. It is also the first time a Lancer Evolution is ever sold in Canada.

Mitsubishi FTO

The only body style was a 2-door coupé, and all FTOs were front wheel drive. Either a straight-4 or a transversely mounted V6 engine was available, mated to either a 5-speed manual or INVECS-II semi-automatic transmission. Earlier models had a four-speed version, whilst the post-facelift versions had a five-speed.

In commemoration of its win at the Car of the Year Japan awards in 1994, Mitsubishi introduced a GPX Limited Edition version. It can be indentified by its dandelion yellow paint scheme and "'94–95 Japan Car of the Year" emblems on the outer surface of the car's C-pillar. It also has a rear screen wiper and limited slip differential as standard. Less than 500 of these are believed to have been produced.

The Nakaya-Tune FTO was a limited edition introduced in early 1997, and only 300 cars were sold. The car was tuned by Akihiko Nakaya, driver of an FTO in the Japanese GT300 motor racing series in 1998–1999. The main differences over the standard model are a sports muffler, uprated brake pads, carbon fibre lip spoiler, and uprated suspension with Öhlins shock absorbers.

Cars built after August 1997 are regarded as facelift models, although the only exterior change was to the front bumper, which gained a larger air intake, deeper front splitter and restyled housings for the supplementary lights.

An electric version, the FTO-EV, was produced by Mitsubishi Motors in 1998 as an experimental vehicle. The car utilised high-performance lithium ion battery power and set a multiple-charge 24-hour distance world record.

Annual production

1994 - 20,074

1995 - 9,741

1996 - 2,928

1997 - 1,960

1998 - 1,033

1999 - 616

2000 - 160

A total of 36,512 FTO were ever made.

Mitsubishi GTO

Following the successful showing of the Mitsubishi HSX concept car at the 1989 Tokyo Motor Show, Mitsubishi developed the new GTO as a technically advanced sports coupe to compete with the Mazda RX-7, Nissan 300ZX and Toyota Supra. They resurrected the GTO name, and the car went on to serve as Mitsubishi’s flagship for the remainder of the decade. However, despite the cachet of the badge at home, it was known as the Mitsubishi 3000GT outside Japan; the company was concerned that connoisseurs would object to the evocative nameplate from the highly regarded Ferrari 250 GTO and Pontiac GTO being used on a Japanese vehicle. However, regardless of its badge or eventual target market, every car was built on the same production line at Mitsubishi's plant in Nagoya, Japan.

A Dodge Stealth was initially to be used as a pace car for the 1991 Indianapolis 500 race. The United Auto Workers (UAW), however, did not like the idea of a Japanese-manufactured car being a pace car for the race, and a prototype Dodge Viper was substituted.

1990–1993

The first generation incorporated many of Mitsubishi's contemporary performance-enhancing technologies, such as full time all wheel drive, four wheel steering, active aerodynamics featuring automatically-adjusting front and rear spoilers, a tuneable exhaust and electronically controlled suspension (ECS). Visually, the cars featured pop-up headlights and noticeable "caps" on the hood to accommodate the ECS controllers at the top of the strut turrets. The European version, which was only available as the top-spec twin-turbo version, was also equipped with headlight washers and higher-spec TD04-13g turbos instead of the TD04-9b turbos.

Mitsubishi GTO twin turbo, GTO

• Engine: DOHC 24v V6 twin turbo
• Compression: 8.0:1
• Peak power: 206 kW (280 PS) at 6000 rpm
• Peak torque: 427 N·m (315 ft·lbf) at 2500 rpm

1994–1996

Second generation models are identified by a revised front bumper to accommodate projector beam headlights and small, round fog lights. Bigger wheel/tire combinations were offered, and the caps on the hood were eliminated, and the side air vents (which are actually functional for cooling the rear brakes) and rear bumpers were modified. The interior was redesigned with dual air bags and revised air conditioning refrigerant. The engines in all models received a slight boost in torque. To complement this, the VR-4 now included a 6-speed Getrag transmission.

As the price of the cars increased, many of the "gadgets" on the car were discontinued. The tuneable exhaust was phased out as early as 1994, the ECS disappeared in 1995, and the active aerodynamics in 1996. Finally, Chrysler ceased sales of the Dodge Stealth captive import, and for the remainder of its life only Mitsubishi-badged versions were available.

In 1995 and 1996, special edition hardtop convertible models of the 3000GT SL and VR-4 were sold in the USA. Customized by ASC in California, these cars had retractable hardtops which could be opened or closed at the touch of a button. It was the first of its kind in America since the 1957–59 Ford Skyliner, and although it was abandoned after two years because of slow sales (1618 units), it presaged a market which would eventually mature the following year with the Mercedes SLK.

Mitsubishi GTO twin turbo, GTO

• Engine: DOHC 24v V6 twin turbo
• Compression: 8.0:1
• Peak power: 206 kW (280 PS) at 6000 rpm
• Peak torque: 427 N·m (315 ft·lbf) at 2500 rpm

1997–2001

The SOHC 12v engine, previously only available in the base model Stealth, was added to the Mitsubishi range after the Dodge version was discontinued. Slower sales in the American sports car market led to a planned facelift for 1997 being abandoned in favor of minor cosmetic adjustments. The car then soldiered on until 1999 until imports were discontinued. Production for the domestic market finally ceased in 2000, with the last two cars sold the following year.

Mitsubishi GTO twin turbo

• Engine: DOHC 24v V6 twin turbo
• Compression: 8.0:1
• Peak power: 206 kW (280 PS) at 6000 rpm
• Peak torque: 427 N·m (315 ft·lbf) at 2500 rpm

Nissan Figaro

The Figaro was introduced at the 1989 Tokyo Motor Show under the slogan "Back to the Future". It was built by a Nissan special projects group called Pike Factory, who also produced other niche automobiles such as the Be-1, Pao and S-Cargo. Only four colours were available: Topaz Mist, Emerald Green, Pale Aqua and Lapis Grey. The least popular was Topaz Mist, which now has become the most sought-after version.

The Figaro was equipped with leather seats, air conditioning, CD player and a retractable roof. It was designed by Shoji Takahashi, who won a design competition with the car. The engine was Nissan's MA10ET, a turbocharged 1.0 L (987 cc)

Only 8,000 were originally available with an additional 12,000 added to production numbers to meet demand.

Specifications

• Car name form: Nissan Motor E-FK10
• Transmission: 3-speed, automatic

Size

• Height: 1630 mm (64.17 in)
• Length: 3740 mm (147.25 in)
• Width: 1365 mm (53.74 in)
• Interior Length: 1450 mm (57.09 in)
• Interior Width: 1310 mm (51.57 in)
• Interior Height: 1130 mm (44.49 in)
• Wheelbase: 2300 mm (90.55 in)
• Treadwidth: Front: 1335 mm (52.56 in), Rear: 1350 mm (53.15 in)
• Ground clearance: 150 mm (5.91 in)
• Riding Capacity: Four people

Weight

• Unladen weight (empty car): 810 kg (1786 lb)
• Max laden weight : 1235 kg (2723 lb)
• Max rolling weight : 1835 kg (4045 lb)
• Max load (front axle) : 620 kg (1367 lb)
• Max load (rear axle) : 625 kg (1378 lb)
• Max trailer weight (with brakes) : 310 kg (683 lb)
• Max trailer weight (without brakes) : 600 kg (1323 lb)

Performance

• Turning Circle (curb-to-curb): 4.7 m (15 ft 5 in)
• Fuel Economy: 7.4 l/100km (38.1 imp. mpg/ 32 US mpg)
• Fuel consumption rate: 60 km/h running, on level ground: 4.1 l/100km (68.9 imp. mpg / 57.6 US mpg)

Engine

• Engine Model: MA10ET (Turbocharged)
• Engine Type: Water-cooled in-line 4 cylinder, SOHC
• Bore and Stroke: 68.0 mm x 68.0 mm
• Total Displacement: 987 cc
• Compression Ratio: 8.0:1
• Max Power (ps/rpm): 76/6000 (75 hp)
• Max Torque (kgm/rpm): 10.8/4400 (78 ft·lbf)
• Fuel Delivery: ECCS
• Fuel Type/Capacity: Regular Unleaded/40L (8.8 imp. gal. / 10.6 US gal.)

Various devices

• Steering: Rack and pinion
• Suspension: Four-wheel independent
  • Front: Strut-type
  • Rear: 4-link, with stabilizer bar (anti-sway bar)
• Brakes: Ventilated front discs
• Tire size: 165/70R12 77H

  • Cold climate spec: 155SR

Colors

Exterior body colors:

• Emerald Green (6K8)
• Pale Aqua (6K9)
• Lapis Gray (7K0)
• Topaz Mist (7K1)

Interior colors:

• Main color:
  • White (Q)
• The following parts come the same color as the exterior body:

  • Top of dashboard
  • Steering wheel horn button
  • Seat piping
  • Carpet

Options

• Uniquely designed CD/Tape/Radio stereo (dealer option)
• Manually-retractable trunk tray

Features

• Safety equipment and front seat restraints
  • Three point seat belts
  • Rear seat: Three point seat belts
  • Driver's seat belt not fastened warning (buzzer)
• High-mount stoplamp
• Genuine leather seats standard equipment.
• Low mount head rest for classic appearance.
• Synthetic leather piping is used for the prevention of leather fatigue.
• High quality paint on interior and exterior.

Mechanism

• Retractable top which became one of Figaro's unique trademarks
  • External design completely hidden in trunk.
  • Equipped with a double lock and warning buzzer as a safety feature.
  • Secondary hood latch designed so the hood should not open while driving or by accidental activation.
• Rear window defroster on glass.

Body

• Flush mount apron and flush mount fender.
• Fiber glass resin material is used with an outer gel coat.
• Resulting in durable low maintenance body components.
• Fluoroplastic paint is used.

Special mentions

• There was a limited release of the Figaro to 20,000 in the whole country.
• By the end of August 1991 the car was divided into three portions.
• The sold form was taken.

Manufacturer option

• Manual air conditioner
• Air cleaner (pure tron)
• Seat bag hanging type (SR-1)
• CD combination stereo deck
• 6x4 inch speaker kits
• Aluminum loading wheel/12×4.5

• Steel wheel 12x4.50B For tire in winter
• Air valve for tire in winter
• Wheel nut (for tire in winter)
• Full wheel cover For tire in winter (white)
• Half wheel cover /chrome plating (for tire in winter)
• Steel chain (band addition)

• Suparsailchan For 155 for 165/70R12/SR12
• Ring super-X For 165/70R12 and for 155SR12
• Luggage room lamp Hitai (white lens) and attachment set
• 100 km/h Speed alarm
• Cigarette lighter

Exterior options

• Rear side protector Pub mirror Totono
• Door mirror cover (chrome plating)
• Door steering wheel protector (stainless steel)
• Fillet Ttomorl (stainless steel) reception desk set
• Fillet Ttomorl (stainless steel) rear set
• Door edge lace (stainless steel)
• Roof visor (stainless steel)
• Headlight visor (stainless steel)
• Floor mats with car name logo (front and rear)
• Trunk-mounted ski rack (for two ski sets)
• Body cover (silver-colored polyester)
• Accent stripe seeming type (reception desk rear set)
• Decal kit owners plate (aluminum) Car name logo 1000Turbo character
• Winter braid Right and left expert 475 mm
• Corner Paul Design type
• Numberplate rim for reception desk (stainless steel)

Interior options

• Floor carpet (sherbet orange/silver gray)
• Kick plate (stainless steel)
• Half seat cover (one knitting ..silver gray.. race part.) gray & orange and suede. preparing.
• Cushion (rug)
• Rear window screen (brown with car name logo)
• Instorroatorei Net type
• Cup holder (one big or regular size can and with putting small articles) (CDs can be stored.)
• Beige leather covers for steering wheel, shift knob, and parking lever
• Yashetoboccs Beige (combination skin)
• Child safety seat (blue/pink)
• Junior safety seat (blue/pink)
• Trunk tray (body cover storage band addition)
• First-aid kit (A/B type emergency set (A case insertion/B backing type)
• Big bag (seat similar combination skin/A2 size)
• Staff bag set (seat similar combination skin) (A4/A6 glasses case)
• Owners bag Seat similar combination (skin)
• Automobile inspection certificate putting

Famous drivers

• Wayne Hemingway, industrial designer
• Vanessa Feltz, TV presenter
• Eric Clapton, guitarist
• Nancy Sorrell, model and wife of Vic Reeves
• Joss Stone, soul singer
• Danny Wallace, writer and TV presenter
• Andrew Marr, BBC journalist and political commentator
• Akihiro Miwa, Japanese singer
• Sarah Jane Smith, fictional character from TV series' Doctor Who and The Sarah Jane Adventures
• Alexandra Shulman, Editor of British Vogue
• HRH Princess Eugenie of York, Youngest daughter of HRH The Prince Andrew, Duke of York and Sarah Ferguson, Duchess of York

Nissan Silvia

S13 The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option.

The Silvia fastback was discontinued and replaced by a new model sharing the s13 chassis, the Nissan 180SX. A convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex.

The S13 was one of the first uses of Nissan's multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID-4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II would be updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models.

S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In 1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars.

The S13 Silvia was replaced after the 1993 model year by the new S14 design. In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid's Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX's, and is still a common modification for the 180SX and 240SX fastback. There is also a conversion for a silvia to have a 180sx front , known as a onevia

Trim Level Desingation

The S13 Silvia was the first S-series car to use the J's , Q's, and K's (references to the suits and face cards of English playing cards) designations for the different trim levels or "grades."

The J's was the base model with a very basic interior, few standard amenities, and 14" steel wheels. The Q's model offered a slightly more refined experience and received electric options and an available LSD. The K's grade received the turbocharged SR20DE-T in addition to the options offered on the Q's.

On top of the K's and Q's models, The Club and Dia(mond) Selection packages came with specific options bundled together. For example, all K's Club Selections came with projector headlights, a rear spoiler, and 15" aluminum wheels.

The rare and often misunderstood Silvia A's "Almighty" was introduced in late 1992. Confusingly, the A's grade doesn't fit into the established name scheme; it is stripped of all options, purportedly offered as a "purer" form of the sports car. The only available engine was the naturally-aspirated SR20DE coupled with a 4-speed automatic transmission.

S14 The S14 Silvia debuted in Japan at the end of 1993. It was lower, wider, and slightly shorter than the S13. New rounded styling contributed to the illusion of a much greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan.

Trim level designations were similar to the S13, however the Club Selection package was dropped. "Aero" variants of the Q's and K's were offered that featured large rear wings and mild ground effects.

The S14 Silvia K's received a new "notchtop" version of the SR20DET, boasting a slight bump in power due to the implementation of Nissan's variable cam timing system, VTC, and a larger T28 turbocharger.

There was a mild styling update to the S14 for model year 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised as well as a more efficient ball bearing turbocharger. This updated version is popularly known as the kouki (??, literally "latter period") S14, or it is sometimes called the S14a. The final model year of S14 production in all markets was 1998.

S14 Japan saw a new version of the Silvia (S15) in 1999, now boasting 250 hp (184 kW) from its SR20DET, engine thanks to a slight turbocharger upgrade, as well as improved engine management. The SR20DE (non-turbo motor) featured only 165 hp (121 kW).The S15 Silvia included aggressive styling inside and out; upgrades to the chassis and suspension, including increased use of light alloy suspension components; and for the first time, a six-speed manual transmission (in addition to a 5-speed manual transmission and a four-speed automatic). Also for the first time, instead of a viscous limited slip differential, the S15 offered a more effective helical limited slip unit.

For the S15 Silvia, the model lineup was initially simplified to just the Spec-S (non-turbo) and Spec-R (turbo), both models offering an "Aero" variant with a large rear wing and mild ground effects. The Spec-R featured the available 6-speed manual transmission, increased body and suspension rigidity, 4-piston front brake calipers, a larger brake power booster, the upgraded helical limited slip differential, and HICAS (High Capacity Active Steering) four wheel steering as an option; the Spec-S featured only a 5-speed manual transmission (in addition to a 4-speed automatic available on both the Spec-S and the Spec-R), lacks the additional support structures of the Spec-R, 2-piston front brake calipers, a slightly smaller brake power booster, and the viscous limited slip differential.

The line was later expanded to include various luxury and upgrade option packages for both the Spec-S and Spec-R. Autech, Nissan's special-car division, also offered several tuned versions of the S15; one with body and interior trim modeled after the Ferrari 456, called the style-A, available in both Spec-S and Spec-R based trims; and a second tuned version was based of the Spec-S trim level with the engine output increased to 200 hp through the use of increased compression, more aggressive camshafts, and free-breathing intake and exhaust tracts, along with ECU tuning and upgrades to the chassis and suspension. This version also included the 6-speed transmission and other upgrades normally found only in the Spec-R.

There was also a convertible variant of the Silvia, called the Varietta, featuring a folding retractable hardtop. The Varietta was built by Autech and was based off of the Spec-S model, featuring the same naturally aspirated engine, with a choice of the 4-speed automatic transmission or the 5-speed manual transmission.

Production of the Silvia ended in August of 2002 amidst Nissan's efforts to reduce its myriad of platforms. Nissan's sole sports car platform in the world is now the FM Platform, which underpins the current Fairlady Z and Skyline, 350Z and America's Infiniti G35.

The S-series' claim to fame is that it is one of the world's most popular drift cars, especially the S13 through S15 vehicles. It also has a long history in road racing. Its sister, the 240SX S13, was a multiple-time champion in the IMSA GTU series which its Silvia counterpart had a one make series in Japan. Silvias have been raced successfully in the JGTC and its predecessors. S110 and S12 Silvias also enjoyed limited success in rallying before AWD cars (including Nissan's own Pulsar GTi-R) proceeded to dominate the sport. During the S13's production, there was a one-make series in Japan

As of 2002, Nissan stopped producing the S platform with the S15-series Nissan Silvia being the final variant. No production plans are in place to bring this vehicle back. It was rumored on the internet that Nissan released the concept for the S16 but it turns out that the concept car was actually the Nissan AZEAL concept which utilized a FF layout.

Nissan Skyline

The Nissan Skyline is a mid-size car produced by the Japanese automaker Nissan since 1957. It is available in either coupé or sedan body styles.

R32 The HR32 Skyline debuted in May 1989. It was available as either a hardtop 2-door or 4-door sedan/saloon. It 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 were an 1800 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 version became one of the first cars made in Japan to feature a 5 speed automatic transmission. All 2 litre turbo and non-turbo versions with automatic transmissions were 4 speed.

R32 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, 172 Nm)
• GTS Type-X, S, J - 2.0 L RB20DE I6 155 hp (115 kW, 184 Nm)
• GTS-25 Type-X, S, XG - 2.5 L RB25DE I6, 180 hp (132 kW, 231 Nm)
• GTS-t Type-M - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 Nm)
• GTS-4 - 2.0 L RB20DET turbo I6, 212 hp (158 kW, 263 Nm) 4WD
• GT-R - 2.6 L RB26DETT twin-turbo I6, 280 hp (206 kW, 368 Nm) 4WD also NISMO, V-Spec and V-Spec II variants.

Also based on the Skyline platform were the A31 Cefiro and C33 Laurel. All 3 cars are very popular in Japan (and other countries to which they are imported secondhand) for drifting. In Japan, the CA18i engine in the GXi is sometimes swapped for an SR20DET (4 cylinder turbo), resulting in a lighter and better-balanced car than the factory six-cylinder turbo models.

GT-R

The GT-R returned with twin ceramic turbochargers, all-wheel steering, all wheel drive, and 280 hp (206 kW) at 6800 rpm. The RB26DETT engine actually produced ~320 hp, but it was unstated due to the Japanese car makers' "gentlemen's agreement" not to exceed 206 kW (276 hp). The engine was designed for ~500 hp in racing trim, 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. The GT-R had Super HICAS, a more advanced computer controlled four wheel steering system using electric actuators.

The GT-R had a much larger intercooler, larger brakes, and aluminum 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 below 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". Best Motoring managed 8'22"38.

This model soon earned the name Godzilla, for its track performance. The R32 GT-R dominated JTCC, winning 29 races from 29 starts, taking the series title every year from 1989-1993. It took 50 races from 50 starts from 1991-1997 (latterly R33) in the N1 Super Taikyu. The R32 GT-R was introduced in the Australian Bathurst 1000 touring-car race to compete against Holden and Ford V8 saloons, winning in 1991 & 1992. However, the GT-R's success sounded the death knell of Group A Touring Car racing; with 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" 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" wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17" BBS mesh wheels covering larger Brembo brakes. The clutch actuation changed from a push to a pull system, and the car received an active rear differential. A year later the V-Spec II appeared with a new sticker and wider tires

R33

The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, and available as a 2 and 4 door, 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. As with the R32, all auto transmissions on the 2.5 litre non turbo models were 5 speed, all 2 litre and turbo 2.5 litre automatic models were equipped with a 4 speed auto transmission.

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 GTR. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS.

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.

The RB25DE and RB25DET engines also became equipped with NVCS (variable inlet cam phasing). NVCS equipped RBs 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.

A 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.

R33 models:

• HR33 GTS - 2.0 L RB20E SOHC I6, 130 PS (96 kW, 172 Nm)
• ER33 GTS25 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 Nm)
• ENR33 GTS-4 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 Nm) 4WD
• ECR33 GTS25T - 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 Nm)

1996

The R33 Skyline (Series 2) continued the concepts introduced in the R32. Drivers airbags became standard in 1996 as they had been only an option up until this time, passenger side airbags remained an option. The ignition system was also changed, with the ignition module no longer located on the cam covers and was instead replaced by improved ignition coils and ECU. The turbo was also given a nylon 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 a 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. 1995 saw the GT-R get an improved version of the RB26DETT, the ATTESA-ETS all wheel drive system, and Super HICAS all-wheel steering. A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp (298 kW). 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.

• GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 Nm) (advertised as 280 PS) 4WD
• GT-R LM - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) FR
• 400R - 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW, 478 Nm) 4WD

R34

In May 1998 the HR/ER/ENR34 addressed many of the concerns over the change from the R32 to the R33, with more emphasis on sportiness, and marked the introduction of the more fuel efficient and environmentally friendly RB25DET NEO engine. 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 six Skyline to date (of any shape). The 5 speed automatic transmission available on some models in the previous 2 shapes was discontinued. In its place Nissan produced a 4 speed tiptronic transmission for all of the automatic versions.

Models:

• GT - 2.0 L RB20DE NEO I6, 140 hp (103 kW)
• 25 GT, GT-X, GT-V - 2.5 L RB25DE NEO I6, 193 hp (142 kW)
• GT-FOUR - 2.5 L RB25DE NEO I6, 193 hp (142 kW) 4WD
• GT-T - 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 Nm)

GT-R

The GT-R reappeared in 1999, with a revised chassis and other updates. The stronger block from the R33 N1 GT-R was used on all R34 GT-Rs. The standard R34 GT-R turbos changed to a steel turbine. The R34 N1 turbos received a ball bearing core. Both had a higher compressor A/R ratio. A heavier stronger six speed Getrag gearbox was used. The head casting and the camshafts were significantly revised, and incompatible with earlier RB26DETTs. The dump pipe and intercooler were also improved. Nissan also released the special upgraded versions of the R34 GT-Rs called the VII specs. There was also other R34 GT-Rs VII specs N1, abbreviation for Nismo 1, with upgraded parts to generally make the car faster than the VII specs.

Models:

• GT-R - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 280)
• GT-R V-Spec - Additional aero parts, brake ventilation ducts, diffuser.
• GT-R V-Spec II - As above + carbon fibre bonnet 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 250 made.)
• GT-R Z-tune - 2.8 L RB26DETT Z2 twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Nismo variant)(Only 20 Made)
• GT-R R-tune (Nismo variant)

The next generation

During the 2001 Tokyo Motor Show, Nissan showed the Nissan GT-R Proto (with the Skyline moniker noticeably absent) showing the design direction for a future GT-R. In 2003 then Nissan president Carlos Ghosn announced that Nissan would release the new GT-R, probably as a 2007 model and would do so all over the world and not just in Japan and select right-hand drive markets (Britain and Australia). Meanwhile, in tracks around the world, most notably the Nürburgring, development mules disguised as V35 Skylines have been seen running tests. At the 2005 Tokyo Motor Show, Nissan unveiled the GT-R PROTO, a prototype version of the 2007 GT-R. It is reported that the next GT-R will be a purebred sports car not based on a sedan chassis like the previous models. The next GT-R has been confirmed for release at the end of 2007. Nissan has kept the exact powerplant a secret, w