Guide: Nissan GT-R Generations

Why We Picked It:

In February of 1969, Nissan introduced the original Skyline GT-R. PGC-10 was the original designation, whereas KPGC-10 was used for the subsequent coupe model. Nissan substantially customized this model to stay up with the competition in the Japanese JAF championship. It wasn't until 1971 that a short-wheelbase coupe version became available, while the earliest models were all sedans.

The engine was a scaled-down version of the inline-six, double overhead camshaft (DOHC) 24-valve unit seen in the Nissan R390 race car. The engine was a 50-horsepower improvement over the base GT. With this powerplant, lighter bodies, and independent suspension, the GT-R series set the standard that has been followed ever since.

Cars like the Toyota 1600GT, Isuzu Bellett GTR, Mazda Familia (R100), Capella (RX-2), and even Porsches were among the competition for the C10. The new Mazda RX-3 debuted at the end of 1971, quickly becoming the GT-R's main competitor. A few more victories went to the GT-R before the RX-3 finally ended its dominance.

Why We Picked It:

In 1973, Nissan introduced the second generation of the Skyline GT-R, the C110, nicknamed "Ken & Mary". Building upon the success of its predecessor, the C110 GT-R offered a more refined and sophisticated driving experience.

A 2.0-liter inline-six engine (S20) with 160 horsepower and 131 lb-ft of torque powered the C110 GT-R under the hood. This engine was mated to a five-speed manual transmission, sending power to the rear wheels. The C110 GT-R featured several improvements over the Hakosuka, including a more aerodynamic design, a revised suspension, and upgraded brakes. These changes resulted in a faster and more agile car than its predecessor.

Its 6-cylinder in-line DOHC 24-valve S20 engine made it the first domestic vehicle with front and rear disc brakes. It was highly popular because of its sophisticated engineering, but once more stringent exhaust pollution rules were implemented, manufacturing was stopped at 197 units. Many fans lamented it at the time as "the last model to bear the GT-R badge."

Why We Picked It:

For 16 years, the GT-R nameplate languished in a Nissan storage closet before making a stunning comeback in August 1989. The R32 is a sleek, purposeful-looking coupe that lives up to its racing heritage. Its technological specifications allowed it to shake up the competition before it hit the track.

The V-Spec featured a new front skirt and a new back wing. The rear wheel arches were flared, and the car's side skirt was wider than on a standard GT-R. The door mirrors allowed it to maintain the same overall footprint as the standard model.

The R32 GT-R was a groundbreaking achievement in automotive sophistication. The R32 advanced state-of-the-art in supercar technology with its front and rear multi-link suspension, electronically controlled intelligent four-wheel drive and four-wheel steering, and 2.6-liter 24-valve straight-six powerful engine with 276 horsepower from a pair of ceramic turbochargers. Power was sent to all four wheels through a five-speed manual gearbox.

On paper, due to the infamous Gentleman's Agreement from 1989, the R32 was rated at 276 horsepower. Still, it's known that every single one produced well over 300.

Why We Picked It:

The R33 GT-R, the long-awaited next iteration of the famous Skyline, debuted in January 1995 and lived up to expectations. With the exception of the twin-turbo 2.6-liter straight-six's maximum power, which Japanese law limited to 276 horsepower, the R33 GT-R improved on everything that had made the R32 so well-liked and respected. Like the R32, the GT-R R33 was 4WD, sending the power to the wheels through a five-speed manual gearbox.

The Skyline never failed to amaze on the world's racetracks, returning home with awards after every competition. By this time, the GT and N1 Endurance series had replaced Group A, and the GT-R quickly amassed another illustrious 50 wins in the latter. The race car was so dominant that it was dubbed "Godzilla" in Australia. Regulations imposed by motorsport's regulatory bodies would force the mighty GT-R out of competition.

The Japanese government set a 276 horsepower limit for production cars, but Nissan's engineers built the GT-R's engine to handle much more power than that for racing purposes.

Why We Picked It:

The R34 GT-R was a "super-evolution" of the model it replaced, meaning it was more sophisticated than ever. Its aerodynamic package was further improved, and its body was made stiffer. Under the hood, numerous technical improvements exist, including the dual ceramic intercooled turbochargers, which almost eliminate turbolag. Better power delivery and increased torque are also present.

The Skyline GT-R was built with many weight-saving techniques, starting with the revolutionary light alloy road wheel design. Racetrack teachings also enhanced the aerodynamic efficiency of the Skyline GT-R. It was equipped with the most recent visible aerodynamic aids to facilitate airflow and front and rear under-floor diffusers.

The 276 horsepower of the RB26DETT in-line, 2568cc six-cylinder engine is carried over from its predecessor. Nevertheless, it has been designed to maintain peak power without sacrificing torque for optimal driveability at lower rpms. The adoption of modern turbochargers has also resulted in faster turbo response. A new Getrag gearbox with a close ratio of six speeds is used to feed power to all four wheels.

Why We Picked It:

The fifth generation of this iconic Japanese sports car debuted in 2007 for the 2008 model year, ditching the Skyline moniker in favor of just the GT-R. It was a complete shock at its release, demonstrating that Nissan could compete with and surpass Porsche and Lamborghini. This was partly thanks to the end of the infamous Gentleman's Agreement in 2005, which put a 276 horsepower cap on all Japanese production cars.

You won't even hear the tires spinning when you launch in a GT-R. The car seems to be being drawn by some unknown and overwhelming force. The famed ATTESA ET-S all-wheel-drive system and a 3.8-liter twin-turbocharged V6 engine under the hood combined for 565 horsepower. You can feel the new GT-R's sturdy base and heft in your hands. A hydraulic rack and pinion steering system works with the tires to provide precise feedback to the driver.

The GT-R's downforce was increased thanks to an aerodynamic improvement for the 2024 model year, despite the car maintaining its previous drag coefficient of 0.26. Thinner mesh and a reduced gap between the bumper and the hood made that modification possible.