NISSAN GT-R R32
ALL-CONQUERING HERO
At the 1989 Tokyo Auto Show, Nissan unveiled its latest creation: the BNR32 Nissan Skyline GT-R, which singlehandedly stunned the entire motoring world by changing forever the concept of what affordable high performance meant. The R32 GT-R — nicknamed ‘Godzilla’ by Australian media after it dominated Australian touring car racing — is the top of the line R32 Skyline and is a very capable machine even to this day. This giant-killer has amassed a huge international following and an even bigger place in automotive history.
Many of us will remember the 1991 Bathurst 1000 when Jim Richards and Mark Skaife piloted their Nissan GT-R R32 to a top podium finish in record time. It was the first Japanese car to win Bathurst, and nothing else stood a chance against the 447kw turbocharged, all-wheel-drive (AWD) monster. Richards also went on to claim the 1991 Australian Touring Car Championship (ATCC).
The following year was not a year to remember. The GT-R was made to carry an extra 100kg of weight to slow it down, while local hero, and Ford man, Dick Johnson claimed pole for the 1000km race in his Ford Sierra RS500. After 145 of the 161 laps, the Blue Oval fans were convinced of a win after the leading Skyline crashed into the wall then slid off at Forrest’s Elbow. What the Ford fans hadn’t realized was that the rules meant the race had to be wound back to the previous completed lap, then another due to the number of crashed cars, resulting in another victory for the Richards/skaife duo in their GT-R R32.
Unfortunately, the prize-giving was less than ceremonious as disgruntled Ford fans booed Richards
and Skaife as they took to the podium. After receiving the distressing news that his good friend and fellow Kiwi racer Denny Hulme had died after suffering a heart attack on lap 33, Richards delivered that infamous victory speech that we can remember vividly: “This is bloody disgraceful. I’ll keep racing but I tell you what, this is going to remain with me for a long time. You’re a pack of arseholes.”
Godzilla had monstered the competition, prompting the ruling bodies to change the competition rules. The Skyline GT-R had certainly made its mark.
It was during this time that plans were put in place in Australian motor sport to create the V8 Supercars competition, which would favour the domestically produced GM Holden and Ford cars that had previously carved out a legend for themselves at Bathurst’s Mount Panorama.
Godzilla’s list of accomplishments is impressive, to say the least. It completely dominated all competitors in Group A Series racing, winning 29 consecutive races in the Japanese Touring Car Championship (JTCC) plus three consecutive championships in the ATCC, as well as the unofficial lap record for a production car at the world-famous Nürburgring. This remarkable success is part of the reason the Skyline R32 GT-R has such a strong, cult-like following among serious car enthusiasts around the world.
From the ground up
The Skyline model traces its roots back to the Nissan coupé of the early 1970s. A race-bred version of this model was built and called the ‘GT-R’. Thirteen years later, in 1989, Nissan revived the Skyline GT-R, designing it from the ground up with the rule book for
Group A racing in the hands of a design team led by chief engineer Naganori Ito. The purpose-built GT-R, E-BNR32 chassis, known as the ‘R32’, was created with one thing in mind: to dominate touring car racing in Japan and Australia. This new 2.6-litre four-wheel-drive concept was put into production as the ‘R32 Nissan Skyline GT-R’. Initial production of the car was the required 510 to allow for homologation starting on 22 May 1989.
A successful debut and positive press publicity created a heavy demand for the car. Nissan began its unlimited production run in August that year before campaigning for Group A racing in 1990. Due to strict homologation rules, Nissan was required to sell a series of the Skyline GT-R that accurately reflected the car Nissan used in Group A racing. This series was called the Skyline GT-R ‘Nismo’ edition. In total, 560 cars were built as required, which allowed for the homologation of several aerodynamic changes used in Group A racing, including additional ducts in the front bumper to improve airflow to the intercooler, a bonnet-lip spoiler to direct more air into the engine bay, and an additional boot-lip spoiler to provide more downforce. The Nismo GT-R was only available in Gunmetal Grey.
The R32’s RB26DETT was capable of producing huge power and as such was strangled with restrictive intake and exhaust tracts and low boost pressure levels to reduce power levels as low as possible
Advanced technology
Nissan introduced new heights of sophistication in its new flagship performance car as the Skyline R32 GT-R showcased some of the company’s most advanced technology. Beneath the bonnet lurked a new 2.6-litre double-overhead-camshaft (DOHC) in-line-six engine boasting two ceramic turbos. Nissan’s engineers relied on all their motor sports know-how to build this impressive engine, using special exhaust valves, throttle, and a reinforced cylinder block. Maximum power output was restricted to comply with Japan’s federalized limit of 206kw. At that time Japanese manufacturers had an informal power-limit agreement stating that no road car producing in excess of 206kw at the flywheel should be sold. The R32’s RB26DETT was capable of producing huge power and as such was strangled with restrictive intake and exhaust tracts and low boost pressure levels to reduce power levels as low as possible. Despite all the restrictions, the road-going GT-R still pumped out in excess of 245kw, so Nissan infamously resorted to being untruthful about the power to get its new world-beater into the showrooms and out onto the street. The silver lining for anyone with the urge to unleash the beast was that they only needed to reverse the choked nature by way of a few minor modifications to have themselves a seriously quick car.
Like the Porsche 959, the R32 used an immensely complex system to distribute power to all four wheels via Nissan’s race-tuned AWD system, called the ‘ATTESA E-TS’ (advanced total traction engineering system for allterrain with electronic torque split), which incorporated a five-speed transmission, limited-slip differential (LSD), multi-plate clutch, and hydraulic unit. In normal roadgoing conditions, the power distribution was primarily to the rear wheels until the power was such that they could not grip, at which time the extra power was sent to the front wheels, thus maintaining traction on all wheels. The GT-R’S wheel arches were flared to accommodate the wider wheels and tyres, the intercooler was enlarged to cope with the increased turbocharger temperatures, and the car was strategically lightened with aluminium front guards and bonnet.
As the GT-R was a road-going high-performance car, the seats were made more supportive both for comfortable touring and for comfortable support during enthusiastic cornering.
When it came to handling performance, the R32 surpassed its rivals in no uncertain terms.
Despite all the restrictions, the road-going GT-R still pumped out in excess of 245kw
The sophisticated suspension package included a multilink suspension set-up that underpinned the car by combining a lateral link, a trailing strut, and a diagonal upper control link. In the braking department the GT-R was well equipped too. Ventilated discs, measuring 297mm in diameter up front and 296mm out back, were clamped by four-piston and two-piston aluminium calipers, respectively. That was not all. A rear-wheel steering system, or ‘HICAS’ (High Capacity Actively Controlled Steering) meant that the rear wheels could turn in the same as the fronts or the opposite direction, aiding low-speed manoeuvrability and high-speed stability, respectively.
To celebrate the success of the GT-R in both Group N and Group A racing, Nissan built 1396 Skyline GT-R V. Spec (Victory Specification) cars in early 1993. Finally, on 14 February 1994, the Skyline GT-R V. Spec II was released, with only 1306 cars being built.
Rarest of them all
In the summer of 1991 Nissan built 118 GT-R N1s — as featured — a further 64 V. Spec N1s in 1993, and 63 V. Spec II N1s in 1994 to homologate the car for Japan’s N1 racing series. These are the rarest R32 GT-RS. What makes the N1 so exclusive is that it was factory built as a lightweight performance car.
Larry Barnett, owner of our featured 1991 Nissan R32 Skyline GT-R N1, has owned a few Nissan R32 Skyline GT-RS over the years and when the opportunity came to park an N1 next to his current 1993 Nissan R32 Skyline GT-R V. Spec, he couldn’t resist the temptation to own such a rare and exciting car.
Larry purchased the N1 from a friend, Lucas Davidson, in 2017. Lucas, an avid Nissan R32 GT-R enthusiast, had been searching for an N1 for some time before eventually coming across one for sale in Japan. He’d previously heard about this car and decided a trip to Japan was necessary to check it out in person.
In conjunction with a dealer in Japan, a Japanese agent was commissioned to transport the car to GT-R specialist Garage Yoshida in Osaka, so that Lucas and his father could view the car. At that time Garage Yoshida was located way out in the countryside among rice paddy fields. The pair spent hours trying to find the place, taking numerous forms of public transport, as they were watched like hawks by old Japanese men on their front porches smoking pipes. Finally they turned a corner and stumbled on a 458 Ferrari and then a workshop full of GT-RS. Nestled in among them was the N1, which was exactly what Lucas had been looking for. He subsequently
Larry’s car underwent some intensive restoration work in Japan and to his knowledge is factory correct in every way
purchased the rare car — number 23 of 118 built — and brought it back to New Zealand in 2014. After owning it for three years Lucas, sold the car to Larry, only to replace it with a V. Spec II N1. According to Larry there are five N1s in New Zealand and only 11, 1991 N1s currently listed on the GTR Registry, with a similar number of the V. Spec version.
Like all N1s, Larry’s car excludes such options as ABS, a rear wiper, carpet underfelt, and a sound system. N1s did not include air conditioning as standard; it was only available as an optional item, and Larry’s car does have it. His car also features a very rare oil-cooler option. Other weight-saving and aerodynamic upgrades for enhanced performance included special lightweight headlights, a small spoiler on the front of the bonnet, no intercooler mesh, and non-cross-drilled brake rotors. The BNR32 boasts a blueprinted engine with AR64 steel wheel turbos. Larry’s pristine example also features a thin layer of Crystal White exterior paint, the only colour available for the N1.
Larry’s car underwent some intensive restoration work in Japan and to his knowledge is factory correct in every way. The panel, paint, and interior are in pristine condition and Larry reckons it’s rare to see original seats in such fine condition.
The modest, unassuming styling is one the GT-R’S many charms. One can be forgiven for thinking it doesn’t look quite as streamlined and sporty as many
European and American supercars from the same era, but this refined wolf in sheep’s clothing is certainly capable of outperforming most with relative ease. Larry reckons the N1 is an absolute pleasure to drive. It is tight and responsive and feels more like a large go-kart, such is its amazing handling characteristics.
He says, “It’s a pleasure to own such a rare car as this.” This is undoubtedly a true collector’s car; some would say a future classic but in fact they are already a classic and destined to be a serious investment opportunity.