Nissan GT-R R35 v Nissan GT-R R34
The lower published figure was Nissan's response to a gentleman's agreement struck between Japanese auto manufacturers. At the time, the accord was that a vehicle available for sale to the general public would not exceed 206kW.
Torque figures were another story, and the fifth-gen Skyline GT-R was alleged to develop 353Nm at 4400rpm. Remember, this was an in-line six-cylinder displacing just 2.6-litres.
By way of comparison, the new 2014 Nissan GT-R Premium develops a significant 404kW at 6400rpm, a whopping 198kW more than the published figures for the R34. Peak torque is registered at massive 628Nm from 3200-5800rpm for an increase of 275Nm.
To develop this power, Nissan utilises a twin-turbocharged 3.8-litre V6, running through a six-speed dual-clutch transmission, and an electronically-monitored all-wheel drive system.
So, in factory trim, this is clearly not a fair fight. Which makes you wonder: what would it take to get the R34 into the same class as the R35?
We’re glad you asked...
The Bayside Blue R34 pictured with our test GT-R just so happens to be modified to develop 400kW and 597Nm at the flywheel. Considering the older GT-R’s kerb weight of 1550kg, the power-to-weight ratio is now what you might call more interesting. For the record, the R35 tips the scale at 1699kg.
To pump up the volume, the R34’s RB26 powerplant features Tomei camshafts on otherwise stock internals. Everything else comes from ‘bolt on’ modifications to assist the engine’s vital breathing and cooling.
Starting with induction, charge air is forced through a large Trust front-mount intercooler and then through the factory plenum. This is where the HKS fuel rail and larger Sard injectors and fuel pressure regulator get to work. The trio is fed by a Nismo in-tank fuel pump and controlled by an Apexi Power FC ECU. Boost pressure is measured at 20PSI.
Spark is assisted by Okada Racing Splitfire coil packs while exhaust gasses pass through a set of HKS2530 turbochargers mounted on stainless steel Tomei exhaust manifolds. Spent gas exits via a set of Nismo dump pipes into Midori titanium front pipes and finally onto an 85mm HKS exhaust system.
In order to keep things cool, a Nismo radiator has been fitted as well as a Trust 10-row oil cooler. The factory six-speed gearbox remains unaltered, though is assisted by a much stronger Exedy twin-plate clutch.
The remainder of the drivetrain, including differentials and axles are all standard.
In order to safely stop this pumped-up Skyline, a larger set of brake discs and callipers have been installed. Utilising the well-known Japanese brand Endless, the R34 boasts six-piston callipers on 355mm discs at the front and four-pot clamps on 332mm discs at the rear. Brake fluid capacity is increased through the use of an Auto Select big capacity master cylinder.
The R34 rides on Tein Monoflex coilovers with a variety of Nismo and Ikea Formula adjustable arms and braces to help keep it all in line.
Finally, a set of classic Rays Volk Racing TE37 19-inch forged alloy wheels shod with Kumho KU-31 tyres put the power to the ground.
All up, the R34 has just over 40-grand’s worth of upgrades. And that’s on top of the buy-in price of $50,000 for the ‘base’ car. With a new GT-R Premium coming in at $170,800 (plus ORCs) it’s still a significant amount of coin. But in reality, the cars are going to appeal to completely different buyers.
So for the most part we’ll spare you the details... except to say that the tight and technical Haunted Hills circuit in Gippsland, Victoria, was probably not the finest place to exhibit all that the R35 has to offer -- too much horsepower, too little racetrack.
The new GT-R uses almost as much computing power as it does fuel. That is to say a lot… And the results are phenomenal. The R35 is virtually foolproof, and with a decent driver behind the wheel can muster some pretty impressive lap times.
In contrast, the old GT-R has about as much computing power as an iPod Shuffle. There’s no stability control, no torque vectoring, no yaw control. Trying to match the track times of the new GT-R would be a mug’s game.
Although contemporary reviews of the R34 lauded its abilities, the V-Spec II’s ATTESA E-TS Pro all-wheel drive system was more agricultural in its delivery – still favouring the rear. Add less progressive power delivery (especially from modified examples) and it’s easy to understand the reputation for tetchy handling on the limit. These are cars that don’t suffer fools.
Our R34’s owner says while the new car is easier to drive, it’s also a more ‘sterile’ experience. The drama of the modified car’s dump valve and metallic exhaust rush is straight from a Fast’n’Furious set.
He also commented on the new car’s reduced tactility.
The modified R34’s peak torque arrives high in the rev-range -- well after 5500rpm. It’s a high-revving game, and one not ideally suited to day-to-day use. There’s little disputing the car’s straight-line performance, however. The owner says it’s run a “comfortable” sub-12sec quarter-mile... Not far adrift of its thoroughly modern counterpart.
Owning an older performance car doesn’t necessarily mean you’re missing out on all of the fun. But when you consider just how competent the R35 is across so many facets of performance (acceleration, cornering, braking, traction, grip, response, etc.) it’s clear the game has moved on... considerably.
The passage of time and technology means there’s a world of difference between the two Nissans. The only question is: which one would you take home?
2014 Nissan GT-R Premium |
2002 Nissan Skyline GT-R V-Spec II (R34) |
Price: $170,800 (MRLP) | Price: $90,000+ (approx.) |
Engine: 3.8-litre six-cylinder twin-turbo-petrol | Engine: 2.6-litre six-cylinder twin-turbo-petrol |
Output: 404kW/628Nm | Output: 400kW/597Nm |
Transmission: Six-speed dual-clutch | Transmission: Six-speed manual |
Wheels / Tyres: 20x10.5-inch / 285/35 | Wheels / Tyres: 19x10.5-inch / 275/35 |
Fuel / CO2: 11.7L/100km / 278/km | Fuel / CO2: N/A |
Safety: Six airbags | Safety: N/A |