Author: GATER KAZUKI

Hello everyone. I'm GATER KAZUKI, the GT-R fanatic.

This time, the article is about "How the R32 GT-R was born." Starting from the tragedy of the Kenmeri GT-R, I'll delve into what Nissan was doing during the 16 years of silence, and why they adopted the ATTESA 4WD, all while freely expressing my personal opinions, biases, and a bit of wild speculation.

While I mentioned "personal opinions, biases, and speculation," rest assured that I will also present well-substantiated facts.

What was the Kenmeri GT-R? — The misconception that "only 197 units were sold"

First, I need to correct a common public misunderstanding.

"Only 197 Kenmeri GT-Rs were sold, right? So, it wasn't that great, was it?"

This is completely wrong. 

The KPGC110 Skyline GT-R, commonly known as the "Kenmeri GT-R," ended its production at 197 units not because the car was bad or didn't sell well. The era simply ended while it was being sold.

Launched in January 1973, the Kenmeri GT-R was an undeniably high-performance car for its time, equipped with the S20 engine (2.0L DOHC 24-valve, 160ps). As the successor to the Hakosuka GT-R, which achieved a legendary 73 consecutive wins in races, expectations were at their peak.

It was forced to halt its production line after only four months due to the simultaneous occurrence of the following three disasters:

First, the oil shock. In October 1973, OPEC member countries restricted crude oil production, causing gasoline prices to skyrocket. Overnight, a sentiment of "prioritize fuel efficiency when buying a car" swept across Japan, and the number of people who preferred high-performance sports cars drastically decreased.

Next, emission regulations. Strict emission regulations, inspired by the Muskie Act, were enforced, pushing the high-revving S20 engine into a situation where it was extremely difficult to comply with the technology of the time.

And finally, the self-imposed suspension of racing. Nissan and Toyota withdrew from domestic racing. If racing, which is the very stage for a "car built to win races" like the GT-R, is taken away, its raison d'être is lost.

With this triple whammy, the Kenmeri GT-R closed its curtain. It was not a problem with the car itself, but entirely a problem of the era. The S20 engine was an undeniable masterpiece. Its only misfortune was being born in that particular era.

What was Nissan doing during the "16 years of silence"?

The GT-R disappeared in 1973 and was resurrected as the R32 in 1989. A 16-year gap.

Some might think, "Did Nissan do nothing during this period?" but that's not true at all. It's not that I want to say Nissan is great or wonderful; rather, the R32 as a goal is so magnificent that the process leading up to it is also worth discussing.

From here on, please be aware that official recorded facts and speculation will be mixed.

Around 1977, development of the FJ20 engine for the R30 Skyline was underway. This was a period when Nissan actively began exploring combinations with turbochargers, and the FJ20ET model achieved 170ps as a production car. This was the time when "Ah, they're getting serious about turbos."

In 1983, the R30 Skyline RS-Turbo obtained Group A homologation. Nissan was seriously considering a return to racing. My speculation is that around this time, voices within the company began to say, "It's about time for a GT-R..." I have no basis for this, but I hope it was the case.

Around 1985, development of the RB engine became serious. This engine would later become the foundation of the RB26DETT, and I believe this was the moment of decision: "This is what we'll use for the next GT-R." It was the moment when the direction of going with a 6-cylinder and twin-turbo was solidified. While that decision ultimately proved correct, I think that's merely a hindsight.

In 1986, the R31 Skyline GTS-R was produced in a limited run of 200 units for Group A participation. This car, equipped with the RB20DET-R (200ps), raced on the grueling Group A circuits, but it was there that Nissan was confronted with a crucial reality.

The cruel truth Group A taught us: "FR can no longer win."

When the R31 began competing in Group A, its rivals were the Porsche 959 and Audi Quattro.

Against them, who distributed torque to all four wheels and achieved brutal acceleration out of corners, the FR R31 would experience rear wheel spin the moment the turbo kicked in, making it impossible to get proper traction. No matter how much effort was put into the engine, it was meaningless if it couldn't be transmitted to the road.

The phrase "With only rear-wheel drive, the limits of control come first" was left by a development engineer, which I believe was close to an admission of defeat. But at the same time, it must have been a resolve for the next step.

"Then we have no choice but to make it 4WD," they must have thought.

However, the fact that it wasn't a simple "let's make it 4WD" at this point is a crucial aspect when discussing the R32. While 4WD would certainly improve traction, it would also make the car heavier, less responsive, and less like a sports car. I imagine there must have been considerable internal debate, with arguments like "That wouldn't be a GT-R."

It must have been at this point that someone said, "Why don't we drive it as FR normally, and only send torque to the front when needed?"

This shift in thinking led to the birth of ATTESA E-TS.

ATTESA E-TS

ATTESA E-TS (Advanced Total Traction Engineering System for All – Electronic Torque Split). In essence, it's "FR normally, 4WD when things get dicey."

Under normal driving conditions, it's almost 100% rear-wheel drive, and when rear wheel slip is detected, it real-time controls the torque distribution to the front from 0% to 50%. Along with HICAS, it's a system often discussed as a pillar supporting the R32's cornering performance.

Honestly, I'm not a big fan of this kind of electronic control. I'm in the "don't put weird electronic controls on it" camp. Serious drivers all cancel ATTESA and HICAS anyway... Well, this topic could get long, so I'll cover it properly in another article.

A word on the R33

It might be unfair to talk about the R33 in an R32 article, but there's something I really want to say.

The R33 Skyline GT-R, which appeared in 1995 as the successor to the R32, certainly had improved performance. Body rigidity increased. Comfort also improved.

But it got heavier.

Compared to the R32's 1,430kg, the R33 was 1,530kg. A difference of 100kg. This is a fatal problem. I feel that the R32's "lightness," "directness," and the "feeling of moving the car with your own will" were crushed under that 100kg of extra weight.

To R33 owners, I apologize. But that's what I think. I will continue to say that the R32 is truly unique.

The Birth of the R32 GT-R — This is the "answer after 16 years."

August 21, 1989. The BNR32 Skyline GT-R made its debut to the world.

This car, combining the RB26DETT inline 6-cylinder DOHC twin-turbo (2,568cc) with ATTESA E-TS and the HICAS rear-wheel steering system, immediately entered the Group A championship after its release and achieved a record of 29 consecutive wins from 1990 to 1993.

Its lap times at the Nürburgring became a hot topic, and the global media began to call it "Godzilla."

But what I love most isn't those obvious anecdotes; it's the "inevitability" that the R32 possesses. The 16 years from 1973 when the Kenmeri was discontinued, polishing the engine, losing races, researching 4WD, until finally completing what they called "this is it." I feel that all of that accumulation is packed into the engine sound of the RB26DETT.

I don't have a particular attachment to the manufacturer itself, and I probably won't in the future. But I am irresistibly drawn to the R32 as a car. This car is special. Not as a manufacturer's product, but as this one particular car.

The Kenmeri was killed by its era and resurrected as the R32 16 years later. Knowing that drama makes the R32 a completely different car.

There's a world of difference in emotion the moment you start the engine, whether you drive it without knowing its story or with knowledge of it. Let's love the R32 even more.

That's all from GATER KAZUKI.