The Coolest Features Of The Nissan R33 Skyline

It's always difficult being the middle child. Slotted between the groundbreaking R32 and the segment-defining R34, the R33 Skyline GT-R was always going to have a hard time standing out. Even at its release, its relatively minor improvements over its predecessor limited its appeal, and that mixed reputation has continued to plague it to this day. SlashGear even ranked it the second worst Skyline GT-R generation made, after the C110 Skyline 'Kenmeri' GT-R. Although, even if it wasn't quite as revolutionary as some enthusiasts had hoped, it's worth remembering that the R33 GT-R is still an excellent sports car in its own right, and deserves to be treated as such.

It carried over many of the innovative features that made the R32 such a smash hit with buyers but tweaked as much of the car as possible while still adhering to the restrictions imposed on it by the "gentleman's agreement" that was in place at the time. That agreement prevented Nissan from improving the car's power output, notes Evo, which was the biggest source of frustration for buyers at the time. Even so, take a closer look at the R33 GT-R, and you'll find a car that's faster, sleeker, and more engaging to drive than many would give it credit for.

One of the biggest changes between the R32 and R33 came in the form of its styling, which like many other aspects of the car, proved divisive. The aerodynamics were improved through the addition of a new rear wing and revised bodywork, Evo noted, but compared to the theatrical styling of the later R34, the R33 looks a little underwhelming. This simpler design did have the effect of reducing the car's drag coefficient from 0.40 to 0.35, but any improvement in performance this caused was largely offset by the R33's weight gain.

Inside, the car was pretty basic, with cloth sports seats and a dash that focused on function over form. Some would argue that made it more focused than the plusher cabin of the later R34, but again, it simply wasn't as exciting. Even if it wasn't as radical as its predecessor or as theatrical as its successor, the R33's design has arguably aged very well, and looks fairly modern despite being more than a quarter of a century old.

In addition to all the tweaks and improvements made to the "standard" R33 GT-R, buyers of the upgraded V-Spec gained access to a few extra new features. The ATTESA system was fitted with a limited-slip differential at the rear to make it even easier to control the car at its limits, with the added effect of increasing braking control. If the V-Spec still wasn't good enough, buyers could opt for the top-tier V-Spec N1 trim, which strengthened engine components, upgraded the oil cooling system, and added a better water pump, notes Road and Track.

The V-Spec N1 came with some restrictions: it was only available in white, and there was no air conditioning system or radio in a bid to shave off every last ounce from its curb weight. Naturally, as the most race-ready version of the R33, it's highly sought after among collectors, so good luck to anyone trying to find a stock example out there for a reasonable price. As with all the other Skyline models, the R33 GT-R has seen a significant price rise in recent years, with V-Spec versions commanding even higher premiums as collectors clamor to get their hands on pristine examples.

Despite the many urban legends surrounding the original import ban on the Skyline GT-R, namely that it was too fast for police to catch or too dangerous, there's a pretty simple reason why the car never officially came to America. The 1988 Motor Vehicle Safety Compliance Act introduced a strict set of restrictions on automakers, making America's crash regulations more stringent than most of the rest of the world. For models where the U.S. was one of the main markets, manufacturers had no choice but to comply, but for smaller-volume, more niche models like the Skyline GT-R, Nissan didn't bother.

However, in 1998 the law was amended to exempt any vehicles that were 25 years of age or older, which means that the R33 is now legal to import and register. Depending on which state you live in, there are still some local emissions and safety regulations that need to be met, with California's being the most notorious. However, if you've got deep enough pockets, there are conversion specialists that can modify the car to meet road-legal requirements in all 50 states. The whole process is still complicated and costly, however, and the wave of added demand since the R33 became legal in the U.S. is one of the biggest factors driving the price of used models on a one-way trend upward.

Collectors looking for the ultimate version of the R33 will want a Nismo 400R, the 400 horsepower special edition GT-R which remains one of the most extreme production Nissans ever built. The Nismo 400R was the first car to break the "gentleman's agreement" that had hobbled Nissan's performance cars in the years prior, and it featured a racing engine that had previously appeared in the GT1-class Skylines that raced at Le Mans (via Supercar Nostalgia). This RB-X GT2 engine featured forged pistons, crankshaft, and connecting rods, and racing turbochargers with increased boost were also fitted.

A new engine management system and airflow filter kept the car cool, and the manual transmission was upgraded with a racing-derived clutch and carbon fiber parts. That was in addition to the chassis reinforcements, uprated Brembo brakes, and forged alloy wheels that completed the comprehensive suite of upgrades. A full overhaul from the standard car, then. Despite the 400R's status as an undisputed halo car, it never sold as well as Nissan had hoped. Supercars reported that a total of just 44 examples are believed to have been sold, less than half of the Nismo 400R's original intended run of 100 units. Suffice it to say, examples of the 400R are extremely rare to find for public sale, and when they do change hands, they're quickly snapped up by collectors.