SPEX
Year: 1987-1988 Class: Sport Compact Type: 2-door coupe
Country: Japan ```````````````````````````````````` Host: GT2, GT4, & GT5
Price as tested: $14,569 (GT2 Nissan used car lot)
$11,899 (GT4 historic used car lot)
$24,473 (GT5 used car lot) GT4 Mileage: 45,254.7 GT5 Mileage: 33,186.2 Length: 183.5" // Width: 66.5" // Height: 53.7" Wheelbase:
103.0" Overhang: @6 feet 9 inches Track: 56.1" [F] 55.9" [R] Ground Clearance: 5.5" Weight: 2,954 pounds Layout:
Front Engine / Rear Drive Tires: 205/60R-15 F. Suspenion: MacPherson struts / coils / anti-roll bar R. Suspension:
trailing arm / coils / shox / anti-roll bar / HiCAS Brakes: vented discs Gt4 and Gt5 cars both had
oil changes before all specs & testing below. GT5 car did not get an engine rebuild Engine:
2.0 liter DOHC inline 6 Aspiration: intercooled turbo Fuel System: ECCS fuel injection Valves
/ Cyl: 4 Bore x Stroke: 3.07 x 2.74" Compression: ?
Horsepower: GT2: 211 @ 6,600 rpm GT4: 206 @ 6,400 GT5: 204 @ 6,500 Torque: GT2: 181 @ 5,000 GT4: 180 @ 4,800 GT5: 178 @ 5,000 Credits per HP: GT2: 69.05 GT4: 57.74 GT5: 122.44 Pounds
per HP:
GT2: 14.0 GT4: 14.33 GT5: 14.47 Hp per Liter:
GT2:
105.6 GT4: 103.1 GT5 102.1
GT2 Redline: 6,500 // RPM Limit: 7,000 GT4 Idle: 1,000 // Redline:
7,000 // RPM Limit: 7,500 GT5 Idle: 550 // Redline: 7,000 // RPM Limit: 7,500
Transmission: 5-speed manual
Differential: N/A
0-60 mph: GT2: 7.243 seconds
GT4: 7.950 seconds GT5: 7.765 seconds 0-100 mph:
GT2: 18.872 secnds GT4: 19.583 seconds GT5: 19.488 seconds 0-150
mph:
GT2: no test GT4: 1:28.316 GT5: N/A ¼ Mile:
GT2: 15.864 @ 91 mph GT4: 16.288
@ 93 mph GT5: 16.213 @ 91 mph 1 KM: GT2: 28.253 @ 120 mph GT4: 28.919 @ 120 mph GT5: 28.825 @ 118 mph
Test
Track Lap: GT2: 1:57.093 GT4: @2:35.xxx GT5: (Daytona)
Brakes 100-0 mph: GT2: 3.56 seconds GT4: 3.83 seconds GT5: 5.38 seconds
GT2 Top Gear RPM @ 60 mph: 3,050 GT4/5
Top Gear RPM @ 60 mph: 2,500
GT2 Top Speed at Redline 1st: 31 mph 2nd: 54 mph 3rd: 80 mph 4th: 106 mph 5th:
138.85 @ 7,000 rpms (RPM/tach limited)
GT4 Top Speed at Redline 1st: 37 mph 2nd: 63 mph 3rd: 95 mph 4th: 123 mph 5th: 152.05
mph @ 6,500 rpm
150.4x mph @ 6,650
rpm (GT5)
---------------------------EXTERIOR--------------------------
Skyline Skyline Skyline. To some, that's what Gran Turismo is all about. Multiple versions of the 'same
car'. Yet the 1987 Nissan Skyline 2000 GTS-R is not "just another Skyline"; it is an important car in Nissan's (and Japan's)
history, and there's only one version, rather than 10 or 20 or 30. The GTS-R can only be found in GT2, GT4,
or GT5. so let's have a look at one. Its story doesn't actually begin in the '80s. I had no idea what sort of story it had
until I wrote this page, since America never imported these models.
In the late 1960s Nissan mergered with Prince Motors,
a struggling Japanese carmaker. To make a long story short, Nissan took over producing some of their best models: the
Skylines. Not all Skylines were Godzillas; in fact most of them were ordinary, low-powered vehicles. Sedate
sedans, contemporary coupes, and even some wagons. But Prince Motors wasn't interested in being just ordinary, they were
involved with higher pursuits such as racing, which is perhaps why Nissan got interested in partnering with Prince.
The fastest car which evolved within the next few years was the Skyline GT-R, a coupe with a
2 liter dual-overhead cam 6 cylinder engine that took the racing world before it knew what was happening. Unfortunately,
Asia had trouble during the 1970s with gas prices and insurance rates, just like America did. So for several years Nissan
dropped their "sportiest" Skyline.
Good news is, Nissan brought them back to production during the '80s,
which pleased Skyline fans to no end. It all began towards the end of the '70s.
Skyline models from 1973 on
were (overall) becoming increasingly heavier and slower. They were nothing like the GT-R that once held all the glory.
However, the C210 generation of Skylines (1977-1981) did introduce the first turbocharged motors ever to be placed in Japanese
production models. This would have been in the Skyline GT-ES. What's interesting is these early turbos did not have a blowoff
valve (there was an "emergency pressure release valve" instead). They were also not intercooled, which means maintenance
must have been tricky!
Though the GT-ES was still somewhat slow (140 horsepower at best), it was at
least a step in the right direction.
During the R30 generation, Nissan set to change this further by introducing
the RS series. Most Skylines were still dull, boxy automobiles, but the RS was making about 150 horsepower in a
land of Skylines with power rating as low as 90!, so it must have been something to look forward to. There was also a
turbocharged variant which made even more: 190. An intercooled version of the Turbo RS also came
out, making 205 hp. These are the R30s we can find in GT2, GT4, and GT5.
In GT2, we have the
'84 Nissan Skyline RS-X, while in GT4 and 5 we have the '83 Skyline HT 2000 Turbo RS
and the '84 Skyline HT 2000 RS-X Turbo C. Info is confusing to navigate, but it seems these models would
have been the top-line R30s, built with racing in mind (rather than everyday commuting). Typical features like air-conditioning
and electric windows were not included, but all R30s (even the 'everyday' ones) got disc brakes on all four wheels.
These
R30s are actually a bit faster than the R31 that's the focus of this review, simply because they've got the power, but they're
also several hundred pounds lighter than the R31. But they are (let's face it) rather goofy-looking. The R30 was a rather
boring design, not much more exciting than the Nissan Sunny of the early '80s, actually. Some have described the
best R30 models as "Datsuns with a stronger motors attached". To further differentiate the top-line Skylines from the
ordinary ones, the R30s in our games also received tacky lettering on their doors and fenders that say: 4VALVE DOHC RS-TURBO.
Nissan obviously being proud of their accomplishments.
As the 1980s commenced and Nissan kept on winning
at the tracks, the Skyline's shape began to change. The R31 generation started in 1986, and Nissan was sure to keep making
sporty versions of their Skylines and Z-cars. To further keep these customers, the GTX-R coupe
(powered with just 180 horsepower) was delivered in 1986, but the ultimate peak from the R31 era would be the GTS-R
found in some of our games. This was a Skyline featuring it all: the new RB-series 2.0 liter inline-6
was its heart, but with a dual-overhead cam system just like the original GT-R, rather than the single-cam Nissan had
been using on their 6-cylinder models up till now. Just 800 of these GTS-Rs were built so Nissan could enter FIA/Group
A racing events. As GT5's info states, some people were confused by the GTS-R; why not just name it a GT-R instead?
The answer, of course, would come two years later. Big time.
The '87 Nissan Skyline (R31) is similar to the '83 and
'84 models (R30), except that the '87 is slightly bigger and several hundred pounds heavier. The R31 lost the R30's
tacky side-lettering, but gained a small spoiler up front and a small wing on its trunk. This car (the '87) was
made during what I like to call Nissan's ‘angular’ period. Nissan was embracing a rather plain and boxy look
for many of their models. Regular Skyline sedans and wagons from the time were completely boring; it seems to
have taken a bit of a stretch to jump from these generic cars toward the mightier GTS-R. As we know, the R32 generation
(which debuted a couple years later) would have a somewhat sleeker appearance, as Nissan designers attempted to think 'away'
from the box once again. :)
Width and height of 66.5" and 53.75" are almost identical to the '84 Skyline also found
in GT2's used car lot. The main difference is that the '87 car has an open grill; whereas the '84 car has a closed one (and
was hence nicknamed ‘the Iron Mask’ in Japan).
And one thing we can't deny: the price! Hovering
between $11,000 and $15,000, the R31 is super-affordable in GT2 or GT4. Inflation apparently hadn't affected the
GTS-R's price tag so much from 1999 to 2004 (when GT2 and GT4 were first released). Once you finally find a GTS-R,
you'll be so pleased by its price, chances are you'll barely notice it. Only in GT5 do we start to see
R31s gaining in credits, but at just under $25,000, the car that's the focus of the GT5 portion is still
affordable. Curb weight of 2,954 pounds is about 400 pounds heavier than a Silvia K's, though the Skyline
comes standard with a bit of extra power of course.
Compared to newer R34-generation Skyline GTRs, the R31 is a bit
more nimble, yet also prone to more skittishness. In GT2, the good news is a racing body can be had, which drops weight to
about 2,550 pounds, and makes the R31 Skyline even more of a devil on those tracks. GT4 or 5 cars can only
gain a rear wing, unfortunately.
So it seems the 1987 Skyline GTS-R was one of Nissan's steps towards the
domination we all know about today. Better, stronger generations would follow, but for now let's look at what Nissan was working
with so far as power goes.
--------------------ENGINE / DRIVETRAIN-----------------
So let's look under that hood. :grin:
Ooof. As that old lady used to say in the Wendy's
hamburger commercials: "Where's the beef?" Actually, it's not that bad. With just over 200 horsepower to start (GT4
and 5 cars will need an oil change first), the '87 GTS-R makes a great car to begin either Gran Turismo game it
appears in. In GT5, this one is too powerful for many of this game's A-spec events; it'll simply blow away the Sunday, the
Clubman, and the '80s-era cup races. It's also too strong for the FR Challenge. I could only drive this car during this game's
stupid Seasonal events, which happens to have an '80s portion. Though the
R31 is not as powerful as some modern Skylines, its engine can be tweaked straight up to 427
HP @ 6,000 rpms with three levels of intercooled turbocharging in GT2. In GT4, we've
got even more since a fourth stage turbo is available: 466 BHP @ 6,400 with 373 foot-pounds @
4,800. Anyways, pretty healthy eh? Turbo-lag from a fully-modified turbo system isn't as bad as some other
cars, though it IS there. Mostly, you'll only notice it when the GTS-R spins out of a corner, and has to trek its
way thru some grass. Lag can also show if the driver chooses the wrong gear (easy to do since wheelspin is prevalent at
higher revs, especially when stronger turbos are being used).
There are 3 stages of turbos in GT2 with healthy
doses of power-ups for each stage. The cost of Stage 3 tuning is an affordable $45,000 in GT2. This may seem like a lot, but
this car WILL win a lot! ...Provided you can control it. GT4's GTS-R (as mentioned) gets a fourth stage, which costs almost
twice the amount of a Stage 3 in GT2, so do some research first. Make sure this is something you'll really need
before buying it!
GT2's gearbox was made with acceleration in mind, so that this car wound up hitting its 7,000
rpm peak over and over again at the Test Track, reaching a top speed of 138.8 mph. When tested stock, the
engine reached 60 mph in about 7.2 seconds, and got to 100 in just over 18.9. I did a second
test where the clutch was hammered from redline in second gear and got some better results (0 to 60 in about 6.9 seconds and
100 in 18.8).
Oddly, the GTS-R of GT4 and 5 has taller gears. Acceleration is similar to GT2,
but there is a much higher ceiling of 150+ mph. Why? What did Nissan (or PD) do right or wrong? Was the GTS-R
offered with several gearboxes in real-life? No answers could be found as I searched a bit; there's a surprising lack of info
(other than a few generic specs here and there) on R31s.
Stage 3 turbo-charging and full weight reductions get the
HP/weight ratio down from 14-ish to about 6, so we can see why these cars can be made to win; but to find out why they
dominate, read the next section.
----------------------CHASSIS / HANDLING--------------
GT2 The GT2 dealer's info won't tell us, but real 7th generation R31 Skylines have a rear-wheel
computer controlled system called HICAS (HIgh CApacity Steering), as well as an electronically controlled
front air dam. I'm not sure if the dam is manually controlled or manipulated via computer, but Gran Turismo's aerodynamic
figure of .15 for the front of the car (instead of .12) seems accurate only because it's a few clicks higher than usual for
a car of this type. It's also noticeable how little understeer there is in higher-speed curves.
Under pressure,
none of this makes any difference, of course! The GTS-R eventually becomes a very skittish machine in this game,
even when equipped with racing slicks. The HICAS system does provide some stability if it's not being driven by someone totally
ham-handed (at least, it's my opinion that PD considered the effects of HICAS, and then modeled the car in the game appropriately),
but overall you need to watch for these traits:
{1}. Lots of wheelspin as the turbos near their peak torque.
{2}.
Fishtailing. Squirrelishness.
{3}. Steering that feels more precise than it is at times.
...Even with a
limited-slip and careful suspension settings, drive carefully. The R31 can quickly get sideways and gracelessly
spin. Ignore all the 'Skyline hype' that says how great these cars are all the time.
GT4 Not much different in this game, honestly.
Understeer is minimal, even with a stock suspension, although there is some plowing. The GTS-R has
great braking ability in this game...the sort of brakes which inspire confidence. It also noses into turns very precisely,
even before a single part has been applied from NISMO.
It's easy to find ourselves pushing this car just that
much harder into turns of all kinds, and then *bong* there's that understeer! But this entry-understeer (like I said)
isn't that great. Nothing like the wastefulness found in some front-engine/rear-drives for sure. It's merely something to
watch for, rather than something which is constantly getting on our nerves. All of this is true whether the car is rolling
on N3s or S2s, although with N tires everything is just a little more drastic, of course.
But this car does many
great things, zipping thru many turns and over bumpy areas with minimal consequences. It noses-in gracefully. If
that little bit of understeer is avoided, it feels about 90% neutral mid-corner with just a tad of a push. Grip is solid,
lift-off oversteer easy to employ.
Out of longer curves, the GTS-R takes a moment to prepare itself before it lightly
throttlesteers, but this sort of action is also predictable and safe. Everything just feels so contained
and intelligent! Perhaps HICAS really is making a difference in this game.
Traction is
reliable to the point of boredom (at least while power is south of Stage 2), which means that limited-slip device
you just bought might wind up dozing off in the garage while the rest of the car sees action. But be careful, for as power
gets raised towards R34 level (over 300 horses or so), finally the '87 Skyline GTS-R starts displaying some serious
issues...somewhat similar to GT2, actually. Lots of wheelspin can show up seemingly out of nowhere.
Although the GT4 auto
doesn't fishtail and 'lose it' as strongly as it did in the earlier game, neither is it as reliable and planted as before.
But the good news is (well, sorta good) since power never gets too high for the R31 generation, this is about as bad
as it gets. RSDs (Really Skilled Drivers) may even manage to get the GTS-R into some fun drifty moments, although personally
I haven't had so much luck here! GT5 As
we've seen many times, the GTS-R feels drastically different from 4 to 5, and it's mostly due to (take a guess) a refurbished
rear. Once again, it seems PD has taken a gander back to the earliest game this car appeared in, not to mention real-life
rear-drives, and said "hey, wait a minute. Something's not right here." We've now got a machine that's a bit more uncomfortable and nervous with cornering. From what
I've gathered, ABS brakes were just coming into the picture during the late 1980s, and it's highly possible that the R31 did
not have ABS. Type "R31 Skyline ABS brakes" into a search engine and what comes back are several sites featuring info on converting
their brake systems to ABS. Therefore, I did not use ABS brakes as I drove this one during several '80s Cup Seasonals.
Braking can be effective, but it must begin early, otherwise this one'll suffer a bit of snap-knifing as brakes are forced
too late, and then released mid-turn. During the first race (a 6-lapper at S.S. Route 5) I'm seeing understeer during portions of this track's longer curves,
like the giant lefty tunnel-turn. The front end barely hangs on, and begins to push more and more as speed is forced. Only
during this track's two tighter turns, where 2nd gear is needed, will the rear of the car need to be tamed, otherwise it'll
step out a bit. Not really a huge issue; we're not playing with hundreds of foot-pounds from that engine after all, but (again)
it's something to watch for, especially since this series of events only allows us to use comfort radial tires. Another issue: we've got some massive leaning
here! Lateral g-forces are quite high in a few crucial areas of Route 5, and the car's weak coils feel obviously stressed
as I try to start and maintain a workable line. As in GT4, the front-end still has a 'precise' sort of feel (assuming it's
not pushing) but the rear tends to create some body-swaying here and there, mostly due to this car's weak undercarriage. Overall, I find myself tiptoeing (rather than
pushing) this one so far. It's mostly due to cheap tires and lack of ABS, So I had the 'crew' install a better suspension for the next
race at Twin Ring Motegi's East course. Didn't even bother with the fixed-sport suspension, instead I went for the height-adjustable
one, which boosts those coils from 2.8 and 2.2 to 5.6 and 4.4. Yes, the car felt a bit firmer now, but since this is a more
technical track (with tight areas for cornering and passing), it also suffered a lot more than it did at Route 5. Braking
needs to be more precise, otherwise the front-end will start to push, and rather heavily at times, too. I
expected the rear might be difficult at this track, with all its hairpins and esses and kinks, but (again) the fact that the
engine's not so torquey meant the rear will only get wild if I MAKE it get wild. I try to avoid such moments in this car though,
there's a hint of turbo-lag below 4,000 rpms, which means that any slipping and sliding could cause a sort of lagging with
exit speed as well. For those of you who want
this car to be more exciting, power's gonna be needed! Yes, it will get a bit wild and drift with its stock engine parts,
but this sort of behavior will usually need to be somewhat forced. But for those who want to avoid
such nonsense: Assuming everything goes right: braking is appropriate, the car noses-in as it's supposed to (et cetera) it
will then corner rather neutrally. We gotta baby it a lot though. Not really what I expected, but that's one of the
reasons GT Car Reviews exists--to blow apart all the hype and false info out there! Not all Skylines are tops.
Though the R31-era GTS-R will win some races,
and displays some magic moments here and there, it wasn't Nissan's "Godzilla", yet! But we can safely call it "Godzilla
Junior". ;-)
------------------------------PROS-----------------------------
1).
Decent handling augmented by aerodynamics and computerized 4-wheel steering (perhaps). Understeer
is rarely a problem; oversteer happens but can easily be tamed if you know what you're doing. All of this is truest in
GT2 and 4, though.
2). Tires have decent traction when the car is stock. Sport tires can be used well into Stage
2 turbo tuning for GT2, and at any time in GT4 (except for those races which require racing tires).
3). Low price.
Very low price for all this performance.
4). Good power from a small engine. Decent turbo & intercooler
upgrades. GT2 and 5 has three of them; GT4 has Stages 1 thru 4.
5). Racing body available (GT2).
6). Not
bad with fuel (GT4 & 5). 7). A bit unstable while cornering in GT5, but because
of this the R31 can be a good drifter's car. -----------------------------CONS--------------------------
1). Gearing limits top speed (GT2, mostly). The close-ratio "sports" and "semi-racing" gearboxes are mostly useless,
even at short courses like Laguna Seca. You'll eventually need a racing-tuned gearbox.
2). Average acceleration before
turbo mods are in place. Once they are bolted in, turbo-lag steps in below 4,000 rpms, the power-curve becomes incredibly
short, and bursts of spooling-power have a tendency to lash out near 6,000 rpms, causing wheelspin. Sit into
2nd gear carefully as you leave tighter corners lest...
3). ...excessive tirespin can ruin otherwise mighty launches.
Limited-slip differentials a must as power is raised.
4). Poor brake response, especially when trying to trail-brake
into corners. GT5 is the worst, here.
5). Mushy springs in that suspension, especially when stock! This applies to
GT2 and 5 a lot more than GT4, oddly.
....At times, your steering may be perfect. You've sworn
you've got this corner under your thumb. Hammer the gas and the car instantly skates sideways due to its poor stability!
Countersteer...the car is now questioning your sanity instead of the other way around! Even the semi-racing suspension
features low spring rates.
6). Generic '80s-era boxy looks. Look close and you'll see this car is just an elongated,
second-cousin Sentra!
7). A bit on the rare side in that used car lot. I had to wait a few game-days just to find an
'87 GTS-R for this review.
8). Some may expect this Skyline to be all-mighty (like some other Skyline versions) only
to be disappointed that upgrades only raise power so far. Nope...there ain't 700 to 900+ horsepower to be had here, folks.
9). GT5: Too powerful for some events, too weak for others. Other than some Seasonal races, it's rare we'll get to
mess with this one at all. Originally published:
July 2004 Re-edited: February 4th, 2007 Edited for GT4 content: March 31, 2010 Edited for GT5 content: December 25, 2013
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