The R34 25GT-t is last in the line of A Good Thing.
Its now-discontinued RB-series straight-six is virtually unbreakable and the
rear-wheel-drive chassis perfect for power-sliding. There’s good reason why
the big Nissan coupe is a popular drift machine.
The R34’s turbocharged RB25DET is the final version of a DOHC six-cylinder
design that emerged in the mid ‘80s. In R34 guise, Nissan engineers focussed on
reducing emissions and came up with the so-called ‘NEO’ engine specification.
The NEO-spec ‘green’ engine is said to produce approximately one-tenth of the
CO, HC and NOx emissions levels allowed under Japan’s 10-15
test mode.
And don’t think that green means it’s less mean.
The R34 25GT-t is factory rated at the Japanese regulation 206kW maximum
output. Peak power is achieved at 6400 rpm while peak torque (343Nm) is
accessible at 3200 rpm.
The RB25DET 2.5 litre six breathes through a 24 valve head featuring variable
inlet cam timing (as introduced in the R33 Skyline). Efficiency is enhanced with
a relatively high 9.0:1 static compression ratio and a revised turbo system. The
R34 employs a larger ceramic turbocharger as well as a slightly improved
air-to-air intercooler. Exhaust restriction is reduced and the engine management
system is recalibrated to suit. Boost pressure peaks at approximately 0.7 Bar.
We’ve previously tested an automatic version of the R34 25GT-t (see The Similar Skyline) but we must say the 5 speed
manual version is much more enjoyable. The R34 turbo is a car that begs to be
driven and the manual ‘box lets you do just that. The gearbox in our test car
was relatively heavy to shift, but that’s not surprising considering the amount
of grunt put through it. First, second, third and fifth gears are shot-peened
from factory.
Part of the R34’s attraction is its rear-drive chassis layout – we doubt it’d
be so popular if it was front-wheel-drive... With a factory limited slip diff,
switchable traction control and 225/45 17 tyres, there are no problems getting
the grunt to the ground. In a straight line, anyway...
Nissan claims the manual 25GT-t can rip to 100 km/h in the 6 second range
but, with Australian fuel and two people onboard, we struggled to better 8.0
seconds.
And what about ‘round corners?
The R34 turns in well and is nicely balanced but a big boot of throttle
mid-corner puts it into power-oversteer. Note that this can be achieved only
when the traction control system is switched off. Take a look under the skin and
you’ll see Nissan’s familiar double wishbone front suspension, multi-link IRS
and Super HICAS rear-steering. The ride is firm but comfortable.
Nissan claims the R34 body is much stiffer than its predecessor. There are
numerous chassis braces (including a front suspension tower bar) but kerb weight
is kept to 1410kg.
Japanese car manufacturers know how to make a good steering system and the
R34 is no exception. The power assisted rack and pinion arrangement offers
excellent weight, response and feel.
The brakes on our test car felt up to the task – 310mm ventilated discs and 4
pot callipers can be found behind the front wheels. ABS and a two-stage brake
assist system are also standard.
Nissan made some bold styling changes as it leapt from R32 to R33 and R34.
Each model is separated by a lot more than a simple facelift.
The R34 is built on a 55mm shorter wheelbase than the R33 and none
of the sheet metal is carried over. From a side perspective, the R34 is better
proportioned than its predecessor and standard 6 spoke 17 inch wheels give it
purpose. But from quarter angles, the R34 looks awkward and narrow. The xenon
headlights and rear wing are welcome features.
Inside, the R34 is a step ahead of its forebears but it maintains a similar
feel.
The cabin is updated with a sculpted dashboard housing a cental triple gauge
pod. These gauges let you view battery voltage, oil temperature and boost
pressure with only a casual glance. Complementing these is the main gauge
cluster containing a 180 km/h speedo, tacho and oil pressure gauge.
More importantly, the R34 gets standard dual airbags (with the option for
side airbags) as well as an easy-to-use climate control system. (The digital
climate systems used in the R33 and R32 are shockers.) Other features include power
windows, mirrors and central locking. The sporty-looking seats offer good
lateral support but become uncomfortable over long periods.
The Skyline coupe’s cabin is not accommodating for any more than a driver and
front passenger. Rear seat space is very limited, the boot is merely adequate
and load access is poor. It’s no wonder Skylines are often relegated to weekend
warriors.
Our test R34 25GT-t was supplied by
Melbourne’s Sports and Luxury Cars
and is for sale at AUD$37,000, ADR’d and ready-to-go. The car is a 1998 build in
excellent condition and with 100,000km on the odometer. Note that there was a
minor R34 update in late 2000 that brought 20Nm extra torque (on the 5 speed
manual only).
There’s nothing groundbreaking about the R34 25GT-t Skyline coupe – it’s
simply the most finely-tuned version of a popular package. Nissan will be doing
well to have the same success with its current models.
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