We Drive the R32 Nissan Skyline NISMO

There are few names in Japanese motoring that garner the same reverence as “GT-R”. Whether your first exposure was watching Best Motoring videos from Japan, playing Gran Turismo or even binging the Fast & Furious movies, the Nissan Skyline GT-R should instantly garner respect and admiration, and from enthusiasts at all levels. It does from me, and I recently got the much-dreamed about chance to drive a 1990 GT-R Nismo, see what all the hype is about, and see why they are worth what they’re worth.

The GT-R’s pedigree lies deeper than pop culture, however. As with storied manufacturers like Porsche and Ferrari, the real significance behind the GT-R lies behind its race record. Even in the late 1960s and early ’70s, the GT-R badge was already making waves on the tracks of Japan, but it wouldn’t be until the introduction of Nissan Motorsports International (NISMO) in 1984 (40 years ago, exactly) that Nissan’s motorsport fame went worldwide.

Even today, if you pick up a NISMO badged Nissan, you expect something truly special. This is all thanks to the division’s commitment to racing, especially in its early days of the ’90s, from Japanese Grand Touring to Le Mans, that cemented its reputation. The Skyline was the weapon of choice, and NISMO put out its revised R32-generation (1989-94) Skyline GT-R in 1990 to homologate its version for FIA for Group A racing.

It was an immediate, crushing success. The GT-R won 29 races out of 29 starts in the Japanese Grand Touring Championship (JGTC). A GT-R won the Bathurst 1000 in Australia back-to-back in 1991-92. In a classic case of a car being just a little too good, the sanctioning bodies in Australia changed the rulebook, effectively banning the GT-R from competition. An R32 GT-R also handily won the 24 hours of Spa in 1991 against a slew of Porsche 911s and BMW M3s. Another one even took the open production class win at Pikes Peak in 1992. The GT-R was unstoppable, so no wonder its nickname of “Godzilla” originated from this period.

Because the all-conquering race cars were based on road cars, and because they are now legal to drive on American roads (these GT-Rs never officially sold here, but at over 25 years old they’re now exempt from any federal rules that kept them from coming here new), you can own road going derivatives of these crazy road-going race cars. There is either the 1990 NISMO of which which 560 cars were built, or the later and further refined N1 variants, of which 245 cars were produced.

Now, let’s sample the 1990 NISMO. We can start with the important stuff, the performance. In 1989 when the R32 GT-R was introduced, it was packed full of the latest and greatest performance tech at the time. Under the hood sits a potent 2.6-liter inline-six engine (RB26DETT) with a pair of turbochargers hung off the side making a respectable 276 horsepower. While Japanese manufacturers all agreed to cap their outputs at this 276 figure to encourage safety, most will tell you that the RB26 makes much more power than advertised. And that power finds its way to the wheels through a 5-speed manual box mated to Nissan’s clever Advanced Total Traction Engineering System for All-Terrain (ATTESA) system. This all-wheel drive setup utilizes a rear-wheel bias, but has the ability to send more torque to the front wheels as the car senses the need. Steering is aided by a High Capacity Actively Controlled Steering system (HICAS) which adds a degree of steering to the rear wheels.

Nissan’s combination was killer, but when it came to homologating the R32 for racing, NISMO made a number of changes to the base model for a more track focus. The more obvious upgrades are to the body kit. NISMO created additional openings in the front bumper for better cooling as well as removed the mesh grille to the intercooler opening. A set of rocker panel side skirts, aerodynamic lip to the hood and a small ducktail spoiler was mounted in addition to the main rear spoiler to improve aerodynamics and downforce. Finally, NISMO ditched the rear window wiper.

More serious changes take place under the hood. First of all, you won’t find an ABS system. The NISMO GT-Rs went without and, interestingly enough, Nissan did not create a special wiring harness and the ABS wiring connectors are sitting disconnected. To improve reliability during hard use, NISMO went with an upgraded set of turbos utilizing metal turbines instead of the standard GT-R’s more fragile ceramic turbines.

By Japanese standards, the R32 is a big car. Even at a well above “average” height of 6’5″, even I found the interior of the R32 spacious with adequate head and leg room. Even the pedal box accomodates my size 14 feet with no problem. The roominess is a rare treat for this JDM fan.

Sliding into the aggressively bolstered seats makes it clear that the GT-R is a race bred GT car for the streets. The sheer amount of gauges in the car drives this point home further. Everything from water to oil temperature to boost pressure and front differential torque output is presented to the driver on the cluster as well as the center stack.

Then, a twist of the special key adorned brightly with the GT-R logo and the RB26 effortlessly comes to life producing a silky smooth exhaust note.

First driving impressions are that the driving position feels weird if you’re not used to right-hand drive. For the first couple of miles I became acutely aware of all the aspects of driving that have become second nature. For instance, shifting with my left hand, looking up and to the left to use the rear view mirror and the natural tendency to drift toward the center of the road as my brain was not used to controlling the car while being so close to the road’s shoulder. Once my brain rewired itself, driving the GT-R with the flow of traffic became a breeze.

On the back roads is where it all starts to come together. Open up the tap and the RB26 comes to life as the boost builds. The experience is not quite the rubber band-like wind up and violent release that characterizes turbo cars of this era. Instead, the GT-R comes on boost smoothly and rockets the car forward. The first thing I notice is that at least to my butt-dyno, the stock GT-R feels quite quick for a car making just “276” horsepower. If the seat of my pants is as calibrated as I think it is, I would say the low 300s seems more like it.

As for the twisty bits, with the stiff suspension, bracing and added assist from the HICAS system, it gobbles up tight corners with exceptional balance and precision. The added traction and rear steering means it is more composed than something like a snap-oversteer-prone Integra Type-R when driven on the edge, but no less razor sharp. Overall, the R32 does a lot of things right. It packs a potent punch under the hood but can carry speed through the corners with confidence. In stock form, it is all the car a driver with average capabilities will ever need.

So, let’s say you want an R32. I don’t blame you, but shopping for one isn’t as straightforward as it is for many classic vehicles. First, and this is a step you absolutely can’t skip, make sure it’s legal. Just because the car has been in the U.S. for years doesn’t necessarily mean it’s good to go. A properly imported car should have accompanying HS-7 form from the Department of Transportation and a 3520-1 form from the EPA. If a seller cannot provide this, proceed at your own risk.

If these can’t be verified, there is a chance the car was imported illegally, and that risks seizure of your sweet, sweet whip. There are a decent number of R32s and even NISMOs in the U.S. by now, but if importing a car from Japan or elsewhere, it is always best to use an reputable importer. If they offer inspection reports and maintenance performed as part of the importation process, even better.

Paperwork verified, the next step is inspection. Just like in the U.S., cars in Japan rust. Many are kept outside out of necessity and will corrode. Keep an eye on the undercarriage for excessive corrosion, especially pinch welds which may also be corroded or damaged. If the car has a proven service history, great. Parts are available for GT-Rs, but they’re not cheap. Be willing to stretch your budget a bit for a car that is sorted over the cheapest option. The rule of “buy the best you can afford” really applies here.

Since being eligible for import to the U.S. beginning in 2014, the R32 has gained in value substantially. If you got in on these cars early, you probably scored an exceptional Skyline for the same money an exceptionally scruffy car goes for today. Limited production, racing-focused models like the NISMO and later N1 variants have exploded into a league of their own with buyers willing to pay deep into six figures for the right cars.

Where the GT-R market gets tricky is the fact that it is a global one and while demand inside the U.S. is certainly high, it’s high outside of the U.S, too. GT-R buyers are also, unsurprisingly, younger enthusiasts. Digging into insurance quotes as a gauge of buyer interest, just over 50 percent of quotes received come from Millennials, with another 30 percent from Gen-Z, despite the fact that these two demographics make up only about a third of the collector car market as a whole. With current high demand and a young enthusiast base, the R32 has staying power not only with popularity but in price, despite some recent dips in a softer overall market.

This car truly ranks among the greats, and for good reason. It has the cultural appeal as well the heritage all in one. It has that “forbidden fruit” factor as a car not originally sold here, and it’s a riot of a car to drive, to boot. Does it live up to the hype and its price tag? Hell yes it does.