In 1989, Nissan made a huge comeback. How? Old Skyline virtues had been resurrected.  The HCR32 Nissan Skyline debuted, and was available as a 4 door family sedan, or the favored 2 door sports coupe. All other body styles were laid to rest. The new model line used several versions of the recent RB motors. You had the choice of an RB20E, RB20DE, RB25DE, RB20DET, and of course, the beloved RB26DETT. Now remember, RB is the engine series. 20 for example stands for displacement, meaning 2.0L, 25 meant 2.5L, and most importantly, the number of T’s represented the number of turbos, TT for example meant twin turbo. If there is no TT at the end, then the car breathed normally. The RB engines now had improved heads, and a new fuel injection system. Anyway, enough turbo talk. Most models came with the world renowned Super HICAS 4 wheel steering system. Another important milestone is the fact that the 2.5L became the first car in JDM la la land to have a 5 speed automatic tranny (lame I know, we don’t exactly favor auto boxes). The GTS-t had larger five stud 16 inch alloy rims, four piston calipers up front, two in the rear (nasty, if you know what  I’m saying). ABS was optional, but all models had a sweet viscous LSD. But enough with the naturally aspirated stuff, lets get down to turbo time (more T’s and TT’s, yay!) The true GT-R came back with a bang. Starting off with not one but two ceramic turbochargers, all wheel steering, and AWD, it was the, umm, never mind, you get it. Anyway, the engine made a nice 280 hp ( TEEHEE ) but, here’s a little known secret. Japanese automakers had a kinda sorta  agreement that none of their production cars could have more than 276 hp. In reality, the RB26DETT made an enormous 320 hp, let’s just say Nissan pulled a fast one and got lucky much to our delight. The motor could easily handle 500 hp in racing trim, but of course, to be street legal, the exhaust had to be muzzled, some more boost restriction, and the ECU. Of course, to our entertainment, Nissan marked the little boost restriction on the control lines in yellow, this way the new owner could happily remove it with tears of joy and enjoy a “safe” boost increase. The GT-R also received a much larger intercooler, larger brakes, and a weight saving aluminum hood and front spoiler. The wheel arches were also flared now, and the interior received more supportive seats. The clock was replaced with a torque meter, oil temp, boost, and voltage were now below the climate control.  The R32 completely ruled in JTCC, wining 29 races from 29 starts. It ended up taking the series title every year between 1989 and 1993. It also owned in 50 races from 50 starts in Super Taikyu N1. The car was also debuted to the Australian Bathurst 1000 and had an identical success. Because of this it earned the name Godzilla because it was a monster from Japan.  Unfortunately the car was soon banned because it was nearly invincible and Group A racing was abolished because other teams didn’t want to compete with this monster. When originally designed, the  rulebook mandated 16″ wheels, so that’s what the GT-R got. This limited the size of the brakes, and the Nissan four pots weren’t really up to competition use. A later change in rules allowed 17″ wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17″ BBS mesh wheels covering larger Brembo brakes. The clutch actuation changed from a push to a pull system, and the car received an active rear differential. A year later the V-Spec II appeared with a new sticker and wider tires. Beautiful isn’t it?