The Nissan Skyline GT-R holds a legendary status in the automotive world. Across generations, Nissan’s flagship performance icon has garnered accolades from critics, devotion from owners, and intense desire from enthusiasts globally. Yet, within this lineage of greatness, one model often stands apart – the R33 Skyline, produced in the mid-1990s. Frequently labeled the “ugly duckling” of the family, the R33 has struggled to attain the universal adoration enjoyed by its siblings. But does this reputation truly reflect reality?
To delve into this question, I had the privilege of experiencing an exceptionally rare example: a V-Spec Le Mans edition, one of only 102 ever produced at Nissan’s Musashimurayama factory.
(Full Disclosure: [JDM-Expo](http://jdm-expo.com/) specializes in exporting high-quality, sought-after Japanese vehicles. They provided me with the opportunity to drive this R33 in exchange for acknowledging their contribution in this article, which they graciously agreed to.*)
Arriving a bit behind schedule, I was greeted by the R33, bathed in sunlight and gleaming in its vibrant neon blue paint. Despite the common perception of it being aesthetically challenged and the least appealing Skyline, I find myself disagreeing with this sentiment more and more over time.
While it may lack the timeless elegance of the KPGC-10 Skylines from the late 60s and early 70s, or the aggressive stance of the later R34 and R35 GT-Rs, this distinction is arguably the R33’s unique charm.
It presents a more understated presence compared to the flamboyant R34 and is considerably less ubiquitous than the 80s-infused yet highly popular R32. The Skyline R33 emerges as the ideal GT-R for those seeking individuality, a departure from the poster-car status of its contemporaries plastered across teenage bedroom walls in the late 90s. It’s a GT-R for a more mature audience, yet the stigma persists: Too bulky. Too heavy. Not an R32. Not an R34.
This particular Skyline R33 GT-R was the only GT-R generation I hadn’t yet driven, and crucially, the first I’d be able to push to its performance limits. Naturally, I was eager to determine if the criticisms leveled against it were justified. I recall encountering initial negativity towards the R33, surprisingly, in Initial D:
“A failure.” A harsh judgment, particularly coming from someone known for guttural exclamations during drifts. However, pronouncements are one thing; experiencing a car’s capabilities firsthand is entirely another.
The “V-Spec Le Mans” designation sounds impressive, but it essentially represents a cosmetic enhancement package. It was created to commemorate Nissan’s participation in the 1995 24 Hours of Le Mans, where a Skyline GT-R achieved a commendable tenth-place overall finish. The upgrades include the distinctive Championship Blue paint, a carbon fiber rear wing, GT-R N1 front brake cooling ducts, a redesigned bonnet lip, and unique decals.
Beneath the hood resides the iconic 2.6-liter RB26DETT twin-turbo inline-six engine. Officially rated at 276 horsepower (a knowing understatement), it realistically delivers closer to 330 HP. A five-speed manual transmission – almost an anachronism in 2017 – channels power to all four wheels via the advanced ATTESA E-TS all-wheel-drive system, complete with an active limited-slip differential. More on this system later.
These are impressive specifications, yet it’s crucial to remember that a GT-R is rarely a lightweight vehicle, and this Skyline R33 tips the scales at nearly 3,400 pounds.
From the moment I started driving, the R33 commanded my attention. Heading towards Suzuka Skyline, a picturesque and aptly named road in Mie prefecture, I immediately noticed the steering’s exceptional on-center feel, a characteristic often absent in contemporary cars.
The throttle response was remarkably sharp, despite the turbo lag becoming noticeable around 3,500 to 4,000 RPM, rendering the turbos largely inactive during typical daily driving.
However, the most unexpected aspect of the everyday driving experience was the comfort. Perhaps my recent experiences with vintage 80s sports cars and basic kei-cars had recalibrated my perception of comfort, but I had reviewed numerous tests and opinions on the R33 GT-R prior to driving, and a recurring complaint was its perceived stiffness and rigidity.
The Nissan Skyline R33 V-Spec Le Mans edition shines in its distinctive blue paint, showcasing its unique design elements.
I must disagree. While it’s not as plush as a BMW M5 or a high-end Mercedes, for a performance car, its ride quality surpasses many tuned Honda Civics. Furthermore, someone opting for a vehicle named “GT-R V-Spec Le Mans” likely isn’t prioritizing Lincoln-like ride comfort.
Upon reaching the base of Suzuka Skyline, I finally had the opportunity to truly test the Skyline R33’s capabilities. The road was narrow, yet the car, despite feeling its weight when demanding peak agility, demonstrated a commendable level of nimbleness. Rapid directional changes, even under acceleration, allowed the car to rotate smoothly into corners – a characteristic not commonly associated with stock all-wheel-drive vehicles, which typically rotate primarily when off-throttle.
This is where the R33 GT-R truly distinguishes itself. It isn’t fundamentally an all-wheel-drive car in the traditional sense. It behaves like a rear-wheel-drive car that intelligently engages the front wheels when required.
Conventional all-wheel-drive performance cars, such as a Subaru WRX STI, distribute power to the front and rear axles based on prevailing conditions, potentially sending up to 80 percent of power to either the front or rear. A Mitsubishi Evo often exhibits a front-wheel-drive bias in typical driving scenarios.
However, the GT-R directs 99 percent of its torque to the rear wheels, 99 percent of the time. During city driving, highway cruising, or even spirited driving at moderate speeds on winding roads, the car operates almost exclusively in rear-wheel-drive mode.
The V-Spec model further incorporates an enhanced iteration of Nissan’s ATTESA E-TS (Advanced Total Traction Engineering System for All-wheel-drive—Electronic Torque Split) system, known as ATTESA-E-TS Pro. Nissan certainly has a knack for elaborate names.
In a standard Skyline R33 GT-R, when the rear wheels lose traction, the regular ATTESA E-TS system instantaneously transfers power to the front wheels to regain control. This transition is exceptionally smooth and barely perceptible.
The “Pro” version, however, grants the driver greater latitude for playful handling and intervenes to correct oversteer only when counter-steering is initiated. This allows for controlled slip angles and, crucially, enables power-oversteer through corners—a rare feat in most all-wheel-drive vehicles.
And indeed, it is incredibly exhilarating. The R33 GT-R V-Spec stands out as one of the most driver-friendly cars I’ve encountered on mountain roads. As the rear end begins to slide and counter-steering is applied, there’s no need for the delicate throttle modulation required in a purely rear-wheel-drive car. Applying more throttle as you counter-steer results in increased power being directed to the front wheels, effectively pulling the car back on course and propelling you out of corners with immense grip.
Powering through corners, the Nissan Skyline R33 V-Spec Le Mans demonstrates its exceptional handling capabilities on the Suzuka Skyline.
Essentially, the car behaves as a rear-wheel-drive vehicle with an all-wheel-drive safety net. The steering remains communicative and manageable, further simplifying the driving experience.
On downhill sections, the GT-R felt slightly less composed, hampered by its weight and a tendency to understeer when braking into corners. This required increased caution to avoid unintended encounters with roadside barriers. This particular car also had older brake hoses, resulting in a softer brake pedal feel than optimal, which further reduced confidence during hard braking. Upon my return, I reported this issue, and the brake hoses and pads were promptly replaced, undoubtedly restoring the intended brake feel.
However, it’s crucial not to perceive the Skyline R33 GT-R as driving itself, a common misconception sometimes associated with the R35. It remains a substantial car that doesn’t feel perfectly at home on tight Japanese touge roads. The ease of control and driver-forgiving nature can quickly breed overconfidence, potentially leading to precarious situations on mountainous terrain.
Despite the criticism directed at this Skyline R33 over the years, a day spent behind the wheel unequivocally demonstrated that much of it is unwarranted. Its primary “crime” was being positioned between a celebrated predecessor and the pinnacle of the GT-R lineage.
The R33 is the middle child of the GT-R family. This positioning often leads to its dismissal. Just as capable as its siblings, yet neither the groundbreaking original nor the technologically advanced successor, it occupies a middle ground, quietly pursuing its own path without striving to constantly prove its worth. For enthusiasts in the United States, the opportunity to experience the Skyline R33 firsthand is becoming a reality as R33 models become eligible for import. The GT-R variant will require a bit more patience before it becomes importable.
If you’re wondering about acquiring this specific piece of Skyline history, unfortunately, it’s no longer available. As I write this, the car is en route to Australia. However, there are 101 more V-Spec Le Mans editions out there somewhere.
Be prepared, though – owning a piece of this rare Skyline R33 history won’t come cheap.
Flavien Vidal, a French automotive enthusiast living in Japan, with a passion for anything on four wheels, excluding mundane economy cars.
Correction: This article has been updated to reflect the correct production number of V-Spec Le Mans cars, which is 102, not 14.
