Skyline GT-R (R34 (BNR34))

Origins Launched in January 1999, the BNR34 was the last GT-R built on the Skyline platform. Nissan shortened the wheelbase versus the R33, stiffened the body and fitted a new Getrag V160 six-speed manual in place of the previous five-speed, alongside a multifunction dash display that showed live turbo boost, oil and water temperatures.

Engine and Drivetrain The carry-over RB26DETT was a 2568cc twin-turbocharged DOHC straight-six with individual throttle bodies and, on the R34, more durable ceramic ball-bearing turbos. Officially it produced 280 PS (276 hp), the ceiling set by a Japanese manufacturers' 'gentleman's agreement'; real-world output was generally accepted to be higher, and the engine's iron block made it a tuner favourite capable of far greater figures. Power went through ATTESA E-TS (E-TS Pro on V-Spec cars, with an active electronic limited-slip differential) that could shuffle torque rearward or to all four wheels, while Super-HICAS provided rear-wheel steering.

Variants Series 1 (1999-2000) offered the base GT-R, the harder-edged V-Spec with uprated aero and the E-TS Pro system, plus homologation-focused V-Spec N1 cars. Series 2 (2000-2002) brought the V-Spec II with a carbon bonnet, the touring-oriented M-Spec with softer damping and leather, and finally the 2002 V-Spec II Nur and M-Spec Nur editions, named for the Nurburgring and fitted with the stronger N1 engine block and a 300 km/h speedometer.

Nismo Z-tune After production ended, Nismo built the extremely limited Z-tune (circa 2005), taking a small number of low-mileage used V-Spec II cars and installing a 2.8-litre RB28 engine of roughly 500 PS with comprehensive chassis upgrades, creating one of the most valuable Japanese performance cars ever.

Cultural Legacy The R34 became a global icon through the Gran Turismo games, Japanese Best Motoring videos, tuning magazines and the Fast & Furious franchise. Because it was never federally sold in the US and remained illegal to import for years, it gained mythic 'forbidden fruit' status among enthusiasts.

RB26DETT engines demand meticulous maintenance; a neglected or over-boosted example risks expensive damage, and timing belt failure can be catastrophic. Parts sourcing can be difficult and costly given Japan-only production. Rust is a real concern on cars that saw wet climates. Poor-quality aftermarket modifications, worn Getrag synchros, and tired ATTESA/HICAS components are worth checking. Provenance and originality are frequently muddied by decades of enthusiast ownership and tuning.

Verify matching numbers and documented service history, especially on the RB26 (timing belt replacement records, no signs of a blown or hastily rebuilt engine). Inspect carefully for rust at the rear wheel arches, rocker panels, strut towers and underbody. Confirm variant authenticity (V-Spec, Nur, N1, Z-tune) against build records, as badges and trim can be swapped. Scrutinise the quality of any modifications, as many cars were heavily tuned; original, unmolested examples carry a premium. For US buyers, confirm the car's individual build month qualifies under the 25-year rule and that import/registration paperwork is in order.

As of mid-2025, clean standard and V-Spec R34 GT-Rs typically transact in roughly the $130,000-$170,000 range, with the best low-mileage examples exceeding $200,000, per Hagerty's buyer's guide. Rarer N1 and Nur cars command $250,000 and up, and standout Nismo cars go far higher (a Nismo Clubman Race Spec reportedly sold for $692,500 in August 2025). A genuine Nismo Z-tune is estimated well into seven figures. Prices firmed as US 25-year import eligibility opened in 2024 and demand from the world's largest car market entered the picture; commentators have also noted potential upward pressure from US import tariffs on Japanese vehicles.