parts sharing:

(many) suspension and braking systems used for the S15 came from the S14a and the R34 GT-R.

in australia, the HLSD of the R34 GT-R came fitted onto the 6-speed manual versions of the S15, as well.

 

lets go to january y2k and take a look at a rare R34 -- the GT-V.

what is it? --a rare, RB25 (with VVT), 200PS, non-turbo model of R34 that is basically a GT-t, sans the forced induction plumbing.

called the 25GT-V, this R34 was available in 2 and 4dr versions, including HICAS, VLSD, GT-t suspension, 4pot front cals, 17" alloys. yet despite these excellent goodies, this special edition of skyline was not widely sold.

 

And I used to have a bayside blue one

 

...and that leads us to another point about the GT-V: the bayside blue color, previously available only to the GT-R, was sprayed onto later production runs of the GT-V, hoping to boost sales for that model. however, despite this wonderful color option, the GT-V never quite took off in the sales department, and was later dropped.

to have a bayside blue GT-V is definitely a rarity, and, regardless of it not being a turbo car, is collectible nonetheless.

 

--it is:

everything that ATTESA E-TS is, with the V-Spec added feature of braking force being split, independently, to all four wheels, using ABS.*also included in this PRO package, is an "active" rear LSD that splits the torque between the right and left rear wheels, further enhancing the already savvy E-TS.

 

in the lore of downforce, a diffuser is a necessary rear element at the rear of the car; a part of the underbody's aero package:

the sceario goes that air hitting the front, and traveling under the car, is accelerated, creating a low-pressure zone. this low pressure area literally sucks the car's body towards the pavemment. this is called downforce. some cars' designs are better at doing this than others, but that is another story.

so rather than having this accelerated air flow out the rear of the car unabated, thus creating drag, a rear diffuser is installed to "break up," literally diffuse and/ or blend, the air back into the atmosphere at "normal" speed.

the resulting effect is a "sealed" pocket of low pressure under the car only, reducing drag and increasing downforce.

 

in an unlikely union of italian chassis engineering, japanese horsepower, and british racing heritage, 2 famed Dallara LMP chassis were purchased and developed by the british Rollcentre Racing team for the Sebring 2004-05 12 hours race (aka "petit LeMans").

finishing "only" 5th in '04, the Judd powered Dallara LMP900 was revamped for '05 with the swapping in of the JGTC class 3.0 liter VQ30DETT. of note, as well, that marked a return to american soil (non JGTC) racing for nissan --renown "back in the day" of the IMSA GTP.

despite impressive mechanical performance from the VQ, problems with the ecu, and gearbox issues, took the car out of the running for '05.

 

tokyo, japan:

an american trained engineer, masujiro hashimoto, founded the "kwaishinsha jidosha kojo" company back in 1911, in the azaboo-hiroo district of tokyo, japan. hashimoto sought three business partners to front cash and mass-produce a prototype he had created, the 2000cc four-banger "type 31," in 1914.

the three were: kenjiro den: helped hashimoto to start the company, rokuro aoyama: a childhood friend; meitaro takeuchi: cousin to the former prime minister, yoshida --all contributed money; all became the name: den, aoyama, takeuchi = DAT.

the new company, literally called "DAT," began producing the "type 41" (production version of the prototype) in 1916.

written and spoken as "datto", this monkier, meaning "running hare" or "a hare in flight," stuck with the company (as it merged with others, creating, as well, the type 51 and 91) through the late teens and twenties, up to 1930.

in1931, DAT merged with the "tobata imono company," creating the "type 10." at this time, chief-engineering and designer/founder hashimoto was succeeded by takashi doto. the new type 10, and the event, was called "son of DAT" = DATSON.

however, the name was soon revised to DATSUN, as "son" sounded like the japanese word for "ruin" or "loss" --a bad way to designate a new direction. mass-production of the type 10 began in 1932.

 

24 hrs, le mans, france:

prototype - LM P1
prototype - LM P2
grand tourisme - LM GT1
grand tourisme - LM GT2

------------------

12 hrs, sebring, florida:

prototype - LM P1
prototype - LM P2
GTS
GT

 

a grand tourer takes shape -High Capacity Active Steering:

the early generation HICAS 4WS first appeared on the R31 GTS-X in 1986. ultimately, as ambitious as that option was, proved too "active."

to explain, the electrohydraulic HICAS slightly moved the rear wheels either counter to, or with, the front wheels to aid in cornering: the car's speed sensor and steering angle sensor sent signals to the ecu to determine a rear-steering angle/direction from 0 to 1 degree of arc.

a subsequent R31, the GTS-R, was given a HICAS controller, improving the
steering a bit.

however, it was not until the emergence of the R32 did the system become the more refined Super HICAS. this option was available to the S13 and S14, as well.

despite this, many owners still felt it to be invasive and unpredictable. currently, there are kits available to disable the system on cars that have it.