The R34 GT-R was introduced in January 1999 and bettered its predecessor’s performance in almost every department. Basically, the new car is built upon the improved technology of its predecessors.
    Since Nissan’s market research had found out that most people preferred the smaller R32’s nimbleness to the larger R33’s handling, the R34’s length was reduced by 7.5cm to decrease its dimensions and bring its handling more towards that of the R32. Even though all its dimensions were decreased to give an R32 feel, the car is still reletively large. It's almost as big as a Volkswagen Jetta.
    The technological refinements include improved ATTESA-ETS All-Wheel-Drive management (which brings immediate 50% of torque to the front wheels when the car's computer starts sensing slippage).
    The R34 GT-R uses a multilink suspension front and rear. Road-holding and especially the steering is further improved by the Skyline's all-wheel-steering system Super HICAS.
   The Skyline's all-wheel-steering enables the rear-wheels to steer the car with a maximum of one degree. A very complex system compares the car's movements with the driver's input at the steering wheel and adjusts the angle of the steering wheel according to the direction the driver intends to go. The result is a steering that makes the GT-R feel much more nimble than its size suggests.
     The engines have also improved, with the RB26DETT that drives the GT-R forward with an official 280hp at 6800rpm (restricted by the Japanese government). But as the UK GT-R Club found out, 328hp at 6,400rpm seem to be the real output. Modified camshafts for improved valve timing and a new stainless steel exhaust system with reduced back pressure make the engine more flexible thanks to a better torque curve and higher peak-output of 289lb-ft at 4400rpm. These changes have also made this RB26DETT smoother and quieter in comparison to earlier versions.
    Additionally, turbo spool-up time is enhanced by the new smaller twin ceramic turbochargers which feature variable boost timing, work with a maximum pressure of 0.4bar and use twin ball-bearings to minimize friction. Even though, as known from most turbo engines, there is quite some lag until the blowers really start going about their job at about 3500rpm. But since the redline is still at an impressive 8000rpm, there remain plenty of revs to work with.

For a pic of the Skyline, click here