Alcantara is used for the center of the seats, and leather seats are used to provide support during the powerful fore and aft, right and left G forces that are generated.
Coordinated side trim to match the seats
Full-scale white meter that goes to 320 km/h
Multi-function display (MFD) featuring a data logger, lap time meter, and other functions
Newly developed steering wheel with air bag
Spot welding was added to the door frame and CFRP molded parts were adhered to areas that are easily deformed by the heat of welding to create a tough body, which serves as the frame of the vehicle. 
Special Z-tune suspension made by SACHS
Special tuning for "Z-tune" based on a damper made by SACHS (vehicle height, attenuation force, 3-way adjustment type) and which has been proven in GT500 vehicles was used for the suspension, which has a major impact on handling performance. A wide range of driving conditions is supported by mounting S tires for high-speed driving on a closed circuit to mounting sports radials for street driving.
Damping force adjustable (3-stages), vehicle height adjustment (based on SACHS product)
Spring constant Front: 137N / mm (14kg.f / mm)
Rear: 137N / mm (14kg.f / mm)
Suspension link Size changing part for changing geometry
Suspension bushing Increased rubber hardness and reduced friction
Special Z-tune brakes jointly developed with Brembo
This brake system, which was developed for a target performance of 1.6 G when mounted with S tires, was jointly developed with Brembo. It features such parts as a mono-block 6-piston caliper (for the front), 2-piece front brake rotor with a Ø365 rotor system, and Ø355 mm one-piece rear brake rotor jointly developed with KIRYU. In addition, the ABS unit was specially tuned to further utilize the performance of these high-performance parts. The ATTESA ET-S and active L.S.D. were specially tuned to accompany the increase in engine power in order to make the torque distribution to the front more suitable and to improve the rear differential effectiveness, among other things, to stay true to the great handling of the base car Skyline GT-R (BNR34).
Front Mono-block 6-piston caliper made by Brembo
Ø365 mm 2-piece ventilated disc
Rear 4-piston caliper made by Brembo
Ø355 mm one-piece ventilated disc made by KIRYU
Tires
The tires are the only contact between the vehicle and the road surface, and the tires selected are made by Bridgestone, which has provided many years of support for NISMO' s racing activities. Maximum performance for the each type of driving can be obtained by mounting the POTENZA REO1R 265/35R18 for driving on public roads, and the newly developed POTENZA RE55S 265/35R18 for sports driving on closed circuits.
Alloy Wheel "GT500 Model"
The wheel used with this wide tire is a black LM GT4 "GT500 Model" lightweight forged aluminum wheel that was newly and jointly developed with RAYS, which, like Bridgestone, has been a partner in NISMO' s racing activities for many years. A wheel with the same rim shape and color as that used for GT500 race vehicles had the rim width and offset specially resized (18 x 9.5J OFF + 5) for "Z-tune." The pursuit of thorough driving performance was extended even to the wheel.
"SUPER COPPERMIX" TWIN PLATE
The clutch is one of the major components of the power train, and here the SUPER COPPERMIX TWIN, which was newly developed to handle 441 kw (600 ps)/589 N/m (70 kg/m) and be extremely easy to use, was employed. This new clutch, which was all but developed for the NISMO R34GT-R Z-tune, uses a high-friction material made using the optimum blend of copper in the disc to reduce the friction μ and deformation caused by heat and to suppress judder, which occurs easily in clutches made of metal. Using a disc made of high-friction material makes it possible to lower the clutch cover pressing force and thus reduces the clutch pedal depression force. This emphasizes that this vehicle is a road-going car and not a racing car.
Equipped with a carbon fiber propeller shaft and differential oil cooler
The propeller shaft is made of CFRP. Weight reduction of 5.26 kg (standard shaft: 12.52 kg) was achieved to contribute to improve driving performance. The transmission and differential oil temperatures during continuous high-speed driving were optimized by installing a special oil cooler. This also contributes to realizing better stability and improving performance when driving continuously on a closed circuit.
To achieve an engine that generates high power/torque of more than 368 kw (500 ps)/540 N/m (55 kg/m) and provide the high durability required of road-going cars, plenty amount of techniques and know-how that NISMO accumulated throughout the racing scenes, have been lavishly adopted into this Z2 engine, that some may even find the quality to be too much extreme for a road-going vehicle.
It is NISMO' s qualified mechanics, who has spent many years developing and tuning race engines, who use these high-quality parts and breath life into the engine. The RB26DETT modified Z2, of course has been verified of its performance using cutting-edge equipment such as an engine dyno, and the skills of professional engineers and mechanics.
In addition, a serial number is applied to each of the 20 RB26DETT modified Z2 engines, and this will be used for data management in the future.
Engine body parts
RB26DETT modified Z2 = Race engine parts breath life into the heart
Camshaft
The camshaft is an important part that determines the engine performance and characteristics. The major issues facing the RB26DETT modified Z2 engine were balancing the opposing elements of high power and emissions reduction. NISMO resolved these main issues by thoroughly testing the cam profile, lift amount, and valve timing. The optimum values and shapes were used in combination with the selected engine compression ratio, turbocharger, exhaust system, and other components.
GT engine block
Since 2001, the 2.8L engine has been used for GT500 competition. It achieves both a 2.8L large bore (ø87 mm) and high boost while maintaining the block rigidity required of an N1 specification engine block with improved strength and rigidity. The engine block used in this Z2 too, is specially made to carry over this GT500 strength and rigidity.
GT crankshaft
In addition to the GT engine block, a long-stroke crankshaft, which has proven its performance and durability in the GT500 engine and in races of various categories, such as Nürburgring 24-Hour Endurance Race, was used. In addition to achieving a standard ratio 4 mm up long stroke (77.7 mm), die forging and fillet roll machining were used achieve high durability.
Pistons
To achieve the domineering engine performance and engine response of over 368 kw (500 ps)/540 N/m (55 kg/m) at a maximum boost pressure of 0.15 MPa (1.5 kg/cm) using a pistons specially forged for the RB26DETT modified Z2, special lightweight, highly rigid forged pistons with cooling channels were developed.
GT connecting rod
As with the GT crankshaft, the 121.5 mm dimension connecting rod has actually been used in the GT500 as well as in vehicles with specifications for the Nürburgring 24-Hour Endurance Race. It is made from SNCM439 to achieve both a light weight and high strength.
Intake collector
The intake pipe length and diameter as well as the collector tank body cross-sectional shape were changed to improve the airflow to all cylinders and increase the intermediate speed torque.
Turbocharger
A turbocharger made by IHI (though the specifications differ) that has proven itself in both the GT500 since 2001 and in the 2004 Nürburgring 24-Hour Endurance Race is used. Ball bearings are used in the bearings to suppress the drop in the response that is created by large turbochargers while achieving a commanding turbo feeling during high boost.
Exhaust
The catalyzer performance was improved and the pipe shape and diameter were optimized to effectively scrub and discharge the large volume of exhaust gas created by an expanded exhaust amount and high boost. The pipe is made of titanium (the front tube is made of stainless steel) to significantly reduce the weight.
Engine machining Cylinder head - Combustion chamber shape changed and volume adjusted
- Camshaft recess machining
- IN &EHX port corrected
Engine block - Boring and honing
- Oil gallery plug added
Piston & connecting rod - Weight matching (within 1 g)
Crankshaft - Dynamic balance
Intake collector - Uneven surface correction grinding
Exhaust manifold - Uneven surface correction grinding & stiffener processing
Cooling parts
Intercooler
The core capacity was increased, the fin pitch and shape were changed, pressure loss was reduced, and cooling performance was improved.
Radiator
The core capacity was increased, the fin pitch and shape were changed, pressure loss was reduced, and cooling performance was improved. In addition, aluminum was used to focus on cooling performance during high-speed driving and high engine speeds in particular.
Oil cooler
Twin air-cooled oil coolers were installed on the front side to achieve a stable oil temperature during high-speed driving.
Base Model Skyline GT-R (BNR34) V-spec (used)Specs: Z-Tune Skyline GT-R
Nissan GT-R R34 Skyline Z-Tune.
A watershed year for the Japanese car industry: 1989. In the space of just 12 months, more than half a dozen hit products landed on showroom floors. These included the Lexus LS 400, Mazda MX-5, Nissan 300ZX and the Toyota MR2 coupe.
But one car, above all others, had worldwide performance enthusiasts buzzing with excitement. That car was the Nissan Skyline GT-R R32. It was such a high-tech tour de force it instantly became the production car standard for cornering potential and gained global cult status without ever leaving Japan.
That's right: The Nissan Skyline GTR was never officially exported, but interest was so high the right-hand-drive car was privately exported all over the world, including the U.S. Its twin-turbo 2.6-liter engine and state-of-the-art 4WD system had put it on the high-performance map, but the basic fact that Nissan had developed the chunky-looking coupe solely to win Japan's Touring Car Championships seemed to add to the GT-R's mystique.
While everyone who drove the road-going car raved about its superb chassis and unbeatable handling, few were satisfied with the grunt under the hood. As U.S. and European sports cars were pushing through 400 horsepower by the late '90s, the third-generation GT-R R34 (the second-gen R33 debuted in 1995) stayed at a self-regulated 280 hp.
Toys in the Attic
Now this is where the story gets interesting: Nearly two years after Nissan phased out the GT-R due to stricter emissions laws, Nismo, the company's motorsports arm, has brought back the R34 for one last encore performance. Only this time, it's standing ovation material.
Nismo chose "Z-tune" for its name. It's the last letter in the alphabet and the last word on the current-generation GT-Rs. This mind-boggling R34 is the GT-R that Nissan should have built in the first place. It is also the ideal model to whet the appetites of potential buyers for the next-generation GT-R, which will be revealed at the Tokyo auto show in 2007.
In the same way that the original 1989 model GT-R was solely conceived to win races, the Z-tune was built as a specialized track-session car, the ultimate GT-R capable of being mercilessly thrashed for 30 minutes on a racetrack.
The Nismo lads could not just go to a Nissan showroom and pick up new R34s for modification, so they had to find pre-owned GT-Rs. As Nismo team leader Kojun Iwata explained, "We checked out dozens of GT-Rs, looking for cars with no body damage and less than 20,000 miles on the clock. It wasn't easy." Once located, the cars were then stripped down to the body shell and transformed into road-going racers.
Talk About the Passion
Leaning on more than 15 years of racing experience in Japan's GT Championships, the Nismo team's inspiration for the Z-tunes came from the series-winning GT-R GT500 racecar. Launched in limited numbers in Japan several months ago, the GT-R Z-tune costs the equivalent of $160,000.
Its twin-turbo 2.6-liter straight-six has been bored out to 2.8 liters and is packed with race engine internals borrowed from the GT500, including a pair of heavy-duty race-spec IHI turbos. The R34 now cranks out a more respectable 500 hp at 6,800 rpm and 398 pound-feet at 5,200 rpm.
Iwata said that he could easily tweak the car to a maximum of around 630 hp, but then they'd have to worry about emissions regulations. Torque comes on strong from 2,000 rpm, explodes from 3,500-4,200 rpm and stays on tap all the way to 7,000 rpm. Its lightweight aero parts serve purely to maximize cooling efficiency to the engine and brakes.
The Drive
This is a true supercar experience. Drop the clutch at 5,500 rpm and you're battling nearly 1.5G as the Atessa-Pro four-wheel-drive system fights to retain grip. Jump on the perfectly balanced six-piston monoblock Brembo brakes, and you'd better be ready for nearly 2G of deceleration as the Bridgestone Potenza RE-01Rs chirp and struggle to absorb the forces. We pushed the car hard for an hour or so over the mountain roads south of Tokyo, and the Z-tune just took everything in its stride, constantly tempting us to use a heavier right boot.
The steering is ideally weighted and razor-sharp for such a car. The Z-tune's turn-in is absolutely progressive without the slightest hint that these Potenzas employ such beefy shoulders. Its Super Coppermix twin-plate clutch is almost as light as a stock clutch, providing smooth gear changes through the six-speed Getrag gearbox, while the beefier bottom-end torque makes low-speed city cruising a pleasure.
When it comes to cornering, your brain needs to recalibrate its understanding of the laws of physics. Nothing prepares you for the phenomenal traction this coupe generates. On public roads, you run out of guts before you run out of grip.
Along with its reinforced chassis, this GT-R also gets specially tuned, race-spec Sachs three-way adjustable dampers. At $20,000 a set, they deliver a ride quality unheard of in a car this hard-core.
Inside, the leather and Alcantara-covered seats are comfortable but need more side support considering the car's cornering ability. A specially fitted 200-mph speedo and titanium gearshift knob hint at where the Z-tune's true colors lie.
It's the End of the World as We Know It (And I Feel Fine)
Thanks to the glorious eccentricity of the Japanese, the legendary GT-R has been revisited one last time, as if to show just how capable it was all along. It's a shame only 20 will be built. But don't fret. Picking up where the Z-tune left off, an all-new 2007 GT-R will surface packing a 480-plus-hp twin-turbo 3.2-liter V6. Delicious. And all that through the rear wheels, too. Sure, it's going to have an array of traction control systems to die for, but Nissan knows all too well that buyers of such cars prefer rear-wheel drive.
Nothing prepares you for the phenomenal traction this coupe generates. On public roads, you run out of guts before you run out of grip.
(Photo by Sato Masakatsu)
We pushed the car hard for an hour or so over the mountain roads south of Tokyo, and the Z-tune just took everything in its stride, constantly tempting us to use a heavier right boot.
(Photo by Sato Masakatsu)
Its twin-turbo 2.8-liter turbocharged straight-six cranks out 500 hp at 6,800 rpm and 398 lb-ft at 5,200 rpm.
(Photo by Sato Masakatsu)
Jump on the perfectly balanced six-piston monoblock Brembo brakes, and you'd better be ready for nearly 2G of deceleration.
(Photo by Sato Masakatsu)
Yes, that's a 9,000-rpm redline.
(Photo by Sato Masakatsu)
Inside, the leather and Alcantara-covered seats are comfortable but need more side support considering the car's cornering ability.
(Photo by Sato Masakatsu)
The Z-tune uses a titanium exhaust system and includes coolers for the various differentials. Note also the aircraft-style fittings for the fuel system.
(Photo by Sato Masakatsu)
Wheels are 18-inch diameter LM GT4 GT500 rims made by Rays and wrapped in Bridgestone Potenza RE-01R tires.
(Photo by Sato Masakatsu)
A specially fitted 200-mph speedo and titanium gearshift knob hint at the Z-tune's true colors.
(Photo by Sato Masakatsu)
