Nissan Skyline R34 GTR
The Holy Grail · 1999–2002
Nissan Skyline R34 GT-R (BNR34)
The twin-turbo, all-wheel-drive final form of Godzilla — the most-searched Japanese performance car ever built, and the one car the whole world has been counting down 25 years to import.
The Legend
Some cars are fast. Some are famous. The Nissan Skyline GT-R R34 is both, and then something more — it is the single most wished-for performance car of an entire generation. This is our full review and buyer's guide to the BNR34.
Launched in January 1999 and built through August 2002, the R34 was the fifth and final Skyline to wear the legendary GT-R badge before the nameplate jumped to its own standalone R35 chassis. Nissan had spent the 1990s turning the GT-R into a giant-killer — the R32 earned the “Godzilla” nickname by demolishing Group A touring car racing — and the R34 was the distillation of everything the program had learned. Shorter, stiffer, smarter and more focused than the R33 before it, it is widely regarded as the most complete and most desirable of all the classic Skyline GT-Rs.
Then video games, the internet and Hollywood did the rest. Gran Turismo put it on a million screens, the tuning world discovered its engine was nearly indestructible, and a generation that grew up worshipping it from across an ocean is now, finally, old enough — and the car is finally legal enough — to actually own one. Just 11,578 GT-R units were built across the entire run, the fewest of any classic R-chassis GT-R, and a clean one today is no longer a used Nissan. It is a blue-chip collectible trading in six figures.
“The R34 GT-R stopped being a used Nissan a long time ago. It is the holy grail of the Japanese performance world.”
Design & The Shape
Where the R33 had grown soft and heavy, the R34 went the other way. Nissan shortened the wheelbase, pulled the nose in tight, and gave the car a squarer, more aggressive, more purposeful stance. The result is unmistakable: the broad shoulders, the deep front bumper, the slatted hood vents that actually feed and extract heat, and the iconic adjustable rear wing that on V-Spec cars works with a front splitter and a carbon-fiber rear diffuser to genuinely manage airflow under and over the car.
This was not styling for the poster — though it earned that too. The R34's aero package was developed to cut lift at both axles, and the under-car diffuser was a first for the GT-R. Inside, the cabin is all business: a deep three-dial binnacle, a fat-rimmed wheel, and the feature that sealed the R34's place in history — a color multifunction display sunk into the center of the dash (more on that below). It looked like a road-going race car because, underneath, that is very close to what it was.
Bayside Blue — a deep, shifting metallic introduced on the R34 — became the car's signature color and is still the shade most people picture when they hear “Skyline.” The final Nur editions added their own legend with an exclusive Millennium Jade, a green-gold metallic now among the most valuable factory colors in the entire Japanese performance world.
The RB26DETT
Everything about the GT-R legend eventually comes back to one thing: the engine.
The RB26DETT is a 2.6-liter (2,568 cc) DOHC 24-valve inline-six, twin-turbocharged, and it is one of the most over-engineered production motors ever built. The block is cast iron with a closed-deck top, it rides on a stout bottom end with individual throttle bodies feeding each cylinder, and it was designed from the start with Group A homologation racing in mind — which is exactly why it tolerates abuse that destroys lesser engines. Nissan deliberately built it with enormous headroom because the rules required the race engine and the road engine to share a foundation.
Officially, every R34 GT-R was rated at 280 PS (276 hp) at 6,800 rpm and 392 Nm (289 lb-ft) of torque — the number every fast Japanese car of the era quoted, thanks to the “gentlemen's agreement” that capped advertised power at 280 PS. It was an open secret that the real figure was higher: independent tests of stock cars routinely showed north of 320 hp at the crank. The engine was strangled on paper, not in the metal.
The final Nur editions went further still. Their RB26 was based on the track-bred N1 racing block — thicker castings, upgraded oil and water pumps, a higher-flow exhaust manifold and stronger steel-bladed turbochargers in place of the standard car's ceramic units — and wore a gold-painted cam cover instead of the usual red to mark it out. It is the most sought-after factory version of the most famous Japanese engine ever made.
The Technology
The R34's reputation rests as much on its electronics as its engine. This was, for its moment, the most technically sophisticated performance car Japan had ever built.
ATTESA E-TS Pro all-wheel drive
The GT-R is all-wheel drive, but not in a dull, permanent way. The ATTESA E-TS Pro system runs as a rear-drive car until its sensors detect the rear axle losing grip, then shuffles up to 50% of torque forward through an electronically controlled clutch — reading wheel speed, throttle, steering and lateral G many times a second. The Pro version added an active front limited-slip differential, so the car can split torque side to side as well as front to rear. The effect is a heavy AWD coupe that drives with the agility of something far lighter.
Super-HICAS and the chassis
Backing it up is Super-HICAS, Nissan's electronic four-wheel steering, which steers the rear wheels a small amount to sharpen turn-in and stabilize the car at speed, plus a Getrag V160 six-speed manual — new to the R34, replacing the five-speed of the R32 and R33 — a twin-plate clutch, a mechanical rear limited-slip differential and Brembo brakes.
The multifunction display
And then there is the party piece. Mounted in the center of the dash, the R34's color multifunction display (MFD) showed live telemetry pulled straight from the ECU — turbo boost pressure, oil and water temperature, intercooler and exhaust temps, injector duty cycle, and more — on V-Spec cars, up to seven readouts at once. A production car offered a live digital telemetry screen years before supercar makers thought to do the same. It is one of the details that makes the R34 feel like it arrived from the future.
Variants & Specs
Knowing the grades matters, because the badge on the back changes the value enormously.
- Standard GT-R — the core car: RB26DETT, ATTESA E-TS, the Getrag six-speed and the MFD, without the V-Spec's active rear diff or aero hardware.
- V-Spec — the enthusiast's pick. Adds ATTESA E-TS Pro with the active front diff, firmer track-focused suspension, a lowered stance, and the front splitter plus carbon-fiber rear diffuser.
- V-Spec II (from late 2000) — refined suspension, upgraded brakes, and a carbon-fiber hood with a NACA duct in place of the aluminum item.
- M-Spec — the “Mizuno” grade named for chief engineer Kozo Mizuno: a more comfort-biased but cleverly retuned suspension (Ripple Control dampers) and a leather interior, aimed at the fast road driver.
- Nur editions (V-Spec II Nur and M-Spec Nur, early 2002) — the swan song. Built on the N1 race engine, with a 300 km/h speedometer, special badging and the famous Millennium Jade option. Just 1,003 Nur cars were made (718 V-Spec II Nur, 285 M-Spec Nur), and they are the crown jewels of the R34 world.
Across all grades the R34 GT-R will hit 60 mph in roughly five seconds and was electronically limited to 180 km/h (112 mph) in Japan, with the speed limiter removable to reach a true top speed around 165 mph. But raw numbers were never the point — the magic is how the chassis and the AWD deploy the power.
On The Track & On Screen
The GT-R name was forged in competition, and the R34 carried it into Japan's premier GT500 class in the JGTC (now Super GT), where Skyline GT-Rs in liveries like Pennzoil and Calsonic were front-runners — the Pennzoil Nismo GT-R taking the 1999 championship. The bloodline that earned the “Godzilla” name in Group A with the R32 was the same one being honed in the R34's development at the Nurburgring, which is exactly why the final cars wear that circuit's name.
But for most people outside Japan, the R34 arrived through a screen. Gran Turismo made it the dream car you could finally drive, even if only digitally. And in 2003, 2 Fast 2 Furious put Paul Walker's character behind the wheel of a silver-and-blue R34 GT-R — a genuine, federalized GT-R wearing a C-West body kit — and cemented the car as a pop-culture icon for a whole Western generation. That single movie appearance is a big part of why “R34” is shorthand for “dream car” to people who have never set foot in one.
Why Import One — and Is It Legal Yet?
This is the part that matters if you actually want one, because the R34 was never officially sold in the United States. For decades it was the forbidden fruit — the poster car you legally could not own. That has finally changed, but the details matter, so let us be precise.
Under the US 25-year rule, a car becomes exempt from FMVSS and EPA requirements once it turns 25 — and crucially, eligibility is measured from the car's individual month of manufacture, not the model year. The first BNR34 GT-Rs rolled off the line in January 1999, which means the very earliest cars became legal to import in January 2024. From there, eligibility rolls forward month by month: a car built in, say, mid-2000 becomes eligible in mid-2025, and the final August 2002 cars become legal in August 2027.
“As of 2026, a large share of R34 GT-Rs are now US-legal — but eligibility depends on each car's exact build month. We verify it for you before you commit.”
So as of 2026, a large and growing share of R34 GT-Rs — everything built through the first half of 2001 — is already legal to import, with later cars rolling in every month. What this means in practice: you cannot just assume any R34 is importable today. Eligibility hinges on the build plate. That is exactly where a specialist earns their keep — we verify the exact manufacture date against the 25-year line, confirm the car is genuinely eligible before any money moves, and handle the federal HS-7 and EPA 3520-1 paperwork at the port. The federal duty on a 25-year car is just 2.5%, and no Registered Importer is required for a car that clears on the age exemption.
Where Can You Take It?
Few engines carry a build culture as deep as the RB26 — that closed-deck iron block and AWD chassis have been pushed into nearly every discipline, from sub-9-second drag cars to Tsukuba time-attack record holders. Many R34s are best left original as collector pieces, but for those built to be driven hard, the directions are well-mapped.
Big Single or Bigger Twins
The signature RB26 build: ditch the small factory turbos for larger twins or one big single, add a built bottom end, upgraded fuel system and a standalone ECU. On the strong iron block, 600 to 800-plus hp is well-trodden ground, and full race builds push four figures without drama.
Quarter-Mile Weapon
The RB26 and ATTESA AWD launch hard. Properly built R34s run deep into the 8s and 9s, and the most extreme RB-powered cars have cracked into the 6s. A built block, big turbo, slicks and a transbrake turn the GT-R into a genuine strip contender that hooks where rear-drive rivals spin.
Circuit and Aero
The R34's stiff chassis, AWD traction and Super-HICAS make it a natural time-attack platform. Add coilovers, a cage, big brakes, semi-slicks and a real aero kit — splitter, canards and a GT wing — and the GT-R becomes a serious circuit tool, a discipline where tuned Skylines have set outright records.
Reliable Fast Road
Not every build chases headlines. A clean R34 on a modest turbo or boost upgrade, supporting mods and a careful tune makes a reliable 450 to 550 hp while keeping factory drivability and the AWD security. It is the sweet spot — serious pace with the car still happy on the street.
Concours & Stance
The R34's haunches and rear wing were made to be shown. From factory-perfect Bayside Blue concours cars to widebody Top Secret and Nismo-inspired builds on deep wheels, the GT-R is a show-stopper. These builds chase paint, fitment and presence as much as power.
Nismo-Style Refresh
With clean cars now six-figure assets, the modern move is preservation with subtle upgrades: a full mechanical refresh, period-correct Nismo parts, an MFD restoration and a respectful tune. The factory-backed Nismo restoration program proves the R34 is now treated like the classic it has become.
Did You Know?
Only 11,578 R34 GT-Rs were built across the entire 1999–2002 run — the lowest production of any classic R-chassis GT-R.
The R34 had a live telemetry screen in 1999 — the dash MFD displayed boost, oil and water temps and more, years before supercars adopted the idea.
Every GT-R was officially rated 280 PS under Japan's gentlemen's agreement — but stock dynos routinely showed well over 320 hp at the crank.
The final Nur editions used the race-bred N1 engine block and a gold cam cover instead of red. Just 1,003 were made.
The car is named for the Nurburgring, where Nissan developed the GT-R — the same circuit the Nur editions honor.
The R34 was the last Skyline GT-R. After it, the GT-R left the Skyline family and became its own standalone R35 model.
Paul Walker's silver-and-blue 2 Fast 2 Furious R34 was a real, federalized GT-R — recently rediscovered after years out of public view.
A rare V-Spec II Nur in Millennium Jade can command well over $400,000 at auction — supercar money for a 25-year-old Nissan.
Gallery
Frequently Asked
Is the Nissan Skyline R34 GT-R legal to import to the USA?
It is becoming legal on a rolling basis. Under the US 25-year rule, eligibility is measured from each car's individual month of manufacture. The earliest BNR34 GT-Rs (built January 1999) became legal in January 2024, and successive build dates roll in every month through August 2027. As of 2026, a large share of R34 GT-Rs are already importable, but it depends on the specific car's build date — so we verify exact eligibility for you before you commit.
How much does a Nissan Skyline R34 GT-R cost?
The R34 GT-R is a six-figure car. Recent US sales of legally imported standard cars have run from around $144,000 to north of $200,000, with clean, federally compliant examples commonly starting near $150,000. Rare grades climb far higher: V-Spec II Nur and M-Spec Nur cars average well above $400,000, and the very best low-mileage examples approach $500,000 or more. Condition, mileage and exact grade drive the number.
Can Octane Automotive import an R34 GT-R for me?
Yes. Octane Automotive is a Houston-based full-scale dealership and import specialist. We can source an R34 GT-R to your spec from Japan, verify that the specific car's build date clears the 25-year rule, handle the federal HS-7 and EPA 3520-1 paperwork, manage shipping and customs, and deliver it titled and road-legal anywhere in the United States. Tell us the grade and color you want and we will hunt it down.
What is the difference between the R34, R33 and R32 GT-R?
All three share the twin-turbo RB26DETT and ATTESA all-wheel drive. The R32 (1989) is the original giant-killer that earned the Godzilla name in Group A racing. The R33 (1995) grew larger and more grand-touring in character. The R34 (1999) is the shortest, stiffest and most technically advanced of the three, with the new Getrag six-speed and the famous multifunction display — which is why it is the most desirable and most valuable of the classic GT-Rs.
How much power does the RB26DETT really make?
Every R34 GT-R was officially rated at 280 PS (276 hp) because of Japan's voluntary cap on advertised power. In reality, independent tests of stock cars routinely measured well over 320 hp at the crank. The engine was built with huge headroom for Group A homologation, which is why the iron-block RB26 reliably supports 600 to 800-plus hp with proper supporting modifications.
What is the rarest R34 GT-R?
The Nur editions are the crown jewels. Built in early 2002 as the final R34s, the V-Spec II Nur and M-Spec Nur used the race-derived N1 engine block, a 300 km/h speedometer and special badging. Only 1,003 were made in total (718 V-Spec II Nur and 285 M-Spec Nur), and examples in the exclusive Millennium Jade color are the most coveted and valuable of all.
Why is the R34 GT-R so famous and expensive?
A perfect storm: it was never sold in the US, so it was forbidden fruit for 25 years; it starred in Gran Turismo and 2 Fast 2 Furious; its RB26 engine has a bulletproof tuning reputation; and only 11,578 GT-Rs were ever built. Add the 25-year rule finally opening the door, and demand has pushed a once-affordable Japanese coupe into genuine blue-chip collector territory.