Nissan Skyline GT-R R34: The True Cost Of Ownership

The R34 Skyline GT-R is the fifth iteration of the performance-focused Skyline, released in 1999 and based on the tenth-generation Skyline that debuted the previous year. Customers had a choice of two engines for the R34 Skyline GT-R: a base 2.6-liter RB26DETT twin-turbo gasoline unit and a more powerful 2.8-liter RB28DETT version, the latter of which was exclusive to the Nismo Z-Tune.

There were various other special editions aside from the standard R34 Skyline GT-R. Nissan also produced the V-Spec (Victory Specification), with standard equipment including the Pro version of Nissan's Advanced Total Traction Engineering System for All-Terrain (ATTESA)all-wheel drive system. A subsequent V-Spec N1 trim skipped the air conditioning and audio equipment, with only 38 known examples used mostly for racing.

These would be followed by the V-Spec II and V-Spec II Nur editions, the latter being the final production version of the R34 GT-R named after the Nurburgring in Germany, where the Skyline was developed. The R34 GT-R was the last GT-R to use the Skyline name before Nissan spun it off into a standalone performance product.

Bringing the R34 GT-R into the U.S. was no big deal - so long as importers took the time to make the car compliant with federal standards regarding safety, environmental standards, and other criteria. This was necessary as Japanese performance models circa the '80s and '90s were not exactly renowned for either safe driving or controlled emissions levels.

Initially, more than 50,000 cars were imported from Japan into the US via the grey market. The vehicles had to be modified before being driven on American roads, making for a lucrative industry.

However, there were a number of grey market importers who couldn't be bothered to toe the line, and the local auto industry found a justification to lobby Congress. This resulted in the Imported Vehicle Safety Compliance Act of 1988, effectively relegating the status of the R34 GT-R to a pariah.

So, now that the fifth-generation 'Zilla should start coming in by next year, how much do you suppose you would need to earn the right to own one? We peek at the numbers.

Given the Nissan R34 Skyline GT-R's stature, it should cost a pretty penny. And it does, withClassic.comciting an average price of $399,368. That's a far cry from the equivalent of $45,606 when the model first rolled off the assembly line in 1999 or the $57,487 asking rate by the time production of theM Spec Nur trimended in 2002.

旧的标准GT-R R34在日本,immaculately clean and said to have a relatively low mileage, was offered for the equivalent of $58,000 in January 2022. At the other end of the scale, a GT-RR34 driven by Paul Walkerjust sold for $1.35 million a month ago.

And if you're thinking of buying one direct from Japan, be warned that some specialist shops carrying GT-R R34s arenot even remotely interestedin dealing with foreigners, as the locals would rather keep these machines in the local market.

As a performance model, the GT-R R34 will be particularly demanding in terms of upkeep. One New Zealand owner over at the UK Nissan GT-R forums broke down his expenses in maintaining a used GT-R R34 over a period of 13 years:

• Comprehensive insurance: between $414 and $552 per year
• Fuel: $8,681 spread across approximately 1,900 gallons
  
• Tires: $2,206 for two full sets of Bridgestone radials
• Maintenance: $6,987, including replacement of all four brake discs and a cam belt replacement

Without factoring in the initial purchase price and rate of depreciation, the owner estimates the total cost of ownership at $27,139, or almost $2,100 per year, including fuel, although the latter depends heavily on how often and far you drive the car and what gas costs are in your state.

A common issue with the RB26DETT is the stock oil pump, which could cost over $1,200 to replace with an aftermarket unit. Another point of failure is the ignition coil, where an OEM component could cost around $73 for every 50,000-60,000-mile interval. Meanwhile, an OEM timing belt is priced at around $214.

Should one be lucky enough to get a Nissan Skyline GT-R R34 in its default configuration, the inevitable next step for some would be to tune the car and maximize its potential. Never mind the RB26DETT's stated output of 276 horsepower, which by all accounts is just a number on paper designed to feign compliance with a gentlemen's agreement among Japanese carmakers back in the day.

While the unofficial figure may be closer to 500 hp, that can theoretically still be doubled to at least a thousand ponies with the right enhancements.

A full performance exhaust system for the Nissan Skyline R34 GT-R can hypothetically yield an additional 25 hp. Two cast turbo outlet pipes can cost around $1,000, along with an equal-length downpipe that can set you back by $700. Installing a de-cat pipe might entail a price tag of around $350 ($1,000 for a metal sports catalyzer for passing emissions tests), while a performance exhaust could carry a bill of $800.

While the stock manifold on the GT-R R34 already performs well, this can still be improved with a full cast manifold for optimal heat dissipation and cracking resistance, with an estimated asking price of $1,200.

However, depending on who builds it or what brands you go for, the prices can get a lot higher.

One way to improve the Nissan Skyline GT-R R34's breathing (and consequently combustion) is by replacingthe stock filterwith an uprated panel filter element, which should cost no more than $50. If the engine has been modified to make more than 500 hp, raising the limit of the stock airbox might be necessary, entailing a pair of aftermarket cone filters that range from $400 to $500.

In terms of replacing the stock clutch, a Stage 1 replacement might fetch $880 with a lightweight flywheel that can handle around 600 hp. To handle higher levels of torque while still being suitable for daily drives, a switch to twin or triple plates might see a bill above $2,000.

The Nissan Skyline GT-R R34 features turbochargers that have steel internals that, while robust by themselves, could use an upgrade regardless. A pressure increase of one bar is possible with a $430 electronic boost controller whilemanaging turbo lagor replacing the stock scrolls altogether with bigger aftermarket units that retail for almost $1,800, resulting in an extra 450 hp depending on setup and tune.

As far as cooling is concerned, even if the factory intercoolers can handle outputs in excess of 500 hp. Nevertheless, you'd need to ensure they can handle far more than that. An $870 upgrade makes it a piece of cake, apart from being 25 percent lighter than stock.

Upping the Nissan Skyline GT-R R34's engine and torque output also means seeing to it that the clutch can handle the added power, and spending around $900 for a Stage 3 competition clutch with lightweight flywheel could be just the ticket. For even more extreme levels of tune, $2,200 can get you a triple-plate replacement.

These will be bolted onto the six-speed manual gearbox, which in stock form should suffice for everyday driving. But if you're looking to eke out 800 hp or more from the power unit, a sequential gearbox might be in order, which could set your bank account back by $20,000.

A new set of wheels will not only make the Nissan Skyline GT-R R34 look stunning, it will also improve the car's footprint. Take note, however, that aftermarket alloy wheels could have an asking price of almost $1,400 per piece and could climb even higher depending on brand and size.

Engine and drivetrain upgrades will almost certainly require replacing the stock suspension, especially concerning cornering. A set of good coilovers starting at $1,885 should prove to be stiffer than stock, offering a greater amount of body control.

Owning a piece of automotive history is no small thing, and stateside JDM fans could be marking the coming weeks and months before the Nissan Skyline GT-R R34 could finally be showcased and driven freely on American roads. What it all boils down to, however, is that a serious infatuation with the nameplate is not nearly enough.

Sure, it gets you a foot in the door, checkbook permitting. But getting one is just the beginning; the real test of commitment is having pockets deep enough to ensure that the car lives up to both the hype and your personal expectations.