Buying a used Nissan Skyline R34/V35 (1997-2005)

There is a myth that the Prince Motor Company (absorbed by Nissan in 1966) named its performance sedan after a hallowed section of the Mt Panorama race circuit. Not true; but there are significant local links.

Australia's first Skylines were imported in 1964 and four-door versions were built here during the 1980s. Using an imported coupe, Jim Richards won the Touring Car Championship in 1987 then, with Mark Skaife, dominated 1991-92 events with the twin-turbo GTR.

After Nissan Australia discontinued the local Skyline production, no obstacle remained to a flurry of ‘grey market’ imports. Barely-used cars were plucked from Japanese auctions and flooded onto the local market. Legislative changes saw the boom in low-volume imports slow dramatically after 2004 but R34 and V35 Skylines are among the models to escape Canberra’s axe and continue to arrive in substantial numbers.

A styling makeover left plenty of links to the previous R32/33 cars but eliminated the R33’s more bulbous and dated elements. The nose had become more angular and aggressive, with reshaped headlamps and a new air-dam. The rear mudguards incorporated a ‘stepped’ design and there were redesigned ‘after-burner’ tail-lamps plus the obligatory boot spoiler.  

Bottom of the R34 model pile and almost never seen in Australia is the 2.0-litre GT. Output from the base engine was an uninspiring 116kW but 2.5-litre versions of the 24-valve, double overhead cam straight-six produced 149kW and turbocharged 2.5s a very healthy 209kW.

From mid-1998, the 2.5-litre engines came with the NEO (Nissan Ecology Oriented) cylinder-head that used smaller combustion chambers and variable valve timing to reduce fuel consumption and emissions.

Then in 2001 a completely restyled and mechanically revamped V35 Skyline arrived. It was clearly aimed at a broader, international market but still didn't make it to Australia officially.

Sold in the USA under Nissan’s prestige Infiniti brand, the V35 won Motor Trend magazine’s 2003 ‘Car of the Year’ award; prompting the magazine to dub it “the best looking new sport coupe on the road today.”

Two-door V35 cars share their body and mechanical with the locally-sold Nissan 350Z but differ significantly by including a pair of sculpted and relatively-practical rear seats. The V35 sedan is similar in size and concept to the locally-sold Maxima but sits on a better-balanced rear wheel-drive platform.

Australian buyers will find a range of models including the 2.5 and 3.0-litre, semi-automatic GTs and the 350GT-8 with Constantly-Variable transmission.

The V35 demonstrated Nissan’s determination to seriously challenge BMW and Lexus in the quasi-luxury market. Inside was a decorative combination of colours and fabrics – including leather seat trim and mock-timber on some versions – and a remodelled dash that packaged everything in a neat and modern layout. Even the R34’s intrusive hand-brake was replaced by a foot-control.

Post-2005 cars came with detail changes including aluminium cabin embellishments and optional timber trim, larger Xenon headlamps and new tail-light clusters. US buyers were able to choose a 350-X version with all-wheel drive and a ‘snow mode’ which maximised traction on very slippery roads.

Cars available in Australia are rear-wheel drive only.

The cloth-trimmed seats are decently shaped and everything the driver needs is visible and within reasonably easy reach. The steering wheel is leather-bound and chunky but Nissan couldn’t find anywhere to mount the handbrake except high on the transmission tunnel.

Vision in any direction is excellent, as is access to the well-shaped rear seat which also offers decent support and leg-room. Air-conditioning, electric windows and mirrors should be fitted to all cars offered by Australian vendors.

The 2.5 Turbo engine is willing but must be in its preferred 3500-6000rpm rev range to deliver peak performance. The five-speed manual transmission is no fun at all in urban driving with a disconnected feel to the lever and frequent need to drop three gears to get a rapid response. For urban Skyliners, the four-speed automatic is a winner.

The R34 suspension works well under most conditions. It is supple, with a decent ride in the suburbs and inspires confidence in high-speed bends. Bumps under braking can cause the front to squirm though and send unsettling messages through the wheel. The all-disc brakes are large for the weight they are stopping and have antilock standard. What lets the GT-T down is less than adequate rubber on the road, meaning that many cars have been fitted with larger wheels and lower-profile tyres.

Switch to the V35 in two or four-door form and the generational leap is immediately apparent.

The V35's seats are dramatically improved, with leather trim and electric adjustment on some versions. Instruments are grouped in front of the driver, not strung across the dash in a ‘tribute’ to Datsun ‘Z’ coupes of the 1970s. GTs also get a trip computer and touch screen; later ones a reversing camera. There are dual air-bags across the range and side-curtain bags on post-2005 cars.

On the down-side, visibility from these all-enveloping cabins is poor compared to the R34 and rear-seat access in the two-door challenging for all but the smallest and fittest in the family.

Early 3.5s develop 207-210kW, later versions with the HR ‘High Revolution’ engine that runs to 7500rpm will deliver up to 232kW. Manual coupes have a six-speed transmission; automatics are five-speed.

Without need to compensate for turbocharger ‘lag’, response from even the smaller V6 is instant. For serious driving, the 3.5-litre is preferable but as interesting family transport, the four-door 250GT is certainly no slouch.  

Losing the long-serving turbocharger cost 3.5-litre buyers absolutely nothing in performance. US tests of the 207kW two-door recorded sub-seven second times for 0-100km/h and 14.6 seconds over the standing 400 metres. Based on figures recorded by slightly lighter, local 350Z coupes an automatic 350GT should use 12.5L/100km of fuel in the city and do better than 10L/100km on the highway.

Handling with the all-new multi-link suspension and 53/47 weight distribution delivered excellent response and balance without significant losses in ride quality. The 18 inch alloys (19s were available too) shod with 45-Profile tyres will suffer if pounded over rough roads.

CHECK POINTS
>>  Turbocharged cars require more frequent and diligent maintenance than those without forced induction. Oil should have been changed every 5000km and pre-purchase checks need to include turbo and cylinder-head oil leaks
>>  V6 engines are more complex than the in-line versions and few recent imports will come with verifiable history. When negotiating to buy, allow for complete fluid and oil replacement, spark plugs, filters and probably brake pads. Most mechanical parts can be sourced through Nissan dealers.
>>  Early V35 cars chewed brake disc rotors in fewer than 40,000km and most will have been replaced at least once. Squealing and shuddering under light application are signs of an on-going problem.
>>  Test the electric windows to ensure they operate smoothly and there are no marks on the glass that indicate the mechanism is binding inside the doors.
>>  Reports of difficult gear selection in US-market cars don’t seem to apply to right-hand drive versions but avoid any car that requires more than a firm push to engage.

USED VEHICLE GRADING
Design & Function: 15/20
Safety: 14/20
Practicality: 12/20
Value for Money: 15/20
Wow Factor: 16/20 (Coupe)
TOTAL SCORE: 72/100

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