The Mazda6 or Mazda 6 (known as the Mazda Atenza in Japan) is a mid-size car produced by the Japanese car manufacturer Mazda since 2002. The Mazda6 has sold over one million units worldwide since its introduction, hitting that sales milestone faster than previous Mazdas.

The Mazda6 was the first example of the company’s new Stylish’, Insightful, and Spirited design philosophy followed by the Mazda 2 in December 2002, RX-8 in August 2003, Mazda3 in January 2004, Mazda5 in the summer of 2005, MX-5 in October 2005, and Mazda CX-7 in November 2006. The Mazda6 is the successor of Mazda 626, also known as Mazda Capella and Mazda Cronos. The 2002 Mazda6 is essentially the 4th generation Mazda 626 as the Mazda6 continues on the G-platform, progressing from the GF-platform 626/Capella to the GG-platform Mazda6.

The Mazda6 is currently raced in the SCCAPro Racing Speed World Challenge Touring Car Series. Mazda finished first in the manufacturer’s championship standings. Mazda6 drivers also finished first and second in the Touring Car driver points.

First generation Mazda 6 (2002–2008)

The model lineup consists of a four-door sedan, a five-door liftback and a five-door station wagon, marketed in North America as the “Sport Sedan”, “5-Door” and “Sport Wagon”, respectively. In Australia, the lineup starts with Limited, available only as a sedan. Then comes the Classic, available in sedan, hatch or wagon. The Luxury model is next available in sedan and hatch versions. Topping the range is the Luxury Sports model, available only as a hatch. In New Zealand the lineup consisted of 2.0L GLX (sedan only), 2.3L GSX (sedan, hatch, and wagon), and the range-topping 2.3L Limited (sedan and hatch).

When it arrived in North America, it was first sold as a 2003 model in the United States and as a 2004 model in Canada. In Europe, the luxury sports model was available as a 136 hp (101 kW) direct injection turbodiesel (”DITD”) station wagon up until 2007. As of 2008, the European Mazda catalog lists only the “Sport” version of the 146 hp (109 kW) turbodiesel station wagon, while the “Luxury Sport” version has been dropped.

Drivetrain combinations include the Mazda MZR engine in configurations of 1.8 L (L8-DE), 2.0 L (LF-VE) and 2.3 L (L3-VE), initially with a five-speed manual or four-speed automatic transmission (with sequential-automatic option, dubbed the “Four-Speed Sport AT”). In the US domestic market a 3.0 L Duratec 30 V6 engine is also available with a five-speed manual or five-speed automatic (with sequential-automatic option, dubbed the “5-Speed Sport AT”). European and Australian versions also feature a four-cylinder turbodiesel that comes with a six-speed manual transmission and produces significantly more torque than the V6 with much improved fuel economy.

In North America, the 5-speed automatic optional on the V6 models is replaced by an Aisin 6-speed automatic for 2005 model year. The four-cylinder model receives a Jatco five-speed automatic in the following year. Power is directed to the front wheels in most markets, although full-time all wheel drive models are available in Japan, Europe and Australia. Not all configurations are available in all areas - for example, the Mazda 6 as released in Australia is available in 2.3L four-cylinder guise only, while the 626 which it replaced was available with a choice of four or six-cylinder engines. The MZI V6 engine was only fitted to vehicles manufactured at Flat Rock, Michigan and destined for the US and Canadian domestic markets.

Just as before the Mazda 626 was renamed to Mazda6 Atenza, Ford continues to use the Mazda’s G-series platform G-series platform for the basis of a number of its CD3 platform coded vehicles, including the Ford Fusion, Mercury Milan, Lincoln Zephyr/MKZ, Lincoln MKX, and a range of SUVs and minivans. Ford also plans to offer a hybrid powertrain on the platform. The official Mazda chassis codes are GG (sedan/hatch) and GY (wagon) series - following the 626/Capella in its GF/GW series.

Mazda’s Hofu plants in Hiroshima, Japan produce the Mazda6 for international markets. In North America, Mazda 6 production is handled at the AutoAlliance International plant which is a joint venture between Ford and Mazda. The first Mazda 6 rolled off this Flat Rock, Michigan assembly line on October 1, 2002, one month after 626 production ended. There are also satellite plants building Mazda 6 models in China and Thailand for their respective local markets.

In September 2005, all Australian Mazda 6’s received a facelift which included a feature upgrade, 5 speed auto and 6 speed manual transmissions, standard 16″ or 17″ alloy wheels and minor bodywork upgrades.

In China, the Mazda6 is used as the base for the FAW Benteng, also known as Besturn or Hongqi C301, manufactured by the First Automobile Works in Jilin Province.

Mazdaspeed 6

The 2006 Mazdaspeed Atenza (known as Mazdaspeed6 in North America and Mazda 6 MPS in Europe and Australia) is a high-performance version of the Mazda 6. It features a turbocharged version of the 2.3 L MZR I4 which produces 272 PS (200 kW) (European version is detuned to 260 PS (191 kW); the North American version, at 274 hp (204 kW), revised to 270 hp (200 kW) for 2007). All models have 280 lb·ft (380 N·m) of torque. This 2.3 L DISI turbocharged engine features direct fuel injection and conforms to the new Euro 5 emissions standards. It has a revised front fascia with a raised hood, a 6-speed transmission, and four-wheel drive. The all wheel drive system uses Mazda’s Active Torque Split computer-based control which routes up to 50% of the power to the rear wheels depending on driving conditions. The Mazdaspeed Atenza competed with the Subaru Legacy GT and less directly with the compact Subaru Impreza WRX STi and Mitsubishi Lancer Evolution.

Originally scheduled to be launched in June 2005, the Mazdaspeed Atenza was delayed until November. In North America, the Mazdaspeed6 comes in two trim levels; the “Sport” trim with cloth interior and standard key entry and ignition; and the “Grand Touring” trim with leather interior, keyless entry/ignition, and an optional DVD navigation. Automatic climate control is standard, as is a 200 W Bose stereo system featuring seven speakers and a 9 inch subwoofer in addition to an in-dash six-disc CD changer. A sunroof with moonroof feature is optional on the Grand Touring trim.

Car and Driver magazine has achieved a 0-60 mph time of 5.4 seconds for this vehicle.

2nd generation Mazda 6

The new Mazda6 is based on the Mazda GH chassis platform, a revised version of the GG chassis which Ford also still uses as their CD3 platform. Mazda continues to provide three body styles, including 4-door saloon (sedan), 5-door hatchback and wagon. Despite the North American version’s increase in dimensions, Mazda maintains that the 6 retains the overall driving experience is still sportier than rivaling Accords, Camrys, or Malibus. A number of journalists have already praised its electrically assisted steering for being considerably improved compared to the last generation, providing more feedback to the driver. The hatchback model even has a boot space which beats the larger rival Ford Mondeo (hatchback) by 200 liters with rear seats folded down. For the North American market, only a sedan model will be available. Unfortunately for fans and owners of the Mazdaspeed 6, the North American Mazda 6 will not be gifted a new Mazdaspeed. Early reviews have been favorable.

The North American version was redesigned for the 2009 model year. It is larger than the standard version and offers larger engines. Mazda North American Operations finally followed the current trend of offering a larger sedan in North America compared to the international version, and the company believes the new car will strengthen the model significantly in North America. Reviewers have noted its coupe-like roofline and sportier style. North American engine choices include a new 2.5 liter 4-cylinder and North American versions get the 3.7 liter V6 which is also available in the Mazda CX-9.

Mazda 6 Racing

The Mazda 6 is currently used in the Speed World Challenge Touring Car class. This year, they are currently 3rd in the manufacturer’s championship with 5 points, behind BMW and Acura in the standings. In 2007, Mazda won its first manufacturers championship in the class.

The Mazda 6 is also used in the KONI Challenge Series Sport Touring class. It is currently used by the Baglieracing team with Dennis Baglier, Chris Gleason, and Marty Luffy as drivers.

[View with PicLens]

 

Nissan Skyline R31

To many the  Nissan Skyline R31 was the first ‘true Skyline’. The body lines were similar to the previous version, the R30 but it was given a longer and wider wheelbase. First availible in 1985 the Nissan Skyline came in a sedan, hardtop sedan, wagon and as a coupe. This was the only generation Skyline to feature a four door hardtop version. The R31 Skyline was the seventh generation.

The R31 became the first Nissan Skyline to be powered by the legendary RB Series engines andfeatured Nissan’s first four wheel steering system HICAS (High Capacity Active Steering). The R31 came with a Red Top verson because of the factory painted red Valve Covers. This early version of the RB engine came with 12 small intake runners opposed to 6 large ones, and used NICS (Nissan Induction Control System). The 12 small intake runners allowed for better low end throttle response. But there were also many other engines what came with the R31.

• 1.8 L CA18I I4

• 2.0 L CA20E I4

• 2.0 L RB20E I6

• 2.0 L RB20ET I6

• 2.0 L RB20DE I6

• 2.0 L RB20DET I6

• 2.0 L RB20DET-R I6

• 3.0 L RB30E I6

• 2.8 L Diesel RD28 I6

Nissan Skyline GTS-R

The Skyline R31 GTS-R was the best version availible and was powered by a RB20DET-R and was sold as a coupe only. The RB20DET-R was a tuned version with had an upgraded turbocharger and tube style long runner turbo exhaust manifold. The GTS-R also came with a huge upgraded FMIC (Front mount intercooler). The Group A verson made an astonishing 410HP.

The Nissan Skyline R31 was produced from 1985 through 1989.

Nissan Skyline R32

The Nissan Skyline R32 went into production in 1989 with an available hard top sedan and coupe models, all body styles from previous models were scrapped. The R32 used several variations of the Inline 6 RB series engine. The updated engine featured better flowing heads and used the ECCS (Electronically Concentrated Control System) injection system. Most Skyline models used the HICAS four wheel steering system. Some models came with a 5 speed automatic transmission, one of the first cars in Japan to use it. A LSD(limited slip differential) came standard in all turbo models. The GTS-T type M was fitted with 16? 5 spoke wheels and came with 4 piston calipers in front and twin calipers in the rears.

R32 Engines

• 1.8 CA18I I4

• 2.0 L RB20E I6

• 2.0 L RB20DE I6

• 2.5 L RB25DE I6

• 2.0 L RB20DET I6

• 2.6 L RB26DETT I6 (GT-R)

Nissan Skyline GTR R32

The R32 returned with the GTR version. A Twin-Turbo All-Wheel-Drive version powered by a RB26DETT. The GTR used twin ball bearing turbochargers and put out 320HP, although due to Japans regulations they had to advertise it as 260HP. The GTR came with a restrictive electronical boost controller which was highlighted in yellow for easy removal, so the owner could enjoy a free factory upgrade. The new GTR could run a 12.8 quarter mile.

What set the GTR apart from the other models was the upgraded intercooler, brakes, and an aluminum hood for weight saving. The GTR also had wide body fender flares in the front and rear. The interior featured better seats, a bost gauge and a torque gauge what gave readings of how mush torque was delivered from to the front wheels (0-50%).

A Skyline GTR Spec V was also availible in 1993 and added 17? mesh style wheels from BBS and used Brembo brakes.

Nissan Skyline R33

The R33 Nissan Skyline was introduced in August 1993. Slightly heavier than the R32, it is available in coupe and sedan bodystyles. All models now used a 6-cylinder engine. Nissan took the unusual step of down-grading the GTS model to have only the RB20E, while the twin-cam of the R32 GTS was discontinued along with the 2.0 L turbo RB20DET.

Some models came equipped with a new version of the HICAS 4-wheel steering system called Super HICAS. This computer controlled system was first used on the R32 GTR. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS.

As an option, an active limited slip differential was available instead of the standard viscous LSD. This new unit locked the rear differential if it detected that traction was lost by one of the wheels. A light on the dash also lit up if the LSD engaged. Active LSD came standard on all V-spec R33 GT-R Skylines and was also available on some ECR33 GTS25t models; these can be identified by the A-LSD and SLIP lights on the tachometer.

The RB25DE and RB25DET engines also became equipped with NVCS (variable inlet cam phasing). NVCS equipped RBs have a bulge on the front of the cam cover. To celebrate their 40th anniversary, Nissan introduced a very rare 4 door GT-R. Two versions of the 4-door GT-R were available from Nissan’s subsidiaries: the first was produced by Autech, and the second was a joint Autech/Nismo project.

A R33 based wagon was released in September 1996, called the Nissan Stagea. It had a different body style than the R33 and R34 and (with the exception of the RS FOUR & Autech variants) was only available with an automatic transmission. A common modification on the Stagea is to fit it with an R34 skyline front, in effect making a 4 door R34 wagon. The Stagea is the only all wheel drive manual transmission Nissan on the R33 platform with the RB25DET engine. Presumably, a 5 speed AWD Skyline equipped with an RB25DET would have been too close in performance to the much more expensive GT-R. There was also an Autech Stagea, the 260RS released with full GT-R running gear, the RB26DETT engine, body kit, 17? BBS style alloys, GT-R instrumentation, and manual transmission.

R33 models:

HR33 GTS - 2.0 L RB20E SOHC I6, 130 PS (96 kW, 172 N m)
ER33 GTS25 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m)
ENR33 GTS-4 - 2.5 L RB25DE DOHC I6, 190 PS (140 kW, 231 N m) AWD
ECR33 GTS25T - 2.5 L RB25DET DOHC turbo I6, 250 PS (184 kW, 294 N m)

1996 Nissan Skyline

The R33 Skyline (Series 2) continued the concepts introduced in the R32. Driver and Passenger airbags became standard in 1996. As a result, pre-1996 models are barred from being imported into various countries for consumer road use as they do not meet the frontal impact standards[citation needed]. For the RB25DET engine the ignition system was also changed, with the ignition module no longer located on the cam covers and was instead replaced by smart ignition coils (Ignitor built into coil) and ECU. The RB25DET turbo was also given a nylon compressor wheel. Throughout the time the R33 was produced there were quite a number of different styled lights and bodykits fitted, the actual body/chassis underwent no changes. Among the cosmetic changes in the series 2 were, the headlights which tapered down more towards the grill and were fitted with improved reflectors, the grill (which was longer on the Series 1), the bonnet which had a re-shaped leading edge to fit the new lights and front bumper changing shape in the smallest amount to match the lower edge of the new headlights. Later models of the Series 2 also had the option of having an Active-LSD fitted. The R33 ceased production in March 1998 with the 40th Anniversary R33 Series 2…

GT-R Edition

The BCNR33 GT-R version also had the same RB26DETT engine that the BNR32 was equipped with, although torque had been improved, due to changes in the turbo compressor aerodynamics, turbo dump pipe, and intercooler. The turbo core changed from a sleeve bearing to a ball bearing, but the turbine itself remained ceramic, except on N1 turbos (steel turbine, sleeve bearing). From the R33 onward, all GT-Rs received Brembo brakes. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS all wheel drive system, and Super HICAS all-wheel steering.

A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp (298 kW) from a road-tuned version of Nissan’s Le Mans engine. A stronger six speed Getrag gearbox was used.

An R33 GT-R driven by Dirk Schoysman lapped the Nordschleife in less than 8 minutes. Though it was often said to be the first production car to break 8 minutes, the limited run Jaguar XJ220 had already achieved a 7?46? lap. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.

GT-R - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) AWD
GT-R LM - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW) FR
NISMO 400R - 2.8 L RBX-GT2 DOHC twin-turbo I6, 400 PS (294 kW, 478 N m) AWD
4Dr.GT-R Autech.version - 2.6 L RB26DETT DOHC twin-turbo I6, 305 PS (224 kW, 375 N m) (advertised as 280 PS) All Wheel Drive.

Nissan Skyline R34

In May 1998, the HR/ER/BNR34 addressed many of the concerns over the change from the R32 to the R33, with more emphasis on sportiness, and marked the introduction of the more fuel-efficient and environmentally-friendly RB25DET NEO engine. The RB20E engine was discontinued in the R34 base model (GT), and the RB20DE, after last being used in the R32 Skyline, was reintroduced in updated NEO guise. The R34 GT powered by the RB20DE NEO, coupled with a 5-speed gearbox, became the most fuel-efficient straight-6 Skyline to date (of any shape). It was not the most fuel-efficient straight-6 of its time though; the 1998 Toyota Supra had better reported fuel economy. The 5-speed automatic transmission available on some models in the previous two shapes were discontinued. In its place, Nissan produced a 4-speed Tiptronic transmission for all of the automatic versions.

Nissan Skyline R34 Models:

GT - 2.0 L RB20DE NEO I6, 155 ps (114 kW)
25 GT, GT-X, GT-V - 2.5 L RB25DE NEO I6, 200 ps (147 kW)
GT-FOUR - 2.5 L RB25DE NEO I6, 200 ps (147 kW) AWD
GT-T - 2.5 L RB25DET NEO turbo I6, 280 hp (206 kW, 343 N m)

GT-R Edition

The GT-R reappeared in 1999, with a revised chassis and other updates. The R34 turbos received a ball bearing core. The R34 N1 turbos had a metal exhaust wheel, and ball bearing center section. A 6-speed Getrag gearbox was used. The turbo outlet pipes were changed from cast to formed metal outlets. The intercooler had a temperature probe in the V-spec models.

Models:

GT-R - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 280)[19]
GT-R V-Spec - Additional aero parts, brake ventilation ducts, diffuser.
GT-R V-Spec II - As above + carbon fibre bonnet with NACA duct.
GT-R N1 - Blueprinted N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 45 made)
GT-R M-Spec - Leather interior, softer suspension with “Ripple Control” dampers, heated seats.
GT-R V-Spec II Nür - As above V-Spec II + N1 motor, 300 km/h speedo. (only 750 made)
GT-R M-Spec Nür - As above M-Spec + N1 motor, 300 km/h speedo. (only 250 made)
GT-R NISMO R-tune
GT-R NISMO Z-tune - 2.8 L (bored and stroked) RB26DETT Z2 twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Only 19 made).

Nissan Skyline GTR R35

The Nissan GT-R is a sports car created by Nissan, released in Japan on 6 December 2007, United States July 7, 2008, and in the rest of the world in March 2009.

History of the Nissan Skyline
Between 1969 and 1974, and again between 1989 and 2002, Nissan produced a high performance version of its Skyline range called the Nissan Skyline GT-R. This car proved to be iconic for Nissan and achieved much fame and success on road and track. The Nissan GT-R, although no longer carrying the “Skyline” badge, has heritage in the Nissan Skyline GT-R. Like the Skyline GT-Rs R32 through R34, the Nissan GT-R is all-wheel drive with a twin-turbo 6 cylinder engine; however, the evolutionary, incremental changes between Skyline models R32 through R34 have been done away with. The four-wheel-steering HICAS system has been removed, and the former straight-6 RB26DETT engine has been replaced with a new V6 VR38DETT. Because of the GT-R’s heritage, the chassis code for the all-new version has been called CBA-R35, or ‘R35? for short, carrying on the naming trend from previous Skyline GT-R generations. The GT-R has also retained its Skyline predecessor’s nickname Godzilla.

Concept GTR

GT-R Proto at the 2005 Tokyo Motor Show

Two concept vehicles were displayed at motor shows prior to the unveiling of the production model. The first concept was shown at the Tokyo Motor Show in 2001 to preview what a 21st century GT-R would look like.[12] At the 2005 Tokyo Motor Show, Nissan unveiled a redesigned concept, the GT-R Proto, stating that the production GT-R would be 80-90% based on this concept.

Production model GTR

The production version of the GT-R debuted at the 2007 Tokyo Motor Show, launching in the Japanese market on December 6, 2007. The U.S. official launch was 7 months later on July 07, 2008. Universal Nissan in Los Angeles provided a customer with the delivery of a new GT-R, fresh from the production line at 12:01 a.m., on July 7, 2008. The Canadian launch was also in July 2008. Europe became the third consumer market, where it launched late in the year. The large disparity in initial marketing between these regional releases is due to Nissan having to build GT-R performance centers where the car is serviced. Also the engine and rear-mounted dual-clutch gearbox are built by hand, thus limiting production to around 1000 cars a month.

GTR Specifications

The Nissan GT-R is powered by the VR38DETT engine, a 3,799 cc (3.8 L; 231.8 cu in) DOHC V6. Two parallel Ishikawajima-Harima Heavy Industries (IHI) turbochargers provide forced induction. Production vehicles produce a manufacturer-claimed engine output of 480 bhp (360 kW) at 6400 rpm and 434 lb·ft (588 N·m) at 3200-5200 rpm. According to independent dynamometer tests, the GT-R produces 416 hp (310 kW) to 475 hp (354 kW) and 414 lb·ft (561 N·m) to 457 lb·ft (620 N·m) at the wheels. The engine also meets California Air Resources Board Ultra Low Emission Vehicle (ULEV) standards. A curb weight of 1,730 kg (3,800 lb) or 1,736 kg (3,830 lb) with side curtain airbags is achieved using a jig welded steel chassis with aluminum used for the hood, trunk, and doors. A rear mounted 6 speed dual clutch semi-automatic transmission is used in conjunction with the ATTESA E-TS system to provide power to all four wheels and along with Nissan’s Vehicle Dynamics Control (VDC-R) aids in stability. Three shift modes can also be selected for various conditions. The drag coefficient is 0.27.

Displacement: V6 3,799 cc (3.8 L; 231.8 cu in)
Horsepower: 480 bhp (360 kW) at 6400 rpm*
Torque: 430 lb·ft (580 N·m)*
Twin Turbo maximum boost: 17.8 psi (123 kPa)*
Redline: 7000 rpm
Drivetrain: Premium Midship AWD
Curb weight: estimated 3,800 lb (1,700 kg)*
Production: 2500 units per year (US)
Price: US$76,840 to US$79,090[22]
Top Speed: 193 mph (311 km/h)*
manufacturer claimed

Performance

Nissan claims the GT-R can reach a top speed of 192 mph (309 km/h), Motor Trend recorded a top speed of 195.0 mph (313.8 km/h). It has been tested to achieve 0-60 mph (97 km/h) times as low as 3.2 seconds with “launch control” and 3.9 seconds without (improved to 3.5 seconds in models produced since March 2009). Nissan’s chief vehicle engineer Kazutoshi Mizuno has indicated that he has never used the term “launch control”, which refers to the act of turning off vehicle dynamic control (VDC) and launch the car at around 4500 rpm. The GT-R user’s manual states that turning off the VDC is only meant for escaping low-traction situations such as mud or snow, and that damage to the transmission is not covered under warranty if the VDC is used in other ways. It reportedly costs $20,000 USD to replace a damaged transmission outside of warranty. Nissan has re-programmed the 2010 model year GT-R to reduce the engine speed at launch to around 3,000 to 3,500 rpm with VDC enabled, which is meant to improve acceleration times. The new programming was also installed on old 2009 vehicles still in Nissan’s inventory, and is available for existing 2009 vehicles.

Car and Driver achieved a standing quarter-mile time of 11.5 s at 200 km/h (120 mph). Evo magazine achieved a 0-100-0 mph time of 13.9 seconds. Autocar achieved a 0-100 mph (160 km/h) time of 8.5 seconds.

With a manufacturer claimed lap time of 7:26.7 on the base model’s Dunlop tires and previously 7:29 min on standard Japanese market tires, the GT-R is currently one of the fastest production cars to lap the Nürburgring circuit, although Porsche accused Nissan of falsifying those claims in September 2008.[38][39] Porsche claims to have conducted their own test of the GT-R using no modifications and stock tires and achieved a best time of 7:54. Nissan officially disputed Porsche’s claim in October 2008. The German magazine sport auto achieved a time of 7:50 on the Nürburgring- with a car supplied to them by Nissan, while independent testing by Drivers Republic of a GT-R and GT2 in stock form resulted in times of 7:55 for the GT-R and 7:49 for the GT2 respectively. Both tests were conducted in partially damp conditions and by automotive journalists rather than professional track drivers.

Autocar released a video comparison of the GT-R with the Porsche 911 GT3 and BMW M3. Driven by test driver Chris Harris the GT-R was the fastest of the three. Evo tested the GT-R alongside the 911 GT3 at the Bedford Autodrome circuit, the GT-R ran a 1:21.7 lap time compared to GT3’s 1:22.6 time. Car and Driver compared the GT-R on Reno-Fernley Raceway with the Porsche 911 Turbo and BMW M3, the GT-R’s lap time of 1:26.7 made it the fastest on the track. Road & Track was able to achieve quick lap times with the car on Buttonwillow Raceway, clocking in at 1:56.9 just over 5 seconds faster than the Chevrolet Corvette C6 Z06 and Porsche 911 Turbo. On Willow Springs International Motorsports Park, Edmunds was able to achieve lap times of 1:25.09 compared to the Corvette ZR1’s time of 1:23.87. In an earlier Edmunds 6-way test which included the Audi R8 on both the Streets of Willow and an improvised mountain road, the GT-R was quickest. On the Las Vegas Motor Speedway infield road course, Motor Trend were able to achieve lap times with the GT-R that were almost as fast as the Ferrari 599 GTB Fiorano and Porsche 911 GT2 and 3 seconds slower than a Chevrolet Corvette ZR1. The GT-R currently holds a lap time of 1:19.7 around the Top Gear Test Track, equaling that of the Ferrari 430 Scuderia. On Top Gear Australia’s test track the GT-R posted a lap time of 1:07.06, putting it in second place 0.14 seconds behind the Porsche 997 GT2. Top Gear laps are conducted from a standing start.

Design

Nissan chief creative officer, Shir? Nakamura, has likened the new GT-R to the eponymous giant robots of the Gundam series. Nakamura states: “The GT-R is unique because it is not simply a copy of a European-designed supercar, it had to really reflect Japanese culture.”

Nakamura noted that the GT-R’s square lines and vents were influenced by Gundam robots. Nissan’s American designers sculpted the rear three quarters of the vehicle, while their European designers sculpted the roofline.

Polyphony Digital, creators of the Gran Turismo series of racing video games, were themselves involved in the development of the GT-R, having been contracted to design the GT-R’s multifunction display.

Nissan GTR SpecV

Nissan introduced the GT-R SpecV on January 7, 2009 at the 2009 Tokyo Auto Salon. Exterior changes from the base GT-R consist of a carbon fiber rear spoiler, grille, and brake ducts, along with an exclusive Ultimate Black Opal paint job. Interior changes include a set of carbon fiber Recaro front seats with the rear seats being completely removed. Carbon fiber covers the center storage box, instrument panel, and replaces the majority of the interior trim.

The GT-R SpecV is powered by the standard twin-turbo 3,799 cc (3.8 L; 231.8 cu in) V6 with no increase in (peak) horsepower, but a new high gear boost controller that temporarily increases boost pressure should deliver more torque in mid to high-range revs. Other mechanical changes include a titanium exhaust, reworked suspension, carbon ceramic brakes, and 20-inch (510 mm) NISMO wheels. Overall weight is decreased by 132 lb (60 kg) over the standard GT-R.

Japan sales begin on February 2, 2009 at seven pre-selected dealers who are staffed by mechanics with special GT-R SpecV training and are knowledgeable of racing circuit driving. Pricing is set at ¥15,750,000 (over US$160,000). Nissan has not announced any plans to sell the SpecV outside of Japan.

Motorsport

Super GT
Nismo, the motorsport arm of Nissan will be entering the Nissan GT-R in the Super GT race series in the GT500 class for the 2008 season, replacing the Nissan 350Z.

Unlike the production car, the GT500 version has a completely different drivetrain. The race car has a 4.5 litre naturally-aspirated V8 with 6 speed sequential manual gearbox and a RWD layout from its predecessor, the 350Z race car.

A prototype was spotted testing around the Suzuka Circuit as well as Fuji Speedway in Japan. The car itself went on to win the opening race of the 2008 Super GT season at Suzuka scoring a one-two finish for Nissan. The dominant performances in the opening race has led to all GT-Rs being applied a 50 kg weight penalty in addition to the race weight penalty under the Special Adjustment of Performance under the Super GT regulations. In race two, the GT-R repeated their 1-2 result in Suzuka despite the race winning car of team Nismo carrying a 100 kg weight penalty making it only the 3rd team in JGTC/Super GT history to do so. The last time this feat was achieved was 10 years ago by Nismo Skyline GT-R racing under the same number 23. Despite the weight handicap, it did in fact become the champion in this 2008 season through the Xanavi Nismo GT-R driven by Satoshi Motoyama and Benoit Treluyer, as well as winning 7 out of 9 races driven by 4 different teams using GT-Rs.

FIA GT
On 27 February 2009, Nismo announced a partnership with British racing team Gigawave Motorsports to enter a GT-R in four races in the 2009 FIA GT Championship season. The entry will not be competing for championship points, but will be used by Nismo to refine the performance of the GT-R for future customer teams in the GT1 category. Nismo driver Michael Krumm and Gigawave driver Darren Turner will co-drive the GT1 GT-R.

Other categories
A production-based GT-R made its world motorsport debut in Australia’s Targa Tasmania tarmac rally in April 2008, however it sustained damage early in the event and did not complete the rally.[68] Later in 2008 a GT-R won the Competition Modern class in the Targa West before returning to Targa Tasmania in 2009 to take the outright win in the Modern class. In 2009 Nissan’s GTR won the One Lap of America competion.

Non-competitive appearances
The GT-R was used as the official safety car for the 2008 Japanese Super GT series, and as the official safety car of the 2009 Australian V8 Supercars series before a dispute over alcohol advertising led to the arrangement being discontinued after four rounds.

Aftermarket tuning
Despite early concerns about the difficulty of modification of the Nissan GT-R, a number of modifications have been released. The previously reported “untuneable” ECU has since been hacked by several tuning houses.

MINE’S has decoded its ECU, and others (MCR, HKS, and Top Secret) have bypassed the unit. They have been seen testing modified GT-Rs with the former two having conducted tests at the Tsukuba Circuit.

In a review by Motor Trend editor Scott Kanemura, it was revealed that the GPS system fitted to the GT-R would remove the 180-kilometer per hour (112 mph) speed limiter when the car arrives at a race track, but only on tracks approved by Nissan. Aftermarket ECUs have been developed to bypass the speed limiter, in addition to stand-alone speed-limiter defeaters. The GPS check will not be implemented in American models.

In August 2008, Nissan’s official motorsport and tuning arm Nismo announced the “Club Sport” tuning package for the GT-R . The package, which will also be fitted to the upcoming Spec V GT-R, includes Bilstein Damptronic compatible dampers, 20? forged aluminum wheels from Rays Engineering, Bridgestone run-flat tires, Recaro carbon fiber-shelled bucket seats, a titanium exhaust, and a revised rear diffuser with an added cooling duct. The package is supported by a warranty and saves over 20 kg.

Hennessy Performance known for its custom Dodge Vipers has produced a GT-R that achieved 700 bhp using high octane race fuel and 21 psi of boost pressure. Road & Track Magazine recorded a 0-60 sprint in a 2.9 seconds and 0-100 mph in 6.5 seconds. The GT600 claims a top speed of around 217 mph. The GT600 is priced close to $118,090.

Awards
Top Gear Awards 2007 - Supercar of the Year 2007
Automobile Magazine - 2009 Automobile of the Year
Evo Magazine Car of the Year 2008
Edmunds - 2009 Edmunds’ Inside Line Editors’ Most Wanted Awards: Instant Classic
Motor Trend - 2009 Motor Trend Car of the Year
2008 Japan’s Most Advanced Technology Award
Popular Mechanics - Automotive Excellence Awards 2008 (Design)
2009 International Car of the Year
World Performance Car 2009

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The Subaru Alcyone SVX, also known outside Japan as the Subaru SVX, is a mid-sized GT coupé that was sold by Subaru from 1991 to 1997. It was Fuji Heavy Industries first attempt to enter the luxury/performance car market. Its intention was to combine two seemingly contradictory elements – comfort and performance. The name Alcyone (pronounced “el-SIGH-uh-nee”) refers to the brightest star in the Pleiades star cluster, on which the Subaru logo is based. .

The Subaru Alcyone SVX first made its debut at the 28th Tokyo Auto Show in 1989, as a concept car.

Italian Automobile designer Giorgetto Giugiaro of ItalDesign designed the slippery, sleek bodywork, incorporating design themes from many of his design concepts, such as the Ford Maya and the Oldsmobile Inca. Subaru decided to put the concept vehicle into production and retain its most distinguishing design element, the unconventional window-within-a-window. Subaru called this an “aircraft-inspired glass-to-glass canopy.” The decision to release this car for production would give the public the first opportunity to drive a “concept car” as originally conceived.

Subaru introduced the SVX in the United States in July 1991 (as a 1992 model), following up the U.S. debut with a Japanese market introduction in September of that same year. The model was designed and marketed as the replacement for their aging, envelope pushing Alcyone XT and Alcyone XT6 coupes. Outside Japan, the Alcyone designation was dropped, and the car was marketed as the Subaru SVX.

The Manufacturer’s Suggested Retail Price (MSRP) for the base model 1992 SVX-LS was $24,445, with the top of the line model with touring package, the LS-L, listing at $28,000. This was $8,000-$11,000 higher that any previous Subaru. By the end of its production run in 1996, the price had risen to $36,740 for the top-of-the-line LSi (called the Version L in Japan).

In Japan, the top of the range models were the L and the S4.

Despite its high price, and the fact that it had made its U.S debut during an economic recession, sales in the United States were good; 5,280 cars for 1992 and 3,859 cars in 1993, although it was reported that Subaru intended to sell 10,000 SVXs each year. However, demand for the SVX dropped significantly before falling to just 640 units in 1997, at which point Subaru discontinued production.

Total sales of the SVX numbered 14,257 in the United States and a total of about 25,000 worldwide. 2,478 SVXs were sold in Europe (with 854 headed directly to Germany). Roughly 7,000 of all SVXs sold were right-hand drive models. Included in this number were the 249 vehicles sold in Australia, at a cost between approx. Au$73,000 to Au$83,000.

As an investment, Subaru actually lost $3,000 on every Subaru SVX sold, for a total loss of around $75,000,000 on this project. However, they considered this a small price to pay for the increased awareness of Subaru’s presence as a quality, forward-thinking auto manufacturer.

The SVX continues to be prized as a used car with unusual styling. Most examples can been seen in good condition, though one 1994 SVX in Seattle was put up for sale after being damaged in a televised police chase. The car was called a “future collectible” in Collectible Automobile magazine with strong, but not very high resale values.

Subaru SVX Body

In stark contrast to the boxy, angular XT, the SVX had curvy lines designed by Giugiaro and an unusual, aircraft-inspired “glass-to-glass canopy” with 2-piece power side windows. The windows are split about 2/3 of the way from the bottom, with the division being parallel to the upper curve of the door frame. These half-windows are generally seen on exotic vehicles with “scissor”, “gull-wing”, or “butterfly” doors, such as the Lamborghini Countach, De Lorean DMC-12, and the McLaren F1. The SVXs aerodynamic shape allowed it to maintain the low drag coefficient of .29 cd, previously established by the XT coupe it replaced.

Subaru SVX Drivetrain

Unlike the previous model, which had been available with either a turbocharged 4-cylinder (as XT) or a naturally-aspirated 6-cylinder (as XT6), the SVX debuted with and remained available with only one engine, the EG33 model 3.3 liter “BOXER” horizontally-opposed Flat-6 or H-6.

This engine was the largest ever produced by Subaru for its passenger cars and it held this record for 10 years after SVX production had ceased, until the EZ36 3.6L Boxer engine was introduced in the 2008 Subaru Tribeca.

Internally, the engine is essentially a six-cylinder variant of the EJ22 found in the first-generation Legacy and Impreza. The new 3.3 liter variant was equipped with dual overhead camshafts and 4 valves per cylinder, and had an increased compression ratio of 10.1:1, bringing horsepower up to 230 bhp (172 kW; 233 PS) at 5,400 rpm with 228 lb·ft (309 N·m) of torque at 4400 rpm. Fuel delivery was accomplished with sequential Multi-port fuel injection with dual spray injectors. Engine ignition used platinum-tipped spark plugs and computerized management system with “Limp Home feature”, which included over-rev protection, monitors fuel injection and ignition.

The exhaust system consisted of head pipes from each bank of cylinders with their own pre-catalytic converters, which entered a dual-inlet / single outlet main catalytic converter. A single 2.5″ exhaust pipe exited the main converter and went into a resonator, and onto the main, transverse, single inlet muffler with twin exhaust tips in the bumper.

All versions of the SVX sold were equipped with automatic transmissions. Depending on the country, Subaru had two versions of their All-Wheel-Drive system for the automatic transmission, called ACT-4 or VTD. The first system, called ACT-4 by Subaru, was the same setup commonly found on other Subaru models of the period, and used a variable clutch pack center differential using a 90% / 10% power split front to rear, which could transfer up to a 50% / 50% power split for maximum traction if the front wheels started to slip. This AWD system was offered throughout the entire production run, and was used in vehicles manufactured for sale in the USA, Canada, Germany, France and Switzerland. A continuous traction delivery system, called VTD by Subaru, was used in vehicles for sale in Japan, England, the Benelux region of Northern Europe, Australia, Spain, Austria and Brazil. The VTD AWD system is a permanent AWD due to its 36% / 64% split. The Japanese-spec SVX was equipped with four-wheel steering (4WS).

Subaru began to realize that the high selling price of the SVX was giving some buyers “sticker shock”. In an attempt to attract more buyers, a Front Wheel Drive FWD version was offered on the SVX during the 1994-1995 model year. In 1994, FWD was offered on both the L model (X33 in the VIN) and on the LS model (X34 in the VIN). In 1995, only the L model was offered in FWD (X33 in the 5th, 6th and 7th digits of the VIN). Unfortunately, AWD is a core technology that buyers identify with Subaru, and offering the SVX with FWD didn’t help yearly sales figures and so they were discontinued and only AWD versions were produced.

Subaru SVX Performance

Much of the early development, technical, engineering and performance data was taken from a special 100 page publication “Road and Track’s Guide to the New Subaru SVX”.

Acceleration from 0-60 mph was 7.3 seconds, with a standing 1/4 mile time of 15.4 seconds at 92.5 mph (148.9 km/h). The top speed of the 1992/1993 SVX was about 140 mph (230 km/h).

Though powerful enough for the time, the SVX was relatively heavy, weighing in at 3580 pounds (1624 kg), which is roughly the same as a Third Generation Outback wagon. It was only available with the 4EAT 4-speed automatic transmission, which adversely affected performance. A manual transmission, capable of handling the horsepower and torque of the EG33 engine, was not available at the time of production and was never made available as an option.

Subaru chose to use the boxer engine in the SVX, as well as most of their products to simplify the power train implementation of symmetrical all-wheel drive and because of the natural smoothness of the engine design. According to Subaru, the engine sits in-line, or longitudinal, with the transmission, instead of being offset or transverse. This can be commonly found on other FWD and AWD vehicles, minimizing body roll. The weight of the engine and transmission are balanced instead of being offset, which causes the weight of the engine and transmission to be unbalanced in the engine bay in other vehicles. The power delivery is also direct from the transmission to the front wheels, and to the rear wheels through a rear differential, which is limited slip on some models. Subaru cars do not use a transfer case, but instead a Center Differential, which is integrated with the transmission. Other AWD vehicles were first engineered as either front or rear wheel drive, but were modified with an additional, external transfer case and asymmetrical drive shafts to power the additional wheels, which adds a degree of complexity. The boxer engine also affords a low center of gravity because the engine sits low in the engine bay and close to the ground, as opposed to other vehicles, allowing the vehicle to stay more stable in moderate to high speed maneuvers. Other manufacturers attempt to counteract the offset weight by making their power trains’ weight evenly distributed, which overall causes the power train to be heavier than the Subaru layout, which is manufactured from lightweight aluminum. The boxer design also provides perfect vibration mitigation because the movement of each piston is exactly countered by the corresponding piston in the opposing cylinder bank, eliminating the need for a harmonic balancer attached to the front of the engine at the crankshaft. Torque steer is also reduced with this type of power train layout. This is achieved by having the front drive shafts being of equal weight and length, and extend from the transmission to the front wheels at almost perpendicular from the transmission.

Subaru SVX Aftermarket conversions

Aftermarket conversion applications for the SVX engine, preferably the 1992-1995 OBDI Subaru SVX, have become very popular with aftermarket enthusiasts.

The horizontally-opposed engine is ideally suited for rear engine German vehicles, that were originally manufactured with this type of a flat “pancake” style of engine. The older engines, using earlier technology, were used by the Volkswagen Vanagon, as well as other models. Compared to the low power and torque of the original Volkswagen Vanagon engine, which had from 95 hp (71 kW)-110 hp (82 kW), the SVX engine provided 230 hp (170 kW) with about the same amount of torque.

The engine is also ideally suited for some small aircraft and ultra-light aircraft applications, due to the naturally-balanced nature of the SVX’s horizontally-opposed engine, making for vibration-free operation. The SVX also has a high RPM rating, which contributes to achieving a much better performance rating than a lot of the older technology, original equipment engines.

The earlier SVX engines with OBDI engine management (from 1992 through 1995), are preferred for these types of conversions, as the OBDI technology is easier for conversion enthusiasts to adapt to. The 1996-1997 SVX used the later, more restrictive OBDII engine management technology, which is still in current use today.

Subaru SVX Motorsports

In 1991, a Subaru SVX, driven by Ken Knight and Bob Dart, won the Alcan Winter Rally, a race starting in Seattle to the Arctic Circle and back.

In the early 1990s there was a Subaru SVX PPG Pace Car. It featured a silver to purple fade paint job, silver wheels in the front, purple wheels in the rear, “SVX” windshield banner, roll cage and an amber roof light. It was evaluated by Wally Dallenbach Sr, Indy Car Chief Steward and PPG Pace Car evaluator. It was used as a promotional tool for Subaru, as well as a pace car. While most pace cars were retired after one season, the SVX proved to be such a worthy example and a favorite, it was used for several seasons. It now is in storage in the famous “Subaru Performance Attic” in Cherry Hill, New Jersey, near Subaru of America’s headquarters. This is where many of the unique Subaru concept cars and Subaru’s of historical significance are stored.

Subaru SVX Products

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First generation Subaru Legacy (1989-1994)

The worldwide introduction of the Legacy was a notable departure from Subaru products in the past. The Legacy was first made available for purchase in Japan starting February 1 1989, after a formal introduction January 23 1989 in Japan, with an introductory price of ¥2,550,000 for the RS (approx. USD $18,800 at ‘89 yen exchange rate).[2] Subaru had earned a reputation of building vehicles that were regarded as “quirky” and other Asian manufacturers were bringing more upscale and conventional appearing models to the market. The Legacy appeared at the same time as the USA introduction of Lexus and Infiniti and a couple years after Acura, and was the largest sedan and wagon Subaru offered for sale. However, Subaru didn’t have a large displacement V6 or V8. The Legacy was more aerodynamic than previously built products, with soft edges and a more coherent appearance. The sedan has a break in the beltline where it drops down from the windshield to the front door glass, and then juts up from the rear door glass to the rear window, and the beltline is interrupted as it transitions down to the rear window on the wagon. The beltline treatment was used again on the SVX when it was introduced in 1992. The Legacy was interpreted by some as Subaru’s attempt at participating in the growing, upscale market. The Legacy broke with many Subaru traditions, such as no longer locating the spare tire in the engine compartment, behind the engine and above the transmission. The Legacy was an all-new model, and positioned above the Leone in Subaru’s model range. The Legacy also introduced an entirely new engine series, called the Subaru EJ engine, which was quieter and more powerful than the previous Subaru EA engine.
Japan-spec 1991 Subaru Legacy RS-R (STi modified)

The DOHC 2.0 liter turbocharged 217 bhp (162 kW; 220 PS) EJ20G engine was introduced in the Japan-spec Legacy RS in 1989 and later used in the Impreza WRX when it was introduced to Japan in 1993. International versions of the Legacy turbo were offered the DOHC 2.0 liter engine with a water-cooled intercooler starting with 1991, with a manual transmission only. The USA-spec EJ22T SOHC 2.2 liter 163 bhp (122 kW; 165 PS) turbo was not offered the water-cooled intercooler when it was introduced to them in 1991. The USA turbocharged engine was available with either a manual or automatic transmission.

The Legacy began with a 5 door wagon or 4 door sedan body styles with FWD and an optional full-time AWD package, and was introduced in North America, the UK, Germany, the Benelux region of Northern Europe, Japan and Australia. The car was built with many luxury and technological advancements normally found on more expensive vehicles as standard equipment, such as power windows, central locking, fuel injection, air conditioning, power assist rack-and-pinion steering, alloy wheels, 4-wheel independent suspension with both negative scrub and anti-dive and squat geometery, anti-sway bars front and rear, and 4-wheel disc brakes. Items that were optional that didn’t make the vehicle too expensive were 4-channel ABS, licensed from Bosch and air suspension height control, which lowered the vehicle at speeds above 50 mph (80.5 km/h), and also allowed the driver to increase the vehicles ground clearance for off-road conditions.

On vehicles equipped with power central locking, the feature is activated from the inside drivers door lock switch only, by pushing the rocker switch to lock or unlock all doors. The power door lock switch is not labeled, and the appearance of the driver’s door lock rocker switch is the same as the door lock rocker switch on the other doors. Other doors can be locked or unlocked individually by pushing the respective door lock, but it will not lock or unlock the other doors. The outside key door lock can unlock the drivers door only by turning the key partially, or with a complete turn to the left to unlock all doors.

Second Generation Subaru Legacy (1993-1999)

Second generation sales in Japan began October 7 1993 and an introductory price of ¥2,753,000 for the GT (approx USD $25,250 at ‘93 yen exchange rate), with an introduction for model year 1995 in North America with a full body and chassis revision. The exterior was designed by Olivier Boulay, who was hired by Subaru on a short-term basis. The tail light appearance on both the sedan and wagon was influenced by the taillights on the SVX. In 1996, Subaru decided to make AWD standard equipment in all vehicles produced for the USA market from that year to today’s current date. Subaru still offered a choice between FWD and AWD for its domestic market vehicles for this generation.

USA-spec GT models, first offered in 1990 as a turbocharged sedan or wagon in Japan, and as trim package for the USA version in 1994, became a top level model upgrade in 1996, using the new EJ25D DOHC 2.5 L naturally-aspirated engine. Limited trim level editions were introduced, offering heated leather, or cloth, seats and trim and a tinted, glass moonroof. The term “Limited” appeared on the “GT”, known as the “GT Limited” in 1998. The term “Limited” was used by itself on the Outback in 1998. Driver and front passenger airbags were added with the redesigned interior as standard equipment in accordance with USA Federal Government regulations. New equipment added to the list of features included RF remote keyless entry, fog lights, a rear spoiler on the sedan, upgraded stereo systems, and speed-sensitive power steering. 1999 Marked the 30th anniversary of Subaru in America, and the last of the second generation in North America. There was a special 30th Anniversary Edition offered in the USA with upgraded interior and sunroof, spoiler, alloy wheels on the “L” trim level cars. The USA-spec Brighton trim level also carried over from the facelifted first generation version that was priced below the “L” trim option.

The remote keyless entry can unlock just the drivers door by pushing the unlock button once, with two pushes unlocking all doors. Using the key to unlock the door after using the remote keyless entry to lock the doors will cause the alarm to sound, if equipped with a security system. The doors must be unlocked with the remote to avoid the security system from being set off.

In Japan, the GT-B was introduced June 1996 with the front and rear struts supplied by Bilstein,[3] with the upgrade also available on the RS. The “B” designation stood for Bilstein. The GT and GT-B can also be distinguished by upgraded projector beam headlight lenses and foglights. Turbocharged versions continued to be available in most non-US markets. Specialty touring and racing versions were available in Japan, as well as the DOHC 2 liter twin sequential turbocharged EJ20H version on both the Legacy GT sedan and wagon with an automatic transmission and the RS sedan and wagon with the EJ20R and a manual transmission and a slightly higher horsepower rating, both identified as “Boxer 2-stage Twin Turbo” on the engine cover shroud.

Australia saw out the last of the second generation Liberty in 1998 with a special “Bilstein Edition RX”, identifiable by a Bilstein badge on the right rear boot lid and a lower stance due to front and rear Bilstein struts. It also featured Leather seats and door inserts along with Momo sports leather steering wheel and 16in BBS alloys as standard equipment.

An unusual interior change placed the power window switches flat against the door panel, whereas the window switches for the first generation and third generation extended from the door panels and were oriented in a horizontal position and were located underneath the drivers or occupants hands for easy location and use, and integrated into the door pull and armrest. The express up feature for the driver’s window was also removed, leaving express down only. The power door lock switch design was upgraded to a more conventional door lock switch, installed next to the power window switches, with a secondary power lock switch installed for the front passenger.

According to the French Wikipedia, LPG is introduced as an alternative fuel source on European models with the 2.0 L and 2.2 L engines, and are outfitted by company Necam Koltec. The fuel tank is installed in the spare tire compartment, with the spare tire installed vertically on the left side of the trunk or cargo area.

With the introduction of the Legacy second generation in Israel, the Legacy name was replaced by the B4 brand.

Third generation Subaru Legacy (1998-2003)

Subaru launched the third generation Japanese and world-market Legacy in June 1998, while the North American model was introduced in 2000. All USA models were equipped with standard, symmetrical all wheel drive. The Legacy is the only vehicle in this class that provides AWD as standard equipment in most international markets. World-market and Japanese models ranged from a normally-aspirated 2.0 liter flat-4 to the EZ30 in the 3.0R model, with the twin turbo that was offered in the previous generation still offered on performance models. The SOHC and DOHC four cylinder engines continued to use a timing belt that should be replaced around 100,000 miles (160,934.4 km), whereas the 3.0 L six cylinder engine uses a timing chain that doesn’t require replacement under normal conditions. In 2001 the EZ30, a newly designed 3.0 L H6 was offered in the Outbacks. The engine now meets California’s LEV emission standard.

Flat roof wagons are no longer manufactured worldwide, and instead the raised roof is used for both the Legacy wagon and Legacy Outback. Daytime running lamps were introduced on US models starting with the 2000 Model Year.

The 4 speed automatic transmission, had a feature where the transmission could be instructed to ignore 1st gear from a standing stop to assist driving on traction limited situations, such as ice and snow. The system was activated by moving the gearshift from the “D” position down to “2nd”. The car would then start in 2nd gear, and not 1st. The transmission also splits the delivered torque 50-50 between the front and rear wheels. Once the car stopped, the transmission would start back in 2nd and not 1st, until the system was upshifted to 4th.

The automatic transmission also has the ability to change the shift points, and hold the gears longer when the engine is operating at higher RPM. This is achieved by pressing the accelerator pedal rapidly, which causes the transmission to hold the gear until 5000 rpm before shifting to the next gear. No indicator light appears in the instrument cluster, unlike previous generations. The transmission also has engine over-rev protection by shifting the transmission to the next available gear once 6500 RPM has been achieved, even if the gear selector is in a low gear position.

Japanese-spec vehicles with the twin turbo had a Semi-automatic transmission, that allowed the driver to push the automatic gearshift selector to the left, and then allow the driver to shift the automatic like a manual transmission. On Japanese-spec vehicles with an automatic transmission, the “Power/Econo” button that was previously installed on the gear selector has been relocated to the transmission surround on the right side, due to a redesign of the automatic transmission gear shift handle.

Fourth generation Subaru Legacy (2003-2009)

On May 23, 2003, Fuji Heavy Industries debuted the redesigned Legacy, known as the BL for sedan models and BP for wagons. It was released worldwide in 2004, with Subaru Indiana Automotive commencing production in January 2004 for the North American markets. The large red plastic rear trim piece that first appeared in 1989, on both the sedan and wagon, with the word “Subaru” or “Legacy” (depending on the market) has been removed. The Subaru star logo reappears on the back of sedans and wagons, now with a blue background. The Legacy was presented the 2003-2004 Japan Car of the Year, Subaru’s first win for the award.

Lance Armstrong was used as a spokesman for both the sedan and wagon, and Sheryl Crow sang her 1996 hit “Everyday Is a Winding Road” in USA market commercials.

The chassis was redesigned and made stiffer, and it marked the return of a turbocharged engine to North American Legacies, featuring a 2.5 liter unit derived from that of the North American Impreza WRX STI. Due to advancements in turbocharger technology and tightening emission standards, the twin-turbo setup was dropped from the lineup. Turbocharged models and the H6 offered Subaru’s first 5-speed automatic transmission, featuring SportShift technology licensed from Prodrive, Ltd.
Subaru Legacy 2.0D diesel (Europe)

As of the 2008 model year, the Legacy wagon and Outback sedan were discontinued in the United States, leaving the Legacy sedan and Outback wagon. The Legacy wagon was not discontinued in Canada. 2008 also brought the 3.0 L Flat-6 engine to the North American Legacy sedan. The Flat-6 has been available in the Outback sedan wagon since 2000. For 2008, the 2.5i USA model has been certified PZEV emissions, and a badge has been attached to the rear of the vehicle on the bottom right hand side of the trunklid or tailgate. All other models are certified LEV2. The PZEV Legacy is available for sale in all 50 states, unlike other manufacturers who only sell PZEV certified vehicles in states that have adopted California emission standards.

On May 10, 2008, the Japanese-spec Legacy can be fitted with a new safety feature, called EyeSight. It consists of twin cameras, one on each side of the rear view mirror, that use human-like stereoscopic vision to judge distances and generally keep tabs on the driver. The system can help maintain a safe distance on the highway, a lane departure warning system, a driver alert warning for various safety situations, and even keeps an eye out for pedestrians. SI-Cruise has been integrated into the EyeSight feature as a driver safety aid.

The flat-4 diesel engine, the worlds first and only, is offered in both the Legacy and Outback sedans and wagons, identified as the Subaru Legacy 2.0D. The vehicle was released in the EU starting March 2008, and is offered with a 5 speed manual transmission only. The official introduction of the Legacy and Outback diesel was at the Geneva AutoShow in March, 2008.

According to the Subaru Insiders on-line newsletter dated March 2008, Subaru is “currently making modifications to the diesel so it meets the more stringent U.S. standards. Subaru diesel models should be available in the U.S. in two to three years.”

Accomplishments and motorsports

Subaru LegacyAwards

In 1990, the Legacy was declared the number one selling 4-wheel drive car in the USA by R.L. Polk & Company, based on registration statistics for CYE 1989. According to AutoFacts Inc. AutoGuide, dated June 28,1990, the Legacy was the least expensive Sedan or Wagon offering both 4-wheel drive and ABS. The Automotive Journalists Association of Canada (AJAC) voted the Legacy “1990’s Best New Sedan”.

In Australia, it was Wheels magazine’s Car of the Year for 1994 and again for 1998. Upon the Turbo’s introduction to the Australian market it was claimed to be the fastest accelerating car for under $100,000 on the Australian car market. The BL/BP chassis Legacy was the Car of the Year Japan for 2003-04. It was also joint Top Gear car of the year for 2007 with the Ford Mondeo.

Subaru Legacy Aftermarket Tuning

The EZ series of flat-6 cylinder engines, used in current Legacy products, replaced the EG series found in the Subaru SVX. Subaru has produced high performance versions of the Legacy with a Bilstein suspension and tuned turbocharged engines equivalent to the homologized rally version WRX STI (generating 205 kW (275 hp) on manufacturer’s figures for the 2.0 L equivalent engine with manual transmission). Recent 3.0 L engines move close to the 2.0 L turbo output and share the Bilstein suspension. 2.0 L-engined turbocharged models with the Bilstein suspension were named either the GT-B (for wagons), or Spec B, or RSK-B4 (for sedans). The new 2003 model moved many models to simply B4 or even GT in some countries. The Spec B badge still exists in the UK, where the 3.0R stands as the premier MY06 model. In Australia, the 2.5GT (SatNav) marks the top of the pile for the Legacy/Liberty range.

In North America, early sporty models were known simply as the Sport Sedan and Touring Wagon. Later models were given the GT and GT Limited nomenclature. The 2006 Legacy model brought forth a limited run of 500 Spec B models. Starting in 2007 the Spec B became a regular production model (albeit a somewhat limited run). All Spec B models feature an improved suspension system by Bilstein, navigation system (making the Spec. B the sole MT Legacy to get one), exclusive (to the Spec B) interior, 18″ wheels, and additional aesthetic modifications. 2006 Spec B models have a 5 speed manual transmission while 2007 on models have a 6 speed manual transmission.

World Rally Championship

The Legacy was campaigned by the Subaru World Rally Team in the World Rally Championship and British Rally Championship, with the help of Prodrive, beginning in 1990. It wasn’t considered a truly competitive model at first, but showed promise under the command of Markku Alen, who in 1991 managed a third-place finish at the Swedish Rally. 1992 debuted the combination of experienced Group B, Pikes Peak International Hillclimb, and WRC driver Ari Vatanen, paired with the up-and-coming Scottish driver Colin McRae for Subaru’s WRC effort. Two second place finishes, one by each driver, strengthened the commitment of Subaru to the World Rally Championship, the Legacy, and their drivers. The Legacy’s primary competitor, with a turbocharged engine and AWD, was the Mitsubishi Galant VR-4.

1993 became a breakout year for Subaru as Colin McRae and Ari Vatanen pushed the Legacy to a third place finish at the Swedish Rally and a one-two placing after the first leg of the Acropolis Rally. Prodrive boss David Garraway was eager to prove the potential of the new Impreza WRC car, but was charged with gaining a victory in the Legacy before the Impreza could debut. At Round 8 held in New Zealand, Subaru finally struck gold when McRae managed to hold back Francois Delecour in his Ford Escort WRC for the win. This would be the last WRC event for the Legacy, as the Impreza debuted at the following event, where it placed second in the hands of Vatanen.

Richard Burns was successful in numerous events with the car during 1992 before joining the World Rally team to drive the Impreza in 1993. Alister McRae, Per Eklund, Possum Bourne and Hannu Mikkola also competed in the Legacy during its WRC participation.

Subaru Legacy Rallying

The Legacy remains an ever-present competitor in rallies around the world. SCCA ProRally and Rally America participation from many teams has been impressive. The Legacy and the Impreza have many interchangeable parts which makes for a very competent and reliable entry.

The Legacy, and its Outback stablemate, has won the Alcan Winter Rally several times; the first win was in 1990 followed by another win in 1992, 2002 and 2006.

A 1990 Legacy was the first Group N car to ever finish the WRC Safari Rally. This rally is considered the world’s most gruelling rally under the World Rally Championship. In 1990 the 38th Safari Rally had 59 competitors total, only 10 of which were able to reach the finish. The Legacy was the only Group N car able to reach the finish and was in 8th place overall.

Subaru Legacy Speed records

On April 23, 1998, a Generation III Subaru Legacy set a new world speed record for mass-produced turbocharged station wagons (1600 cc-2000 cc class), clocking 270.532 km/h (168.101 mph) over one kilometer on Highway 10 in La Junta, Colorado. This record was previously set by a Generation II Subaru Legacy in 1993 at 249.981 km/h (155.331 mph).

The original Legacy speed record was set between January 2 and January 21, 1989, with three Japanese-spec turbocharged RS sedans at the Arizona Test Center outside of Phoenix, Arizona. It broke the 100,000 km FIA World Land Endurance Record by maintaining an average speed of 138.780 mph (223.345 km/h) for 447 hours, 44 minutes and 9.887 seconds, or 18½ days. Pit stops were made every two hours with a driver change and refueling, while tire changes were made at 96 hour intervals, or every 13,400 miles (21,600 km) driven.

The Subaru Impreza, Impreza WRX and Impreza WRX STi are the core of Subaru’s lineup. The Impreza model has a rich history of racing, most specific Rally racing. Early versions offered a front wheel drive version, but most used All Wheel Drive, which is now standard on all Subaru models. The Impreza uses a variety of engines which are all based off of the EJ series. There is the 1.6, 1.8,  2.0 liter EJ20, the 2.2 liter EJ22 and the 2.5 liter EJ25, each with turbocharged and non-turbocharged options.

First Generation Subaru Impreza (GC, GF)

The Subaru Impreza went into production in late 1993, offering a FWD or AWD options and came as a Coupe, Sedan or Sport Wagon. Many used NA 1.6, 1.8 or 2.0 engines. The WRX used a Turbcharged and Intercooled version of the EJ20 which created 241HP to 282HP in japan depengine on year and trim. Other countries who recieved the WRX got stuck with a 208HP version.

In 1994 The STi (Subaru Technica international) version was released, a ultra high performance version of the WRX to the Japanese and Euro markets. The STi came with a higher HP engine, better transmision and upgraded suspension. The STi won many rally races and quickly became a top choice for any street tuner car. The STi had a higher HP engine than the WRX but due to the restrictions by the Japanese goverment they were both rated at 278HP. Subaru later added a RA version which included manual windows, no AC and limited use of soundproofing for weight savings. The RA also used a shorter gear ratio.

North America sadly never recieved a Turbocharged version of the first generation Impreza. It was origionaly availible and 1.8liter engine, and was later availible as a 2.2L version and a 2.5RS version. Beggining in 1997 all Subaru Imprezas came with AWD. The 2.5RS version used body components from the japanese WRX.

Second Generation Subaru Impreza (GD, GG)

In 2001 Subaru introduced the new Impreza, with many changes. The new generation was heavier, taller, bigger and slower than older versions of the WRX/STi. But there were changes to the drivetrain which made this version more responsive. The WRX version was finally released in North America also. The 2.0L turbocharged WRX version was released in 2002 and created 227HP.

The STi version wasnt released until 2004. In 2004 the Impreza was semi redesigned. It used the same chassis and changed the Bumpers, hood and scoop, headlights, taillights, and the STi version came with a larger rally style spoiler. The Impreza 2.5RS came with a NA 2.5 liter engine. The WRX came with a 2.0 liter turbocharged engine and the STi came with a 2.5 liter turbocharged engine.

The Subaru Impreza was again semi redesigned in 2006 and changed the Bumpers, hood, headlights, taillights and front grille. The new version Impreza was much more aggresive looking. From 2008 - 2006 all Imprezas came with a variation of the 2.5 liter EJ25.

Third Generation Subaru Impreza GE, GH, GR

The third generation Subaru Impreza was unveiled at the 2007 NYC autoshow around the same time the new Mitsubishi Evo X was unveiled.  The new Impreza was designed to be more practical and forgiving than the Evo on normal roads. The new design was met mostly with critisism. The Impreza and WRX are rather plain looking with a huge hood scoop - which looks rather out of place… The STi was fitted with the only wide body version with more aggressive bumers and front grill. The engine is relativley un-changed from previous years but uses external engine parts from the Legacy GT such as the intake manifold, etc. The WRX retained the 227HP and the STi recieved 302HP.

The WRX goes 0-100 km/h in a time of 5.8 seconds while the STi does it in 5.2 seconds.