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In Europe, Nissan’s conservative 276bhp power cap might have looked meek compared to European sports cars like the Porsche 911 Turbo or Ferrari 360 Modena, but the reality on the road was quite stark, cementing its giant-killer status – even if its official European sales were comparatively tiny.It’s not like other turbo units, lacking the immediate, small-throttle response of today’s light-pressure turbo engines but also not being like early turbos, with their eye-widening, blue- touch-paper delivery, though I’m minded this may be an effect of it being in a low state of tune. Toting little more than 100bhp per litre, this Skyline’s delivery builds more like a naturally aspirated engine, with not much up to 3000rpm and growing enthusiasm thereafter. You can hear and feel the boost arriving, the loping, gravelly growl of the straight-six swamped by the hiss of air being ingested, compressed and fed into the engine. As the revs march ever- more confidently upwards, the engine finds its voice again and its delivery grows and expands its impact until you’re at 6000rpm and the car’s surging determinedly forward.
Another indication that the car was crafted by people who love driving is the steering wheel. It’s just the perfect diameter, its rim is the ideal width and shape and there are no buttons on it. True, the steering isn’t the sharpest but I find the chassis of the R34 more transparent, more readable than that of the current R35. Essentially, it’s rear-biased, though in the dry, up to the high limits (elevated by the modern Dunlops fitted), it feels like it has an excess of grip, delivered by a chassis that has a sweet, biddable overall balance. The fact that you can’t feel the rear steering counter-steer on the way into a corner (aiding turn-in) and quickly switch to parallel steer (to restore stability) is a big compliment to the engineers.‘Why the f*** did you come to Margate?!’ Aston shows them the back of his camera and they are amazed. Why did we come to Margate? Mainly for the brightly lit arcades, for the old-school vibe. This traditional British seaside resort is mid-transformation, the catalyst for which has in part been the opening of the Turner Contemporary art gallery. So it’s a place of contrasts, with new, cool, gentrified bits sitting cheek by jowl with kiss-me-quick brashness. You can see it in the people, too: they’re half hip, half hip replacement. In a couple of years or so, it will be a much more modern, more sophisticated place, and more expensive too. Not unlike the R35 GT-R is compared with the R34. But that doesn’t mean the simple pleasures are any less relevant.I’ve been fortunate enough to drive some great cars in great locations and I’ve never experienced such universally positive reactions as greeted the R34 when we turned up in Margate. There’s probably no more subtle a colour than silver and this UK-spec car has the standard twin-pipe back-box rather than the optional Nismo drainpipe, so it’s quieter than a 370Z, but as we amble along the seafront on this busy, sunny afternoon, I’m getting a taste of what it must be like to be a celebrity. At one end of the scale there’s nudging and pointing, double-takes and ‘subtle’ raising of cameraphones, and at the other plain awe, reverence and wild enthusiasm, occasionally with sweary, can-you-believe-this?! shouting. And it’s all sorts of people too, from kids to pensioners, parents to youfs. No question, driving an R34 gets you a whole lotta love. Skyline specialist Middlehurst Motorsport had brought in 100 R33s and when the R34 came along Nissan GB wanted to bring the car officially into the UK itself. There would be a delay, though, because although the all-wheel drive running gear was lightly stressed by the stock ‘276bhp’, it wanted to add a package of upgrades to protect the car in the event of sustained autobahn running – oil coolers for the engine, gearbox and AWD transfer box. There was a new engine ECU too and, completing the mods, the interior was enhanced with Connolly leather-trimmed seats. This unmodified car has less power than my SEAT Cupra long-termer, and as you might expect from its square-jawed, Minecraft-like looks, it’s hefty too, getting on for 1600kg. I have always been sceptical that the R34 had only 276bhp as standard, which was a ceiling agreed between car makers in Japan at the time. It had a bit more torque than the R33, and ceramic turbos running ball-race bearings that gave snappier throttle response, but even so, it always felt a bit more like 300-plus. Fast-forward to the launch of the R35 and many commentators reckoned that had more than the quoted 473bhp. Maybe Nissan’s horses are a little bigger or its kilograms a bit lighter…