Nissan Skyline 2000GT (1972)
Publication: Motor Fan
Format: Test Drive Report
Date: November 1972
Author: Jun Narue
A Trustworthy High-Speed Cruiser
“Even those older enthusiasts who used to frown and say, ‘It’s always the Skyline GT crowd blasting down the highway,’ may find themselves wanting to drive this one. The new car possesses a degree of refinement that was absent before."
An Interior Free of Unnecessary Gimmicks
Finished in silver-gray metallic, with its low hood and long nose, the new Skyline’s slightly larger body still fits comfortably inside a garage sized for the original GC10 Skyline GT. Its dimensions have not grown as much as one might expect.
Even so, I suspect the image projected by this new generation of Skyline GT will strike existing owners as more than a little provocative.
According to the principles of modern marketing, “A product that projects tomorrow’s image is one that guarantees benefits for the customer.” The new Skyline GT seems very much a product of that philosophy. This is no longer a car belonging to the “good old days.” Rather, it is conceived with the ambition of becoming a bestseller—a Skyline GT that will play a major role in modern automotive society.
The driving position is generally well judged. The driver’s eyepoint is a little higher than I would prefer, but the relationship between the pedals, instruments, and steering wheel is well balanced.
The previous Skyline GT placed the driver in a slightly lower, more sporting position. It is somewhat disappointing that the new model, while not as tall in the seat as the Laurel, has nevertheless moved in that direction.
The steering wheel itself, however, is another matter. Rather than the partially leather-wrapped style that I personally dislike, the GT receives a fully leather-covered steering wheel. Combined with its small diameter and thick rim, it is just about ideal. I much prefer it to the gaudier wheel fitted to the GT-X.
The instruments are set into a flat wooden fascia reminiscent of the early GC10 Skyline GT, where they are easy to read and sensibly arranged.
The speedometer, previously scaled to 240km/h, now reads up to 185km/h. Whether this reflects the prevailing safety-conscious mood or a gesture toward the Fair Trade Commission, it is at any rate much more realistic.
All of the gauges are angled toward the driver, while the heater and ventilation controls are attractively illuminated at night.
Taken as a whole, the interior is refreshingly free of the sort of overwrought touches that have now become common. It is both highly functional and pleasantly restrained.
The center console remains rather busy-looking and inelegant, but is unquestionably practical. The integration of the air-conditioning vents into the dashboard is particularly welcome.
On the passenger side, the crash pad rises prominently from the dashboard. It gives the impression that some of the previous Skyline GT’s sharpness and youthful exuberance have been deliberately tempered in favor of unavoidable concessions to safety.
On the other hand, the Skyline GT has matured noticeably in character, further enhancing its identity as a refined sporting sedan.
The seats have also been improved. The backrests are notably taller, while both the shape and quality of the head restraints are better than before.
The GT uses expanded-vinyl upholstery, but lateral support around the hips has improved. The rear seat has also become larger, resulting in a very comfortable seating position. Foot room, however, remains only adequate, and in that respect it feels much the same as the previous model.
What has changed unmistakably is the atmosphere. Rear-seat passengers are treated with a level of consideration several steps beyond that of the earlier Skyline GT.
Successful Variable-Ratio Steering
The new Skyline GT presents a surprisingly dramatic sight when driven through a corner in a controlled drift.
Because its center of gravity is higher than that of the previous model, body roll feels more pronounced. Yet that same characteristic contributes to a dynamic quality that seems to flow from the new body shape. Unexpected though it was, this was one of the first aspects of the new Skyline GT that caught my attention.
The suspension itself has not been greatly changed, but the rear dampers are now of the De Carbon type, and the rear end sits slightly higher than before. The damping characteristics are good.
The propeller shaft has been redesigned with three universal joints, while numerous smaller refinements to the rear suspension mountings and insulators have made a noticeable contribution to the car’s smoothness over the road.
Another point that impressed me was the variable-ratio steering. This was one of the features I had been particularly curious about, and it proved highly agreeable in cornering.
Achieving a natural feel with a variable-ratio system is no easy task, but in the Skyline GT I believe Nissan has succeeded.
Understeer is not especially pronounced. The reverse point into oversteer comes early and predictably, resulting in a safe, confidence-inspiring setup that is easy to control.
I would have liked to try the variable-ratio steering in combination with radial tires, but due to time constraints, that must remain a question for another day.
The test car’s engine was disappointing in one respect. During cornering, it exhibited a flat spot through the low- and mid-range, which I found quite unsatisfactory. In straight-line running, however, it revved cleanly and sharply. Perhaps this unit was simply feeling the strain of being brand-new.
Familiar test corners that left the old GC10 Skyline GT unfazed are taken with considerably more body roll and a far more dramatic attitude in the GC110 GT.
The GC110’s suspension tuning is noticeably softer, and I must admit that the GC10’s cornering posture and settling behavior after a disturbance are more to my personal taste.
As for the standard 3.900 final-drive ratio, I believe it could stand to be geared somewhat taller. (An even shorter-geared 4.111 ratio is available as an option.) A speed-warning buzzer sounds at an indicated speed of approximately 110km/h, at which point the engine is turning roughly 3500rpm.
It is quite clear that this car’s true strengths lie in grand touring.
To begin with, it is very quiet. The antenna mounted on the right front pillar generates a certain amount of wind noise, but vibration levels throughout the car are exceptionally low.
Up to 100km/h, shimmy was entirely absent.
Directional stability is excellent, and the suspension absorbs expansion joints and surface irregularities with admirable composure.
It is, in every sense, an effortless high-speed cruiser.
I did have one complaint regarding the ventilation system.
The cabin’s air extraction seems somewhat inadequate. Simply cracking open one of the rear windows causes the ventilators to come noticeably to life, suggesting that the airflow management could use further refinement.
As for the remaining details, the optional tire size is 165SR-14, though the wheel arches appear capable of accommodating up to 185-width tires without difficulty.
The clutch is exceptionally light, and gearchanges can be made very smoothly.
The brakes, too, inspire confidence. Fade resistance is good, and their operation is reassuringly consistent.
Thanks to the variable-ratio steering, steering effort during parking maneuvers is remarkably light. Nissan deserves praise for resisting the temptation to fit power steering. I suspect this feature will prove especially popular with women drivers.
The elimination of the vent windows, combined with relatively slender front pillars, has improved visibility. The rear pillars, however, are rather thick, and rear three-quarter visibility suffers as a result.
The adoption of a front-hinged hood is another aspect that takes some getting used to. I still believe the previous reverse-opening arrangement was the safer solution.
The body itself is tastefully restrained, free from excessive ornamentation. Even those older enthusiasts who once frowned and muttered, “It’s always the Skyline GT crowd blasting down the highway,” may find themselves wanting to own one.
Both the front and rear styling have been kept refreshingly clean. The rear treatment in particular is highly effective, dispelling any preconception that the Skyline has become little more than a Laurel in disguise and reassuring long-time Skyline owners that the car retains its own identity.
Inside, the atmosphere is one of mature relaxation, especially when equipped with an automatic transmission and air conditioning.
At the same time, I must admit that I felt something similar when the original GC10 Skyline GT first appeared. Its arrival, too, brought with it a noticeable step forward in refinement and ambiance.
Postscript: Story Photos
