With the R30 series, Nissan started to change the nomenclature of the Skyline. For the rest of the century, all Skyline generations would be called R3X.

The new line-up was released in August 1981 and came in 5 different models. Its design was dramatically different in comparison to its predecessors, since this new Skyline looked very boxy in shape and much more like an ordinary sedan than earlier Skylines. Even though, it marked a step back to the sporty roots of the Skyline.

Earlier versions had constantly been gaining weight, which consequently slowed them down and made them less agile. This was changed with this new generation, although it was not until 1982 that a really sporty Skyline hit the road again.

For the basic versions, the L16 engine was dropped, so only the 1800TI remained, which now used the Z18 4-cylinder engine with 105hp. The stronger 2000GT and 2800GT both came with inline-6 engines instead.

The R30 Skyline RS

After Nissan had dropped the GT-R, there had been no DOHC engine in the Skyline line-up anymore. Since the oil-crisis, the turbo had emerged, but a DOHC was still missing. The introduction of the Skyline RS was to change this condition in October 1981. It came in sedan and coupe form with the new FJ20E engine, a 2.0l four-cylinder pumping out 150hp, which was directly aimed at racing.

In 1983 this engine’s performance was improved by a turbo, so the resulting FJ20ET (T standing for turbo) now produced 190hp, which was later boosted to an astonishing 205hp by the addition of an intercooler.

This Skyline became known as the RS-X or the Turbo C. The result was not only the until then “strongest Skyline ever”, but also a very successful track car.

The Skyline was back on track!

Since the R30 was very successful, Nissan did not change much of the outward appearance of its successor, the R31 series. At its debut, the car was introduced only in all forms of 4-door versions. Due to the popularity of luxury cars, this Skyline was aimed at the luxury department and seemed to have lost its focus on sportiness. The base model was the 1800I, now using the CA 18, a 1.8l DOHC 4-cylinder with 100hp.

But the R31 also saw the introduction of a new engine family, the RB20 engines which worked in the Passage GT. Especially the RB20DET, a 2.0l DOHC inline-6 turbo with 180hp at 6400rpm, stood out here as a very potent machine. It was the first in a great family of engines that the later GT-R's RB26DETT and other Skyline engines up to the R34 series also belonged to.

The GTS Coupes

People had to wait for a two-door until the GTS hit the showrooms in May 1986. This coupe got the RB20DET engine from the Passage GT. It was renamed GTS-X in 1988 and got an improved RB20DET version with now 190hp.

More important about this car, though, was the appearance of the HICAS (High Capacity Active Steering) all-wheel-steer system for the first time in Skyline history. This system is still used on today’s top Skyline versions and improves the handling of the car immensely.

The most famous of the GTS models was the GTS-R, though, which was developed especially for racing. The 180hp in the standard model may not have been bad, but were still short of the 205hp featured in the R30 RS-X. This is why Nissan introduced the R31 Skyline GTS-R in 1987 with a RB20DET engine tuned to 210hp thanks to a different turbocharger and different exhaust manifolds. The engine tuning was supported by an improved suspension and tuning on many other parts of the car, to give the GTS-R a sportier overall character. With only 200 built examples, this is still a highly desired car today.

Also check out the Press Reports about the Skyline and G35.