I had not forgotten about you. A few weeks ago we started an interesting saga about the most legendary Japanese sports 90s. High-performance machines today still love us, and make us excited like hungry hounds go online classifieds looking for a bargain ads. In case you Had you forgotten the previous content, I recommend that you go for the first, second and third parts. Today cocktail comes highly charged performance.
Toyota Supra A80 (1992-2002): the last big Toyota?
Toyota abundant aluminum used in its construction, managing to keep the weight off. On the scale just over 1,400 kilograms.
He Toyota Supra It takes existed since 1978. Born as a sport created for the American market in mind, and gradually was becoming a High performance adalid. In 1986, Toyota launched the Supra A70, breaking the few ties that were to be separated from his younger brother, the Celica. 7M-GTE engine this sports RWD - A six-cylinder turbocharged - already developed whopping 233 horses in their European versions, the late 80.
In 1992 he born the Supra A80, completely renovated with the latest technical developments and only one goal in mind: to be the most sophisticated and effective Japanese sports. His competition was brutal, but had several aces up his sleeve, like their fantastic 2JZ-GTE engines, propellers with two turbochargers in series and 3.0 liter. They came to pay 324 hp in the Supra for the European market, staying at 280 hp in its home market by the famous gentlemen's agreement in the automotive industry.
His image is now iconic day, with taillights that any car aficionado can recognize. Its huge spoiler has inspired thousands of fans tuning, which they enjoyed as children with one Supra "10 seconds" Brian O'Conner - in "Full". Excellent dynamic and huge performance balance - 0 to 100 km / h in less than five seconds - the Toyota Supra was manufactured for 10 years until 2002. He served as a great base for motorsport, and was arguably the sport last great Toyota.
Mitsubishi Lancer Evolution IV, V, VI (1996-2001): the final Evo
The Evolution IV, V and VI are considered the most pure, radicals and rated the Lancer Evolution series - especially VI.
The Mitsubishi Lancer Evolution born with a simple purpose: homologated enough units for Mitsubishi could adequately compete in Rally Championships of half the planet. After three successful iterations based AWD system and turbocharged engine in a housing Galant Lancer, he played a change of pace, Lancer premiering a new platform in 1996. The Lancer Evolution IV was released that same year, more refined, more powerful and at the same time, more radical than ever.
His soul could not be other than the incombustible 4G63T - stands up to RB26DETT or SR20DET - boosted to 280 hp thanks to a new turbocharger, and rotated 180 degrees for better weight distribution. With a rear limited slip and a new electronic distribution of power, which turned the Evolution in devouring beasts of asphalt and dirt - confirmed by its success in competition. With its characteristic fog of enormous dimensions and warpaint, few dared to toserles.
The Evolution V increased torque and track width, slight alterations that gave rise to a more differentiated Evolution VI. This Evolution VI lost round headlights, and received a redesigned interior. The 4G63T engine was reinforced with reliability in mind. For celebrate the 4 World Championships Tommi Mäkinen, Mitsubishi released a special edition Evolution VI, painted with the colors of Ralliart competition and driveway with a mythical white and signed by OZ Racing wheels. Pure pornography.
Nissan Skyline GT-R R33 (1993-1998): RB26DETT squared
They were 100 kilos heavier than the GT-R R32, and his successor just gained weight 6 kg compared to R33.
the saga Nissan Skyline GT-R It is one of the most legendary in the world of high sports, and today need no introduction. After the successful R32 - of which I have discussed in this article - came the GT-R-based Skyline R33. Although it was launched in 1993, the GT-R R33 did not reach the market until 1995. Interestingly, it was the GT-R biggest of the decade, longer and higher than the R32 and R34 battle. Some consider them inferior, less agile and less addicted to curves.
Equally robust aesthetic, were 100 kilos heavier, and RB26DETT engine was moved almost unchanged compared to R32 - although some reliability problems were solved. His two turbos, its 280 hp and Unbreakable block remained in the same place, and its manual gearbox, which itself received more robust sincros. The four-wheel steering Super HICAS evolved with respect to R32 and its Powerful all-wheel drive system, now called ATTESA-ETS Pro.
This AWD system had an electronic rear limited slip that distributed torque to individual wheels, plus a recalibrated to offer different ABS braking power to each wheel. Despite its greater weight, It was 20 seconds faster around the Green Hell with respect to R32. Several special versions were released to the market, with the V-spec, V-spec N1 and NISMO LM the best known. But none was as special as the impressive NISMO 400R, to which we have dedicated a special fund.
Subaru SVX (1991-1996): the failed Subaru GT
It was an unusual car with an odd design and an overly luxurious expected for a Subaru Outback.
In the late 80s Subaru wanted a piece of the market premium coupes. European brands razed in the US and Japanese competitors were selling Supra, 300ZX and other sports as if there were no tomorrow. Fuji Heavy Industries hired Giugiaro to design them a high-flying coupe, loaded with technology and innovation. 1991 Subaru SVX launched to the market, a misunderstood machine and one of the biggest commercial failures of Subaru. Its design just not coming in through the eyes.
It was a futuristic car - Look at its peculiar glazed surface, with side windows in two parts - and fine headlamps. It was the second car in Japan to exceed the maximum set by government measures, both in size and displacement: its atmospheric engine was a bóxer six cylinders and 3.3 liters and 231 hp - and he forced its owners to pay a hefty tax. Interestingly, he offered two systems intelligent AWD.
In some markets, ACT / 4 system - normal distribution with 90/10, which could be 50/50 for losses of front motor and other markets, VTD system (Variable Torque Distribution). It was the case of the Spanish market: this system was more athletic, with a fixed distribution of 36/64. What happened to the Subaru SVX? The price was high and was released at a time when the US and some Western countries entered recession, damaging considerably the sales of sports cars and luxury.
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