Rezz

1994 TRD 3000GT Widebody JGTC Replica The TRD 3000GT was first shown at the 1994 Tokyo Auto Salon much to the delight of Toyota fans and tuning car fans in general. The JZA80 Toyota Supra was already well recieved, and for TRD to bring out such extreme parts for it was sensational at the time. The TRD 3000GT body kit extended the guards by 50mm changing much of the entire exterior of the car, leading some people to belive it were a low production vehicle along the lines of RUF Automobile GmbH (Porsche). The JGTC Supra wore the 3000GT aero parts in the final race of the '94 season and showed exceptional speed, which would lead TRD to further hone the aero parts to gain the best performance possible, as shown in the two types of rear wing were available from TRD, although the 'Type R' rear wing is no longer produced. Actually, all TRD 3000GT parts are still available according to TRDs website, although the actual stock availabilty isn't known. The TRD 3000GT was never actually sold as a complete car, although cars were sold with the full catalogue installed. For many though, this was a very expensive option so it's possible to find JZA80 Supras with various genuine parts installed to make a car which is built according to their budgets. The TRD 3000GT bonnet, for example, is one part which although costing 210,000yen was a popular addition amongst Supra owners. A complete TRD 3000GT which had it's parts installed by Toyota, while not impossible to find, are still one of the most sought after JZA80s. The Type S rear wing. The Type R rear wing. (No longer produced) As is typical amongst the Japanese 'Works Tuners' (TRD, Nismo, Mugen, STi, Mazdaspeed, Ralliart etc), the engine of the TRD 3000GT at the time of it's release was left close to standard, but with a full exhaust system and suspension modifcations added to give a reasonable upgrade in performance over the already powerful base car. Later, engine packages were available which were released in stages going from mild street performance to 'hard tuned' packages illegal for street use. The original 1994 debut car though was all about properly functioning aerodynamics as opposed to outright speed, with Toyota investing alot more financially into the TRD 3000GTs body kit form than previous attempts, using wind tunnel testing and 3D simulations to gain the best compromise between functionality and appearance. The engine was completely stock at the time of the TRD 3000GTs announcement, but later upgrades were developed for big increases in horsepower. Nicely designed TRD airbag steering wheel one of few interior upgrades that match the exterior. The complete wide body TRD 3000GT kit including front fenders, rear fenders, side skirts and front and rear bumpers weighed in at 971,250yen (A$9,946!!), with the addition of the aero bonnet (210,000yen) and the rear wing (140,000yen) brings the total body kit package price to 1,321,250yen (A$13,540)... not including installation...

True (same for Nissan), but as regards the similarities between NSX and MID4 II final prototypes as shown at Motor Shows, Honda would've seen the Nissan stand at the Chicago Motor Show and could've differentiated the design more than they did, but didn't... I think that was what Biasa was getting at. At any rate, the MID4 II was heading to market in August 1989 (it was planned) so if that had happened, it would've still beaten the NSXs debut, and the obvious 'copy cat' name calling would've been directed at Honda regardless of who started their project first. That said, I really don't think the NSX looks like the MID4 II anyway... Biasa started it! Yes I am Christian Working hard to get 7Tune up and running again too. Much, MUCH better this time...

Biasa: You might want to check this link: NSX design articles from 1990

Well I know that the NS-X Prototype was first shown in 1989, and the MID4 II was from 1987 so... not saying Honda copied anyone, but they would've been well aware of the MID4 around the time they were designing the prototype. It's funny I always thought the SW20 Toyota MR2 looked very similar to the MID4 II.

Yeah, the the MID4 II is 3 years older than the NSX but still looks more modern

^^^ Right, so when you take into exchange rate at the time, competitors prices and japanese prices AND what people would be prepared to pay for such a car at the time, Nissan AU would probably charge a tad under $60,000 when new. It wouldv've come in for about $63 - 65,000 drive away depending on what the dealer could get away with.

Some magazines like 'Xa Car' here in Japan are saying 'V36 GT-R' now, but who knows... V36 would imply it's a Skyline of some sort. As for the price in Australia... I wouldn't be suprised if the pleasant people at Nissan Australia had the GT-R debut date set in 2011 or sometime after the 'V37' GT-R is announced. If by some miracle the GT-R does get sold in AU as a regular lineup model, I reckon at least $150,000... that should make even the most expensive HSV tank still seem like a bargain.

Can you try testing a fibre connection from where you are just to do a comparison? I'm not at all worried about this, it's costing me less than $40/month for the net and phone together, the speed is brilliant, no 'capping' or any of that stuff you get in AU... it's just that I thought fibre would be *alot* better than (ADSL and) what I'm getting atm from a capability point of view.

I just directly translated both syllables of freedom as they're spelt in English... one of those 'either one will do' type occaisions I guess. I wonder how many Japanese would get stuck on it wondering what it said because it's not in Katakana?

Nice 33 mate I see the 'GTS' badge and matching number plates... well done

I think thats the problem... it *does* look like a Daewoo Lanos. Hell it's like they're re-badged Kia Rios or some other shopping trolley like a 1999 Mazda 323 Astina hatch. I wish I had two more hands so I could give it... FOUR THUMBS DOOOOOOOWN I don't care whats under the hood

Another update... ... and probably Nissans only attempt at a mid-engined supercar... 1985-87 Nissan MID4 (Type I and II) "A grand protoype, for a grand vision." The 1985 Type I: Nissans infamous MID4 prototype actually came to fruition in 1985 as the 'Type 1', and was completely revised in 1987 as the Type II, or better known as the 'MID4 II'. The Type I MID4 prototype was displayed at motorshows all the time the project was running, but Nissans original intent for the project was to test new technologies (chiefly focusing on roadgoing performance) and ideas on a capable chassis where, if successful, those new technologies would filter down into the domestic model lineup. After many extremely favourable receptions at motorshow events, Nissan finally warmed to the idea of building a world class supercar as it's long term goal. The Type I introduced a 4WD system that would eventuate in the ATTESA system as found on many of Nissans sports orientated models, the most obvious one being the BNR32 Skyline GT-R of 1989. The HICAS 4-wheel steering system was also tested on the MID4, again eventually finding it's way into many mainstream Nissan models. Add to this 4 wheel discs and an Anti-lock Braking System, the MID4 was extremely advanced for 1985 and showed other manufacturers what Nissan was capable of. One of two Type I MID4s produced. The original Pearl white version. A VG30DE (3000cc, DOHC 24 valve) powerplant was used in the original Type I, producing 230ps @ 6,000rpm and 28.0kg/m torque, which was good enough to exceed 250km/h. The twin cam version of the VG30 was introduced a year later in 1986 in the Z31 Series II updated model. Looking at the Z31 Series II you can see some of the MID4s styling coming through especially on the front bumper and fenders, as - if successful - the MID4 was considered to replace the Fairlady Z by the late 1980s. By the end of the second year of development Nissan decided that development of the Type I had reached it's limit, and a new layout was needed. The 1987 Type II: The biggest and most obvious change between Type I and Type II was the engine placement. Whereas the Type I had a horizontal engine layout to minimize rear overhang behind the rear wheels, the Type II layout was dramatically changed and lengthened to accomodate a longitudinal layout with the addition of two turbochargers and intercoolers, to the detriment of the minimal overhang sought after in the Type I. An FR transaxel (well, RF in this case) was deemed necessary as the limit of the original prototype ATTESA 4WD system would be exceeded if any more performance where to be added. As the picture below shows, the Type II was basically a prototype of the BNR32 GT-R layout, but the other way around... and with the (then) new VG30DETT instead. The new twin turbo powerplant produced 330ps @ 6,800rpm and 39.0kg/m torque at 3,200rpm, enough to propel the 1400kg coupe to 295+km/h. The Type II now had front and rear Viscous LSDs, aswell as an HICAS oil pressure pressure cylinder mounted on the suspension arm for each rear wheel, greatly improving the lock to lock movement and reaction time. One interesting feature of the ATTESA system on the Type II was that it was possible to disengage all drive to the front wheels. This feature wasn't intended to to become part of the ATTESA system, but rather as a way in which to demonstrate the power of ATTESA itself. There were at least three prototypes produced, two for show duties and one silver coloured one which was used for track testing. The systems incorporated into the Type II MID4 were immediately obvious, and from this program Nissan embarked on another supercar program, but due to the worsening economic climate in Japan, was never realised. The proportions of the Type II were an instant hit with double wishbone suspension on the front enabling a low nose design, which when viewed from side on, takes an a very beautiful shape reminiscent of a smaller Ferrari 348 as opposed to the Type I's Testarossa looks. This car was one of the prototypes responsible for the 'copycat design' which many accused the Japanese manufacturers of in the late 80's and early 90's. Spriralling costs put an end to the MID4 program, and it's appointment as successor to the Z31 Fairlady Z would never come about. The BNR32 GT-R and Z32 Fairlady Z of 1989 would eventually utillize most of the technology introduced with the MID4, and eventually the HICAS and ATTESA systems would trickle down throughout Nissans lineup to even the Pulsar and Bluebird models... in one form or another. Type II interior lent cues to Z32 Fairlady Z. Steering wheel may be familiar to some... Name: Nissan MID4 (II) Chassis: - Layout: Midship 4WD Engine: VG30DE(TT) DOHC 24 Valve V6 Capacity: 2960cc Power: 230ps (330ps) @ 6,000rpm (6,800rpm) Torque: 28kg/m (39.0kg/m) @ ---- (3,200rpm) Transmission: 5MT Suspension: Double wishbone Weight: 1400kg performance: 4.9sec 0-100km/h, max speed 250+km/h