The 1999 Nissan Skyline GT-R V-Spec did not invent all-wheel drive wizardry, but it sharpened a formula Nissan had been refining since the R32. By pairing the latest ATTESA E-TS Pro hardware with smarter control of its differentials, the R34 V-Spec turned software, sensors, and driveline into a more cohesive performance tool. I see it as the moment the Skyline GT-R’s all-wheel-drive system stopped feeling like a clever safety net and started behaving like a deliberate, configurable weapon for serious drivers.
From early ATTESA to the R34’s smarter all-wheel drive
Nissan’s ATTESA story starts well before the R34, with the R32 GT-R already using an electronically controlled torque split that relied on sensors and an ECU to send power forward only when the rear wheels began to slip. That original ATTESA E-TS setup monitored wheel speed and other parameters, then let the ECU control power delivery to the front wheels through an electronic torque split converter, keeping the car rear biased until traction demanded otherwise. When slip was detected at a rear wheel, defined as a rear wheel turning at least 5 percent more than the fronts, the system could redirect torque to the front axle up to a 50:50 split, which made the early Skyline GT-R models formidable all-weather performance cars rather than simple rear-drive coupes.
The R33 Skyline GT-R introduced ATTESA E-TS Pro, which added more sophisticated control and laid the groundwork for what the R34 would refine. In this Pro configuration, the system used additional inputs to determine wheel slip and traction, then adjusted torque distribution more precisely than the earlier versions. By the time the R34 GT-R arrived, ATTESA E-TS Pro had become standard on high-spec GT-R models, including the V-Spec, integrating the all-wheel-drive logic more tightly with the car’s chassis electronics. That continuity matters, because it means the 1999 V-Spec was not the first iconic AWD Skyline, but rather the most advanced expression of a concept that had already proven itself on the R32 and R33.
How ATTESA E-TS Pro and “smart diffs” actually work
What set the R34 V-Spec apart was not the mere presence of all-wheel drive, but how intelligently the system managed torque and differential behavior. ATTESA E-TS Pro relied on a dedicated electronic control unit that monitored inputs from ABS and vehicle speed sensors, then made real-time adjustments to torque split for optimal power delivery. Instead of a fixed mechanical bias, the system constantly recalculated how much torque to send to the front axle, using sensor data to balance traction and agility. In practice, that meant the car could feel rear driven in steady-state conditions, then progressively pull itself out of trouble when grip at the back started to fade.
The Pro hardware also tied into an advanced rear differential setup that functioned like an intelligent limited-slip unit. Via a 16-bit processor, the control unit sent commands to the central transfer case and to what was described as an Activity LSD, an electronically managed rear differential that could vary locking force to stabilize the car under power. Rather than simply clamping both rear wheels together, the system modulated lock to keep the car neutral or slightly tail happy, depending on grip and driver input. When combined with the front torque transfer, this gave the R34 V-Spec a layered approach to traction, where the “smart diffs” and torque split worked as a coordinated system rather than isolated components.
V-Spec hardware: turning electronics into lap time
The V-Spec badge on the 1999 Skyline GT-R signaled more than cosmetic tweaks, it denoted a package aimed squarely at circuit performance. Factory equipment on a V-Spec included the ATTESA E-TS Pro torque split controller, a Super HICAS rear-wheel steering system, and an “Active” rear limited-slip differential, all tuned to work together. The V-Spec package also brought revised aerodynamics and a rear carbon fiber air diffuser, which helped stabilize the car at speed and complemented the electronic systems by giving them a more planted platform to manage. In other words, the car’s software-driven torque tricks were backed by hardware that could exploit them on track.
Underneath, the V-Spec’s suspension and driveline were calibrated with this integrated approach in mind. The layout remained front engine and all-wheel drive, but the combination of ATTESA E-TS Pro, the active rear differential, and Super HICAS meant the car could rotate into a corner, find grip mid apex, and fire out with torque distributed where it was most useful. Super HICAS itself used a dedicated computer to steer the rear wheels by up to about 1 degree, working in phase or counter phase depending on speed to sharpen turn in or enhance stability. When I look at the full package, the V-Spec reads less like a simple trim level and more like a factory homologation of Nissan’s most advanced chassis and driveline thinking.
Electronics that let the GT-R slide, not just save
One of the most intriguing aspects of ATTESA E-TS Pro is that it was not designed only to prevent oversteer, but to manage it in a way that kept the car fast and controllable. Enthusiast discussions of the Skyline GT-R’s system describe how the all-wheel-drive logic allows the car to slide, then uses torque transfer to keep the slide from snapping into a spin. Instead of instantly killing oversteer, the system lets the rear step out, then feeds torque to the front to pull the car straight, which is a very different philosophy from stability controls that simply cut power. That approach aligns with the idea of a high power machine where the electronics are there to help a skilled driver go quicker, not to sanitize every moment of drama.
The Pro system’s behavior is rooted in how quickly it can read and react to changing conditions. Earlier ATTESA versions already sampled sensor data at around 10 Hertz, and the Pro evolution built on that foundation with more nuanced control logic. The electronic control unit watched ABS and speed sensor inputs, compared rear and front wheel speeds, and then decided how much torque to send forward and how aggressively to lock the rear differential. When rear wheels began to turn faster than the fronts, indicating slip, the system could ramp torque to the front axle up to a 50:50 split, while the Activity LSD adjusted rear lock to keep the car balanced. I see that as a key reason why the R34 V-Spec earned a reputation as a car that rewarded commitment, letting drivers lean on the electronics without feeling like they were being overruled.
Why the 1999 V-Spec still matters in the GT-R lineage
By the time the 1999 Nissan Skyline GT-R V-Spec arrived, the GT-R nameplate was already an AWD performance icon thanks to the R32 and R33. Those earlier cars had proven that an electronically controlled torque split system could dominate in racing and on the road, using ATTESA to blend rear-drive character with all-weather traction. What the R34 V-Spec did was refine that template into a more cohesive, driver focused package, where ATTESA E-TS Pro, the Activity LSD, and Super HICAS were calibrated as a single ecosystem. The result was not the first legendary AWD Skyline, but arguably the most sophisticated of the analog era, before later GT-Rs moved further into digital territory.
That legacy is why the 1999 V-Spec remains so coveted among JDM enthusiasts and collectors. Descriptions of well preserved examples highlight the presence of ATTESA E-TS Pro, the active rear differential, and the multi function display that let drivers monitor key parameters, underscoring how central the electronics were to the car’s identity. I view the R34 V-Spec as a pivotal bridge between the raw, sensor driven systems of the early GT-Rs and the fully integrated performance networks of modern all-wheel-drive sports cars. It did not start the story of smart AWD in the Skyline family, but it brought that story to a technical and cultural peak that still resonates with anyone who cares about how software and hardware can work together to make a car faster, not just safer.
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