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R34 GT-R - Nissan Skyline
To some people the R33 series seemed a bit oversized and most of them considered the R32 to be the best Skyline ever. So Nissan changed its approach when the new R34 series was due. The new line-up was oriented more towards the R32 series than towards its direct predecessor, to result in a car that was even more sportive than the R33 series. The standard R34 is available either with all-wheel-drive or rear-wheel drive. Of the standard versions there are five now, all of which come in coupe and sedan form: the R34GT, powered by the RB20DE with 140hp, the R34 25GT-V with the RB25DE engine and 193hp; the R34 25GT and 25GT-X, which get optional AWD, and last but not least the top-of-the-line R34 25GT-t, powered by the RB25DET with 280hp. There are no Coupe-versions for the GT-X and 25GT RWD models, though.

Of course a GT-R may not be missing. Regarding the technology, the R34’s top version is basically an evolution of the old R33 GT-R, but with a much sharper design and a truly improved chassis, making this the best Skyline GT-R ever and, in comparison to other sports cars, one of the fastest cars in the world: . This GT-R held the Track Record for production cars at the Nürburgring Northloop, the most difficult racetrack of the world, until the Porsche 996 Turbo came along, and it won the JGTC championship in 1999.

V35 GT-R - Nissan Skyline
Finally, after 3 years of speculation and various pictures of what the new Skyline might look like, the wait is over. Fortunately, rumors stating the Skyline would be dropped in favor of the new Z-Car were not confirmed, since on June 18th, 2001 the all-new V35 Skyline was released. The new car comes with two entirely new engines, the VQ25DD producing 215hp and 275Nm from 2.5l of displacement, as well as the VQ30DD, with 260hp and 330Nm from 3.0l.

Both engines are packed with new features like E-VTC (Electro-magnetic variable valve timing control - similar to Toyota’s VVT-i) and Nissan’s newly developed direct-fuel-injection (similar to Mitsubishi’s GDI), which are supposed to improve the new V6s’ responses and fuel-economy over the previous inline-6 RB-series. With these engines, Nissan marks a new step of the Skyline towards the luxury-sedan segment, since there is no entry level engine anymore.

Had previous versions been evolutions of their respective predecessors, the new V35 now presents a cut into the Skyline’s design history as radical as the last model change from the R31 to the R32. The V35 comes in 4 versions: GT, GT-P, GT-S and GTe, the GTe being the least expensive. Apart from minor changes, the new model line-up resembles the Infiniti XVL concept car, also featuring that one’s Cd figure of 0.27. After decades, the Skyline not only loses the RB-engines now, but also its round tail-lights, which are replaced by something more BMW-like.

R33 GT-R Nismo 400R - Nissan Skyline
The R33 series was very similar to its predecessor, the R32 series. The GT-R was continued, as was the optional all-wheel-drive layout of the sedans and coupes. The car was still very sporty, although it had grown a little in size and weight and had thus become less agile. The weight disadvantage was compensated in the engine department though, by the new normally aspirated RB25, a 2.5l inline-6 with 190hp for the GTS-4 and GTS25 versions, and the far more powerful RB25DET, a 2.5l inline-6 turbo with an output of 255hp, which worked in the GTS25t.

The R33 Skyline GT-R - Nissan Skyline
A heavy burden lay upon the R33’s back when it was introduced in 1995. It’s predecessor had been very successful (almost unbeatable) and anybody hardly thought the new GT-R could possibly improve on the R32’s perform-ance. Surprisingly, the R33 GT-R was better than the old version in almost any way, although it too had gained some weight. . It kept the RB26DETT engine with an unchanged 280hp, but had a broader torque band which made the engine more flexible. Also standard were improved versions of ATTESA-ETS and Super-HICAS.

NISMO 400R and GT-R LM - Nissan Skyline
NISMO stands for Nissan Motorsports and is the (you guessed it!) Motorsports division of Nissan which was responsible for the former Group A racing cars, as well as today’s JGTC (All Japan Grand Touring Car Champion-ship) racing cars. Since engine power for production cars is restricted to 280hp in Japan, having a car built by a tuning division is the only way to get round such a regulation. And this is exactly what Nissan did with the 400R in February 1996, a car that was produced in a very limited number of only 99 pieces.

Nissan had been racing the Skyline in the GT 1 category of the 24 hours endurance race of Le Mans in 1995 and 1996, so the GT-R LM and the 400R were intended as road-going versions of these race cars. Both got derivatives of the RB26DETT engine, the GT-R LM with 305hp and the 400R with 400hp. Unfort-unately only one GT-R LM was built to homologate the car for racing, which is confined to a museum today. The 400R on the other hand, got an enlarged RB26DETT engine with 2.8l of displacement, the RBX-GT2, a twin-turbo with an astonishing 400hp at 6.800rpm.

The engine was not the only similarity with the GT-R though, since both cars were based upon the R33 GT-R V-spec (Victory Specification). But where the GT-R LM only got RWD (like the race-cars), the 400R got further improved GT-R technology, like ATTESA-ETS etc. Naturally, both car’s inner potency was resembled in their design as well. Each one of them featured bigger wheels, wider spoilers and wheel arches and lower suspension, to give them a look even more dramatic than the already not so inconspicuous standard GT-R.

Autech GT-R 4-door - Nissan Skyline
Autech is a subsidiary of Nissan specialized in tuning cars. The Autech GT-R was a four-door version of the R33 GT-R, which was introduced as a limited edition for the 40th birthday of the Nissan Skyline. The Autech version got all of the standard GT-R’s technology, as well as the most vital parts of its interior like bucket seats etc. So it really was a GT-R in terms of performance - just a lot more practical. NISMO also brought up a tuned version of the Autech GT-R, which featured the spoilers of the NISMO 400R and a 380hp engine. It is not difficult to imagine that this car was THE attraction on its debut at the Tokyo Motor Show.

2000 GT-R - Nissan Skyline
The C110 series was built from 1972 until 1977 and came in 4 versions. Firstly, there were two basic versions now, the 1600GT and the 1800GT, both using derivatives of the G15 engine, the G16 (1.6l) and the G18 (1.8l) respectively. The third model was the 2000GT-X, which could be compared to the C10 2000GT. It was powered by an improved version of the L20 engine with an output of 130hp instead of the earlier 109hp. The most powerful of the quartet, though, was the 2000GT-R, using an unchanged version of the S20 engine with still 160hp. Similar to its predecessor from 1969, the GT-R was available as a coupe (KPGC110) and a 4-door sedan (PGC110). This car was to be the last car to wear the GT-R badge for more than a decade.

The C211 - Nissan Skyline
The C211 series was released in August 1977 and, just like the C110 series, came in four versions. First of all, due to the fuel crisis and emissions regulations, the GT-R was missing and instead the Skyline 2000GT-ES (KGC211) marked the top-of-the-line now. This car came out in April 1980 and featured a new turbo-version of the L20, called the L20ET, with 140hp. The engine may have been less powerful than the GT-R, but in contrast to the S20, obeyed to emissions regulations and marked a new milestone in Skyline history. For the first time a turbo engine powered a Skyline. The basic versions were called 1600TI and 1800TI now and featured L16 and L18 engines respectively, instead of the preceding “G” engines. The old 2000GT-X lost the X (and was now called the 2000GT), but kept an unchanged L20 engine, which still pumped out 130hp.

R30 RS - Nissan Skyline
With the R30 series, Nissan started to change the nomenclature of the Skyline. From now on, 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 sportive roots of the Skyline. Earlier versions had been gaining weight constantly, 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 sportive 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 - Nissan Skyline
After Nissan had dropped the GT-R, there had been no DOHC engine in the Skyline line-up anymore. After 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, 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 even 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.

GTS Coupes - Nissan Skyline
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 sportiveness. The base model was the 1800I, now using the CA 18, a 1.8l DO-HC 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 today’s RB26DETT (the new GT-R engine) and other current Skyline engines also belong to.

The GTS Coupes - Nissan Skyline
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 that it featured 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 R30RS-X’s 205hp. 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 more sportive character overall. With only 200 built examples this is still a desirable car today.

R32 GT-R - Nissan Skyline
The 1989 R32 was the resurrection of old Skyline virtues, in that each of its many versions were very sportive and balanced in handling. The car came in sedan, coupe and finally also in GT-R form and for the first time in history, was available with rear-wheel-drive and all-wheel-drive now. The old engine line-up was mostly dropped, so all versions, sedans and coupes, at least got the RB20DE engine, a normally aspirated 2.0l inline-6 with 155hp. Stronger models like the GTS-t Type M came with the RB20DET engine, already known from the R31 GTS-R, but with an increased output of 215hp. Later versions even got the normally aspirated RB25DE engine, a 2.5l DOHC inline-6 with 180hp.

The R32 Skyline GT-R - Nissan Skyline
Over a decade after the last Skyline had been dropped, a new Skyline GT-R finally saw the light in 1989. Of course, expectations for the new top-performer were high due to the heritage it could look back upon. But this new version was more than worth the GT-R badge in any way. At that time it may have seemed impossible for any car to resemble the PGC10’s success on and off the track - that was, until the new R32 GT-R came along, which soon earned the nickname Godzilla.

The Skyline GT-R was available only in coupe form and featured high-tech in perfection, high-tech that in this case was used to support the driving experience, rather than hinder it. It came with ATTESA-ETS (Advanced Total Traction Engineering System for All - Electronic Torque Split), an electronically controlled all-wheel-drive system that usually delivers the power to the rear- wheels, but can send up to 50% of the torque to the front wheels. Thus even drifts are possible with this car, which is usually very difficult with AWD. The handling was further enhanced by Super-HICAS, an improved system of the R31 GTS-X’s all-wheel-steering, to make this car one of the best, if not THE best handling car in the world.

In addition, the GT-R did not only have a very good handling behavior, but also came with one of the best production engines of all times, the RB26DETT, a 2.6l DOHC inline-6 twin turbo with 280hp. The RB26DETT is a pure racing engine, derived directly from Group A racing, which was despec’ed to fit the maximum 280hp allowed by Japanese regulations. Tuned (newer) versions of this engine, however, have been seen to reach up to 1300hp, so check out the Tuning section of this site, because tuning is where the Skyline really shines.

Still, the standard version makes the 0-60mph sprint in 4.8 seconds, putting it on a par with a Ferrari 355. But the GT-R was not only a great street rocket. It was basically designed to fit Japanese Group A racing standards. And racing is where Godzilla really shined. It won so many races (i.e. it won every single race - 29 altogether) in Group A that this class was abolished because nobody wanted to compete against the Skyline anymore.

Skyline 2000GT (S54 Series) - Nissan Skyline
Birth of a legend In 1964 Prince started an attempt to go into racing. For this purpose the S 50’s wheel base was extended by cutting the car off in front of the fire wall and adding an extra 8 inches of panel work to make a 6 cylinder engine fit in. Consequently, the G7 engine, a 1988ccm OHC inline 6 from the upper class S 40 Gloria model, was installed to the car. In the beginning only a small number of this car were built to homologate it for GT-class racing, but since it proved very popular, Prince decided to put it into full production.

The resulting car was called the S 54 series or the Skyline 2000GT and came in two versions. The GT-A used an unchanged version of the G7 engine with only a single carburetor and 105hp. The GT-B on the other hand got a 5 speed close ratio gearbox, full instrumentation, a limited slip differential, power brakes, a 99 liter fuel tank and a high com-pression version of the G7 with triple 40DCOE-18 Weber carbu- retors and 125hp.

Both featured disc brakes with twin piston calipers up front and alloy finned drum-brakes at the rear. Later models even had flow through ventilation with small eye ball vents added to the dashboard. Of both, the GT-B was finally the one to be used for racing. It finished 2nd in its first race, the 2nd GP of Japan in 1964 and almost won against the victorious Porsche 904GTS, which was a pure race car.

This was an incredible achievement considering that the Skyline was a 4-door sedan. The S 54 series was continued until 1968 and with its many race victories laid the foundation for the Skyline legend.

The 1500 series - Nissan Skyline
The 1500 series replaced the S 50 in July 1968 and was built until 1972. It came in 4-door sedan and wagon form with the G15 engine from the S57.The same car was also available as the 1800 with the G18 engine. These cars were mostly using Prince parts and were the last Skylines to be released with the Prince badge, all following Skylines were to be renamed Nissan Skyline.

The Skyline 2000GT (GC-10 series) - Nissan Skyline
Just like all other cars of the C10 series, the GC 10 (G standing for GT) was basically planned by Prince, but was named Nissan Skyline 2000GT. It was introduced in 1968 (2 months after the 1500) and first came in 4 door sedan (GC10) and 5 door van versions and from 1970 on also with 2-doors (KGC10). The car was almost the same as the preceding S 54 GT-A model, so it featured a 6-cylinder engine instead of the previously common 4 cylinder. The Skyline 2000GT got the L20 engine, a 1998ccm OHC inline-6 with 105hp.

The Skyline 2000GT-R (PGC-10 series) - Nissan Skyline
1968 had seen the introduction of a basic Skyline (the 1500 series) and a model comparable to the previous GT-A (the GC10 series). But people were still eagerly awaiting a replacement for the GT-B. Almost a year passed after the introduction of the new model range, until finally in February 1969 the new GT-R sedan came along. The Skyline 2000GT-R was powered by the S20 engine, a 1998ccm DOHC inline-6, producing 160hp - that was as strong as the Porsche 911 of that time.

This engine was basically the same like the GR8 from Nissan’s R 380 racecar, which won the 3rd GP of Japan in 1966 against a Porsche Carrera 6. Since it was intended for racing, the PGC10 (P stood for Prince) was very lightweight inside, without a heater or radio, but from the outside almost looked like any other 4-door sedan. Even though, after over two years, the coupe-version of the GT-R (KPGC-10) was introduced in March 1971. A shorter wheel-base and less weight made for a better maneuverability in comparison to the 4-door version and made this car even more unbeatable on the circuit. The Skyline 2000GT-R lived up to the racing heritage from its predecessors and the sedan scored 33 victories in those one-and-a-half years it raced, which was extended to 50 victories by the KPGC-10, until its production was stopped in 1972. The Skyline had become a Legend after all.

ALSI- 1 Series - Nissan Skyline
The ALSI- 1 series was built from 1957 until 1958 in sedan and station wagon form. It was powered by the GA30, a 1500ccm OHV inline 4 engine pro-ducing 60 hp at 4400rpm.

ALSI- 2 Series - Nissan Skyline
1958 saw the introduction of the ALSI- 2 series, which was built until 1963. The car was basically the same as its predecessor, except for a different bonnet emblem and a single large horizontal bar in the grille. New were also the quad head-lights instead of the twin lamps featured in the ALSI- 1 series and the GA4 engine with now 70hp.

BLRA- 3 Series by Michelotti - Nissan Skyline
1961 saw the production of the limited edition, hand-built Skyline Sport BLRA- 3 series, designed by the Italian Michelotti. The car came in coupe and convertible forms and was powered by the GB4 engine, a 1862ccm OHC 4 cylinder pump- ing out 94hp. This car had a very beautiful design, but on the other hand was very expensive for its time. So unfortunately it was dropped in favor of the following S 50-E series, which was cheaper to produce.

S 50-E Series - Nissan Skyline
The Prince Skyline S 50-E came out in 1963 and was built till 1968 in sedan (S 50) and wagon (W 50) form. It featured the new G1 engine, a 1484ccm OHV 4-cylinder, producing 70hp and in comparison to its predecessor had a more boxy shape. The S50 intro-duced the four round tail lights, a Skyline feature that was kept for many generations until today. It had large round brake lights and smaller round turn-signals beside them.

The car came with two transmissions, a 3 speed column change gearbox and a more sportive 4 speed floor change gearbox. Latter version featured bucket seats to support its more sportive character, while the column shift version only had a single bench in front. In 1967, the S50 series was replaced by the S57 series, which came with the new G15 engine, a 1483ccm OHC 4-cylinder with 88hp. It was the most powerful 1500cc engine in Japan.

Since we tackled the Nissan Skyline in our last entry, it’s only fitting we take a look at its long and illustrious history. Let’s find out why so many car aficionados choose this car as their weapon of choice on the road and why many guys wish they had this ride in their garages.

The Nissan Skyline is actually one of the most historic Japanese cars and has been around in various models for over 40 years already. Its production started in 1955 with the introduction of the Nissan Skyline ALSI-1, a car built by the Prince Motor Company. The Prince Motor Company was established in 1952 by the Tama Electric Car Company. Tama itself was founded by Tachikawa Aircraft Company which built fighter planes in World War II, and started producing the Tama Electric Car in 1952.

In honor of the Emperor of Japan Crown Prince Hirohita, Tama changed its name to Prince Motor Company and started producing petrol powered instead of electric cars. Prince used an engine designed by Fuji Precision Industries, a company which was established by Nakajima Aircraft Company. In 1954, the Prince Motor Company merged with Fuji Precision Industries. Another important event in the Skyline’s history occurred in 1966, when the Japanese government recommended that larger companies should be created which would be more competitive in international markets and more resistant to hostile takeover attempts by foreign competitors.

As a consequence, Nissan merged with Prince, just as Toyota merged with Hino and Daihatsu. Thus, from 1967 on, Princes were sold as Nissans or Datsuns. Even though, the Prince division is still alive within Nissan and responsible for the Skyline line-up today ALSI- 1 ALSI- 2 BLRA- 3

Have you ever had a dream so realistic and perfect that you actually thought it was real for a few seconds after you woke up, and then felt intense disappointment when you realized it was just a dream?

Last night I dreamt that I owned a Nissan Skyline GT-R. I was researching the car for a few hours before I went to bed, so I probably had it coming, but it’s still painful when you lose a flying Skyline GT-R that was built by aliens.

If you ever find yourself inside my subconscious driving a Dream Skyline GT-R, here are a few tips:

-The green button makes it fly

-The engine is powered by dilithium crystals

-The transmission is a 128 gear manual, and is very difficult to master

As for the real Skyline GT-R, car enthusiasts have been dreaming about it for years, and now we finally have our very own American version, the Nissan GT-R. Unfortunately, Nissan dropped the name “Skyline”, but luckily, we get the most badass car yet. This really is a world class performance machine.

The 2009 Nissan GT-R goes from zero to 60 in 3.3 seconds, quicker than the Dodge Viper, Corvette Z06 and Porsche 911 Turbo. If you keep your foot down heavy on the pedal, it’ll hit the quarter-mile in 11.6 seconds at more than 120 mph. And it has a top speed of 193 mph, all due to it’s 473 hp, twin-turbo 3.8 liter V6. Bear in mind, it’s a California emissions car, too.

Each one of those beautiful GT-R motors is hand built by specially trained engineers in Nissan’s Yokohama facility. And to promote greater quality control, Nissan assigns only one engineer to work on each engine from start to finish.

The power from those amazing engines is transferred to the wheels by a rear mounted, 6-speed semi-automatic transmission, which shifts via a twin-clutch system with separate clutches for odd and even gears. The whole point of having that type of system is so you can shift without interrupting power. The torque gets applied to one clutch as it’s being disconnected from the other. This means shifts in the Nissan GT-R take only 0.2 seconds; that’s Formula One fast people. And you can operate the trans via paddles on the steering wheel. Technology is a beautiful thing.

In case you ever need to ease off warp speed, the GT-R has 15.2-inch ventilated cross-drilled Brembo brakes for easy stoppage.All that for $70,000 dollars. The Nissan GT-R is probably the best performance per price offering out there. Nowhere else can you find the GT-R’s level of performance anywhere near it’s price. Granted, 70k is a lot of money, but you have to look at what you’re getting. A performance car of this magnitude, almost guaranteed to be a historical icon and go up in value; it’s a steal. The only problem is, Nissan will only be making about 2500 units a year in the US, which will most likely lead to some pretty hefty premiums on this car.

Still, how do they keep the price so low? Stolen alien technology. It’s the only logical conclusion. If anyone has a better explanation, I’d love to hear it.

Overall, the Nissan GT-R isn’t just a race car tweaked to be street legal, this is an all-around automobile, apparently comfortable as a daily driver even at normal speeds. Strangely, it weighs in at 3814 lbs, which seems way too heavy for this level of performance.It’s OK though, because Nissan eventually plans on introducing a lighter and even more powerful GT-R called the GT-R V-Spec. Supposedly, it’ll be 200 lb lighter and put out upwards of 530 hp. Look forward to seeing a 2010 come out in late 2009.

Everyone knows that our planet’s oil supply is going to run out after a few decades. Once that happens, the apocalypse is going to start and mankind will cease to exist – that is if we find other means of fuel and power. And once we’ve found those alternative solutions to oil, we can eliminate oil from our lives and benefit more from them.

Let’s start with one of the more feasible sources of power – nitrogen. Elemental nitrogen has a very low boiling point. As a result of this, when liquid nitrogen is stored in a pressure controlled environment, it stores a large amount of potential energy. In the LN2000 liquid nitrogen powered concept car, being developed at the University of Washington, the liquid fuel is let out of a pressurized tank, preheated by an economizer which takes heat from the exhaust before it quickly vaporizes, expanding rapidly in an endothermic reaction. This expanding gas is converted into energy that moves the wheels of the converted mail truck by a 15 hp radial air motor.

As nitrogen gas is the main element in air, and pure nitrogen gas is the only product of the reaction involved, there is no pollution produced by running this car.

The main problem that developers of N2 powered cars had to overcome was that when the nitrogen was expanding, it absorbed so much heat, that the pipes that carried the gas would freeze up. This problem has been solved in the LN2000 by preheating the liquid nitrogen in such a way that ice is less likely to form and insulate the pipes and nitrogen from the ambient heat.

The motivation behind this invention was that although fuel cells were effective at providing electricity with zero-emissions, the cost of a drive train with fuel cell power would be seven to ten times that of a gasoline engine drive train. The inventors feel that nitrogen, once the process is refined, will have a cost per mile comparable to standard gasoline.

Another liquid nitrogen concept car is the CoolN2Car is being developed at the University of Northern Texas. It employs a very similar method to the LN2000 car.

A possible drawback to this method of propulsion is that energy must be spent in order to compress the nitrogen and this energy may not be available in such efficient forms as nitrogen liquid. The following is a quote from the inventors of the LN2000 on that subject:

“The process to manufacture liquid nitrogen in large quantities can be environmentally very friendly, even if fossil fuels are used to generate the electric power required. The exhaust gases produced by burning fossil fuels in a power plant contain not only carbon dioxide and gaseous pollutants, but also all the nitrogen from the air used in the combustion. By feeding these exhaust gases to the nitrogen liquefaction plant, the carbon dioxide and other undesirable products of combustion can be condensed and separated in the process of chilling the nitrogen, and thus no pollutants need be released to the atmosphere by the power plant. The sequestered carbon dioxide and pollutants could be injected into depleted gas and oil wells, deep mine shafts, deep ocean subduction zones, and other repositories from which they will not diffuse back into the atmosphere, or they could be chemically processed into useful or inert substances. Consequently, the implementation of a large fleet of liquid nitrogen vehicles could have much greater environmental benefits than just reducing urban air pollution as desired by current zero-emission vehicle mandates.”

This is a good use of technology and resources and we should look out for uses of nitrogen’s expansion properties in the future. Like many new technologies, however, we wonder if people will dare to invest in it.

After 1949, production at Volkswagen steadily increased. Nordhoff’s experience and knowledge proved invaluable for the company. Late in 1949, an idea for a utility/transport vehicle was developed, and by 1950, the VW transporter was born.

Volkswagens were being exported to neighboring European countries such as Denmark, Sweeden, Luxemburg, Belgium, and Switzerland. As early as 1950, Volkswagen began producing Beetles in South Africa (They were now known as Beetles) as well. Volkswagen comissioned an old German coach building company, Karmann, to build their Beetle convertibles. Every single convertible Volkswagen Beetle was completed by Karmann: hence the special badges on VW convertibles. In 1952, a Volkswagen dealership was opened in England: which was the first there. A few Volkswagens were imported into the United States in 1949 by Ben Pon, but they didn’t immediatley gain popularity. Very few were sold in their first year in the US.

The Hoffmann company of New York, which imported Beetles in the early 1950s, eventually abandonded Volkswagen, and imported Porsches instead. Volkswagen did not sell many cars in the United States until later in the mid-1950s.

In 1951, Volkswagen began to export a deluxe version of the beetle. There was already a “standard” Beetle, which was only available in a dull gray color. These standard Beetles were spartan: they lacked synchromesh transmissions, exterior and interior chrome, and other special extra options that one might expect to have as standard in cars today. There were also regular export cars, that were available in several colors. The export cars also had chrome and more options as standard, such as a radio. The American export cars had even more chrome than regular export cars, and were generally the most elaborate with options and features. The American deluxe Beetles got hydraulic brakes in 1952, and lost their semaphores (flag-like turn signals) in 1955.

Volkswagen transporters were not as popular as Beetles, and in the first 5 years of production, there were 4 times fewer Buses built as Beetles. The Buses (and all other transporters) produced before 1955 had characteristically large engine access doors. Today, they are largely known as “barndoor” buses. Some people think that barndoor is supposed to be a reference to the side doors, but it is a misconception. These early barndoor transporters are very rare today.

Still in the 1950s, Volkswagen had already acted on its global goals by building factories in several countries. A factory began building Beetles in England, the plant in South Africa was building them, and a plant in Brazil provided a South American connection. Later, in 1960, a plant in Australia opened up, but never ended up being as successful as the other factories.

Beetles built before 1953 (and some during that year) looked almost identical to the KdF Wagen designed before WWII. Midway in 1953, Volkswagen changed the rear split windows of the Beetles, and added a slightly larger oval window. This oval window was said to increase visibility out of the rear of the car up to 33%. By 1955, Volkswagen came out with a new model called the Karmann Ghia. It used many parts from the Beetle to keep production cheaper, and less complex. The Karmann Ghia was a joint venture by companies Karmann (builds VW Beetle cabriolets) and Ghia.

Volkswagen production kept increasing through the late 1950s. In 1958, the larger rear window that most people see in Beetles today (Ovals and Splits are much more rare than the larger window Beetles) was adopted. In each year, minor changes were made to the Beetle, and the other cars in Volkswagen’s lineup, but nothing very drastic. Different turn signals were added, slightly improved engines, and other small things were common in the year to year changes. Volkswagen also had a very successful advertising campaign in the 1960s which helped contribute to its success in the United States. The Disney movie, Herbie, also helped promote the Beetle. The Herbie movies portrayed the Beetle as a “love bug.” Later in the 1960s, Volkswagen produced over one million Beetles each year. 1969 was the most productive year for Volkswagen.