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{{Use dmy dates|date=February 2018}}{{Infobox automobile
]
| image = NissanR90CK.JPG
⚫ ]
| caption = A Nissan R90CK at ] ] Nürburgring in June 2007.
⚫ The '''Nissan R90C''' was either of two ] ]s built in ] for ] for competition in ] (WSC) based in Europe and the ] (JSPC). The cars based on the basic R90C platform would compete until 1993 before Nissan chose to withdraw from sports car racing, not returning until 1997. It won three JSPC championships as well as several significant ] during its career.
| name = Nissan R90C
| manufacturer = ]
| aka =
| production = 1990–1991
| designer = ]
| assembly = ]
| predecessor = ]
| successor =
| class = ]
| body_style = closed
| layout = mid engine/rear drive
| platform =
| engine = ] Twin-Turbocharged DOHC 32-valve V8
| transmission =
| wheelbase = {{convert|2800|mm|in|1|abbr=on}}
| length = {{convert|4800|mm|in|1|abbr=on}}
| width = {{convert|1990|mm|in|1|abbr=on}}
| height = {{convert|1100|mm|in|1|abbr=on}}
| weight = {{convert|900|kg|lb|0|abbr=on}}
| related =
⚫ }}The '''Nissan R90C''' was a platform used for ] ]s built in 1990 by ] for competition in ] (WSC) based in Europe and the ] (JSPC). The cars based on the basic R90C platform would compete until 1993 before Nissan chose to withdraw from sports car racing, not returning until 1997. It won three JSPC championships and several significant ] during its career.


==Development== ==Development==
Mechanically, the R90Cs shared much with their predecessor, the ]. Most of the chassis construction was the same, as well as the mechanical layout. The ] 3.5 litre twin-turbo V8 that had debuted in the R89C was proven successful and kept as part of the R90C's design. Although mechanically similar, the cars were nearly all new constructions, leading to chassis builder ] terming the cars ''T90/10'', while the R89Cs had been ''T89/10''. Mechanically, the R90Cs shared much with their predecessor, the ]. Most of the chassis construction was the same, as well as the mechanical layout. The ] 3.5 litre twin-turbo V8 that debuted in the R89C was successful and kept as part of the R90C's design. Although mechanically similar, the cars were nearly all new constructions. Chassis builder ] termed the cars ''T90/10'', succeeding the ''T89/10''.


Unlike the R89C, Nissan felt that the car was a compromise. At the time, Nissan competed with the R89Cs in both the World Sportscar Championship and All Japan Sports Prototype Championships. The types of courses used by each series differed in style, with the European tracks requiring higher top speed and endurance while the Japanese events were run on small, tighter courses and shorter racers. Unlike the R89C, Nissan felt the car was a compromise. This led Nissan to develop two different cars. Although Lola built the basic chassis, Nissan Motorsports Europe constructed the R90CK in its shops evolving the R89C design. At the same time, the R90CP was built at Nismo's headquarters in Japan in a lower downforce, high speed layout. This gave the two cars a noticeably different design.

This led Nissan to actually develop two different cars. Although Lola built the basic chassis, Nissan Motorsports Europe would construct the rest of the R90CK in their shops with the intentions of creating a low downforce, high speed variant for the WSC. At the same time, R90CP would be built at Nismo's headquarters in Japan in a higher downforce layout that was better suited to the JSPC. This gave each of the two cars a unique design that is noticeably different.


===R90CK=== ===R90CK===
The R90CK would appear as an evolution of the R89C's design, borrowing many stylistic elements which had been used before. The front end of the car was low, with two deep channels on either side of a slanted nose leading to radiator inlets on the sides of the cockpit. Small slated inlets would also be placed on the leading edge of the car, partially feeding brake cooling ducts. The cockpit would feature a longer raked windshield then the R89C, yet the areas around the cockpit would remain nearly identical, including the sides of the car. At the rear, the rear wing would be mounted high on exposed struts for better downforce. The R90CK was an evolution of the R89C's design, borrowing many stylistic elements. The front end of the car was low, with two deep channels on either side of a slanted nose leading to radiator inlets on the sides of the cockpit. Small slated inlets were placed on the leading edge of the car, partially feeding brake cooling ducts. The cockpit featured a longer raked windshield than the R89C, yet the areas around the cockpit remained nearly identical, including the sides of the car. At the rear, the rear wing was mounted high on exposed struts for better downforce.

The design and development of NPTI's R90CK was conducted in association with ] and the cars were prepared and run out of RML's workshop in 1990, before being shipped to the United States to take part in the 1991 ].


===R90CP=== ===R90CP===
The R90CP (P for the home of ]<ref></ref>) on the other hand appeared to favor a low downforce design. The front of the car would feature a higher nose, with the narrow channels eliminated and replaced with large ducts on the inside of the fender. The fenders themselves were also redesigned, with headlights placed vertically instead of the horizontal design on the R89C and R90CK. The cockpit of the R90CK was identical to its R90CP sibling, yet the sides of the bodywork would be changed. Most notably, the rear-view mirrors were integrated into the bodywork on the fender, instead of small exposed mirrors on the side of the windshield. The rear fender would also be different in that the turbo inlet would be placed on the front edge of the fender, instead of on top of the engine cover on the R90CK. For the rear wing, it would be placed much lower on the car, with the rear wheel fender bodywork extending to connect with the rear wing endplates, similar to a style used on the ] in North America. The R90CP ("P" referring to the ] Nissan plant {{Webarchive|url=https://web.archive.org/web/20111102070144/http://www.nissan.co.jp/INFO/FACTORY/OPPAMA/ |date=2 November 2011 }} where ] is based<ref>{{Cite web|url=http://www.mulsannescorner.com/nissanp35story.html|title=Mulsanne's Corner: The 1993 Nissan P35 Story|website=www.mulsannescorner.com}}</ref>) had a low downforce design. The front of the car featured a higher nose, with the narrow channels eliminated and replaced with large ducts on the inside of the fender. The fenders themselves were also redesigned, with headlights placed vertically instead of the horizontal design on the R89C and R90CK. The cockpit of the R90CK was identical to its R90CP sibling, yet the sides of the bodywork were changed. Most notably, the rear-view mirrors were integrated into the bodywork on the fender, instead of small exposed mirrors on the side of the windshield. The turbo inlet was placed on the front edge of the rear fender, instead of on top of the engine cover on the R90CK. The rear wing was placed much lower on the car, with the rear wheel fender bodywork extending to connect with the rear wing endplates, similar to a style used on the ] in North America.


===Later versions=== ===Later versions===
] ]
⚫ ]
For 1991, Nissan officially withdrew from the ]. However ] planned to continue competition in the ], and decided to upgrade the R90CPs to better compete with ] and ]. The new cars, known as '''R91CP''', would have slight modifications over the previous car. Most notably, the boxy turbo inlets which had been placed on the rear fenders of the R90CP were made into smaller slits, while a large snorkel was added to the top of the engine cover to better feed the engine. The cars would be further modified for 1992 with an upgraded VRH35Z twin-turbo V8, while the cars were renamed '''R92CP'''. For 1991, Nissan officially withdrew from the ]. ] continued competition in the ], and decided to upgrade the R90CPs to better compete with ] and ]. The new cars, known as '''R91CP''' and '''R91VP''', had slight modifications over the previous car. Most notably, the boxy turbo inlets placed on the rear fenders of the R90CP were made into smaller slits, while a large snorkel was added to the top of the engine cover to cool the rear brakes in place of the previous twin brake ducts. The cars were further modified for 1992 with an upgraded VRH35Z twin-turbo V8, while the cars were renamed '''R92CP'''.


For the R90CKs, Nissan ran them mostly at the ] following their retirement from the World Sportscar Championship at the end of 1990. For the 1992 running of Daytona, the R90CKs would have their VRH35Z engines replaced with smaller 3.0L twin-turbo V8s, although they would not be as successful as the race winning R91CP. Nissan ran the R90CKs at the ] following their retirement from the World Sportscar Championship at the end of 1990. For the 1992 running of Daytona, the R90CK's ] engines were replaced with smaller 3.0L twin-turbo V8s. They were not as successful as the race-winning R91CP.


Three other unique R90Cs were cars that were based on existing cars but modified. One R89C was upgraded to become an R90CP, originally used by Nissan in the JSPC before all cars were completed. Another car started as an R90CK, but was damaged during the 1990 season. The car was returned to Lola and rebuilt with an all new chassis, being named '''R91CK'''. The final modified car was an R90CP bought by Team Le Mans and modified into what they termed the '''R91VP'''. Both cars featured minor aerodynamic differences from the other R90CKs and R90CPs. There were three additional unique R90Cs. One was a R89C upgraded to become a R90CP, originally used by Nissan in the JSPC before all cars were completed. Nova Engineering purchased chassis #07 from Lola and initiated their own upgrades to the chassis, calling the car a R91CK. The final modified car was a R90CP bought by Team Le Mans and modified into the '''R91VP'''. The cars featured minor aerodynamic differences from the other R90CKs and R90CPs.


==Racing history== ==Racing history==

===World Sportscar Championship=== ===World Sportscar Championship===
{{seealso|1990 World Sportscar Championship season}} {{see also|1990 World Sportscar Championship season}}
Although the opening round of the ] was held at ] in Japan, the new R90CKs intended for the series would not be completed in time for the event, leaving the previous ]s to be run by the European team. A lone JSPC R90CP was run by the Japanese team but did not finish. By the second round of the season at ], the first three R90CK chassis would be completed with Brits ], ], and ] joining Italian ] as the driving line-up. Although both cars ran well, one would not have enough fuel to reach the end of the race. The second team car would however manage to finish, taking seventh place. The opening round of the ] was held at ] in Japan, but the new R90CKs intended for the series would not be completed in time for the event. The previous ]s were run by the European team. A lone JSPC R90CP was run by the Japanese team but did not finish. By the second round of the season at ], the first three R90CK chassis were completed with Northern Ireland's ] and Brits ] and ] joining Italian ] in the driving line-up. Although both cars ran well, one car would not have enough fuel to reach the end of the race. The second car would finish seventh.


Both cars ran towards the top of the field once more at ] before a suspension failure and fuel problems eliminated both cars in the final few laps. The team would finally see some success at ] though, with both cars finishing and the Acheson and Bailey car taking third place, two minutes behind the winning ]. The driver line-ups were switched for ], but the new Bailey and Blundell duo once again took a podium. Both cars ran towards the top of the field at ] before a suspension failure and fuel problems eliminated both cars in the final few laps. The team would finally see some success at ], with both cars finishing and the Acheson-Bailey car taking third place, two minutes behind the winning ]. The driver line-ups were switched for ], and the new Bailey-Blundell duo took a podium.


Although the Nissans would not podium at the ], the team managed to bring home both cars in the top ten for the first time. As the season went on, the team continued to improve, with ] seeing both cars finish in the top six, with Acheson and Brancatelli finishing fourth. This success was however aided by the post-race disqualification of both ]s that had finished ahead of the Nissans. Although the Nissans would not win podiums at the ], the team finished both cars in the top ten for the first time. As the season went on, the team continued to improve. At ], both cars finish in the top six, with Acheson and Brancatelli finishing fourth following the post-race disqualification of both ]s.


At the fly-away round at ], the R90CKs would manage to take their best finish so far that season. The race had to be stopped early due to dangerous conditions, but at the time the Nissan of Bailey and Blundell were running only six seconds behind the leading Mercedes-Benz, earning the team second place when the red flag was shown; the second car took fifth. The good results for the team would continue into the final round of the season at ] with Bailey and Blundell taking second place once again, although this time two laps behind the winning Mercedes-Benz. Acheson and Brancatelli managed fourth place. In the teams championship, Nissan would take third place, a mere four points behind Jaguar. ] would be the highest ranking Nissan driver in the driver's championship, finishing the season in ninth place. At the fly-away round at ], the R90CKs would take their best finish so far that season with a second-place finish. The race was stopped early due to dangerous conditions, but Bailey and Blundell were running only six seconds behind the leading Mercedes-Benz when the red flag was shown, with the second car Nissan finishing fifth. The good results for the team continued into the final round of the season at ] with Bailey and Blundell taking second place once again, although this time two laps behind the winning Mercedes-Benz. Acheson and Brancatelli finished fourth place. In the team championship, Nissan finished third, four points behind Jaguar. ] was the highest ranking Nissan driver in the driver's championship, finishing in ninth place.


Following the 1990 season, Nissan chose to leave the World Sportscar Championship and concentrate on the JSPC and their efforts in the ] in North America. Nissans would only compete one other time before the World Sportscar Championship was abandoned after 1992, with From-A Racing's R91CK running in an invitational class at the ], finishing in fourth place. Following the season, Nissan chose to leave the World Sportscar Championship and concentrate on the JSPC and its efforts in the ] in North America. Nissans only competed one other time before the World Sportscar Championship was abandoned after 1992, with Nova Engineering's R91CK running in an invitational class at the ], finishing in fourth place.


===All Japan Sports Prototype Championship=== ===All Japan Sports Prototype Championship===

====1990==== ====1990====
Differing from the WSC R90CKs, Nissan would use their R90CPs for the ]. Japanese drivers ], ], and ] would join Swede ] as the factory drivers. The cars debuted at the 500km of ] and were immediately on pace, taking the second and fourth spots behind ]'s also new 90C-V. Differing from the WSC R90CKs, Nissan used its R90CPs for the ]. Japanese drivers ], ], and ] joined Swedish driver ] in the lineup. The cars debuted at the 500&nbsp;km of ] and finished in second and fourth, behind ]'s new 90C-V.


Following the cancellation of the second round at Fuji, a third race was later held, and Nissan was able to score their first win. Hasemi and Olofsson drove their car to a two lap victory over a ]C, while the second car finished off the podium. Hoshino and Suzuki then took the next race win at the ], followed by Hasemi and Olofsson taking their second victory at Sugo. The final race of the JSPC season, once again at Fuji, would however break the Nissan's three race streak, with Toyota taking victory by just over a minute. The three race wins would be enough in the end to allow Nissan to win the manufacturer's championship, with all four Nissan drivers tying for the drivers championship. Following the cancellation of the second round at Fuji, a third race was scheduled at the track, and Nissan was able to score its first win. Hasemi and Olofsson drove their car to a two lap victory over a ]C, while the second car finished off the podium. Hoshino and Suzuki then took the next race win at the ], followed by Hasemi and Olofsson taking their second victory at Sugo. The final race of the JSPC season, once again at Fuji, broke Nissan's three race streak, with Toyota taking victory by just over a minute. Nissan won the manufacturer's championship, with all four Nissan drivers tying for the drivers championship.


====1991==== ====1991====
].]] ].]]
For the 1991 season, Nissan upgraded their cars into the R91CPs, while some older cars were sold off to privateers. From-A Racing purchased the new R91CK, while Team Le Mans bought an R90CP and modified it into their own R91VP. Keeping the same driver line-up as the previous season, the factory Nissan team proved the pace of the new R91CP by winning the opening round at Fuji, while the From-A entry took second, and Team Le Mans fourth. The second race at Fuji saw Nissan's main rival, Toyota, debut their new 91C-V, yet it would not be capable of fighting the R91CPs. Nissan took the top two positions with their factory cars, a lap ahead of the new 91C-V. For the 1991 season, Nissan upgraded its cars into the R91CPs, with some older cars sold off to privateers. Nova Engineering upgraded its R90C to R91CK specification utilizing the Yatabe (Japan Automobile Research Institute—JARI) wind tunnel, while Team Le Mans bought a R90CP and modified it into its own R91VP. Keeping the same driver line-up as the previous season, the factory Nissan team won the opening round at Fuji, while the Nova Engineering entry took second, and Team Le Mans fourth. At the second race at Fuji, Toyota debut its new 91C-V, but it could not fight the R91CPs. Nissan took the top two positions with its factory cars, a lap ahead of the new 91C-V.


By the third race at Fuji however, Toyota was able to improve their new car and take their first overall victory of the season, leaving Nissan to settle for second place, ten seconds behind, while the second team car was taken out in an accident. The 1000km Suzuka saw further problems for the team as the From-A entry actually took second place ahead of the factory entry in third, several laps behind. A similar event occurred at the next round, with From-A ahead of Nissan, yet all cars managed to finish on the same lap as the winning Toyota. By the third race at Fuji, Toyota was able to improve its new car and take its first overall victory of the season, with Nissan finishing second place, ten seconds behind. The second team car was taken out in an accident. The 1000&nbsp;km Suzuka saw further problems for the team as the Nova Engineering entry took second place ahead of the factory entry in third, several laps behind. Nova was ahead of Nissan again at the next round, but all cars managed to finish on the same lap as the winning Toyota.


Nissan managed to overcome Toyota at the 1000km Fuji, winning by a minute even though the other three Nissans in the field were unable to finish. However, newcomer ] would manage to take victory at the final race of the year, leaving Toyota in second and Nissans in third and fourth, several laps behind the dominant Group C car. Even with its troubles, Nissan was able to overcome Toyota in the points championship, winning by three points. Kazuyoshi Hoshino and Toshio Suzuki won the drivers championship by a mere two points over Toyota's leading pair. Nissan beat Toyota at the 1000&nbsp;km Fuji, winning by a minute, though three of the Nissans were unable to finish. ] won at the final race of the year, wit Toyota in second and Nissan in third and fourth, several laps behind. ] beat Toyota in the points championship by three points. Kazuyoshi Hoshino and Toshio Suzuki won the drivers championship by just two points over Toyota's leading pair.


====1992==== ====1992====
] Festival in 2006.]]
In what would become the final season of JSPC, Nissan would once again upgrade their cars into the R92CP. Nova Engineering retained their R91CK, while Team Le Mans would leave the series. Team Take One would take up their place with a former factory R91CP. For the 1992 season, the championship was actually divided into two classes, with the older Nissans running in C1, while cars which conformed with the 1992 World Sportscar Championship 3.5L engine specifications would run in C. This meant that although Nissan would be competing against newer and faster cars, they would still be able to compete for victories against competitors in their class. In what would become the final season of JSPC, ] upgraded the R91CPs into the R92CPs. Nova Engineering retained its R91CK, and Team Le Mans left the series. Team Take One joined with a former factory R91CP. For the season, the championship was divided into two classes, with the older ]s and the R92CPs running in class C1, while cars conformed with the 1992 World Sportscar Championship 3.5L engine specifications ran in class C.


At the opening round at ], no C class cars would compete, leaving Nissan open to take the race victory in the R92CP's debut, with ] and ] replacing Anders Olofsson on the winning car's driver line-up. From-A's R91CK took second, ahead of a trio of new Toyota 92C-Vs. At the next round, the 1000km Fuji, Mazda's ] C class car would show, yet suffer reliability problems. Problems for Toyota as well allowed Nissan to take the top four spots. At the opening round at ], no C class cars would compete. Nissan won in the R92CP's debut, with ] and ] replacing Anders Olofsson on the winning car's driver line-up. Nova's R91CK took second, ahead of a trio of new Toyota 92C-Vs. At the next round, the 1000&nbsp;km Fuji, ]'s ] C class car would suffer reliability problems. Problems for ] allowed ] to take the top four spots.


The next race at Fuji would once again go to Nissan, as Hoshino and Suzuki would beat the fastest Toyota by over a minute. This would be repeated at Sugo, although Nissan would manage to take that victory by a mere three seconds. However, Toyota would bring their C class competitor, the ] to the second 1000km Fuji, and easily take the win over the second place R92CP. A second TS010 would join at the final round at Mine, but Nissan chose to bring their C class competitor to the event as well, the ]. Even with five Nissans, they would not be able to overcome the Toyota challenge, as the TS010 once again took the win, leaving Nissans in second and third. Even with losing the final two rounds, Nissan was able to take the championship in their class, even though Toyota won the separate C class. Kazuyoshi Hoshino would take the solo drivers championship. ] won the next race at Fuji, where Hoshino and Suzuki beat the fastest ] by over a minute. At Sugo, ] won and beat ] by just three seconds. Toyota brought its C class competitor, the ], to the second 1000&nbsp;km Fuji and easily took the win over the second place R92CP. A second TS010 joined the final round at Mine, and ] brought its C class ]. Even with five cars, ] could not defeat ], as the TS010 won leaving ]s in second and third. ] still won the C1 championship, even though Toyota won the separate C class. Kazuyoshi Hoshino won the solo drivers championship.


===Other races=== ===Other races===

====24 Hours of Le Mans==== ====24 Hours of Le Mans====
].]] ].]]
{{seealso|1990 24 Hours of Le Mans}} {{see also|1990 24 Hours of Le Mans}}
Beyond the World Sportscar Championship and All Japan Sports Prototype Championship, Nissan's R90Cs have competed in various other events around the world. Most notably, at the ], where four R90CKs and one R90CP were joined by two older privateer ]s for an attempt at winning the race overall. The JSPC ] team would run a lone R90CP, while the WSC Nissan Motorsports team would run their two new R90CKs. The American Nissan Performance Technology Inc. (NPTI) from the ] team would also run two R90CKs. ] and Team Le Mans would both run their older R89Cs. However the race would take its toll on the Nissans, and only three would finish. The lone R90CP of ], ], and ] would finish in fifth place, 11 laps behind the winning ]. The American R90CK would take 17th place, while Courage's older R89C would finish 22nd. Beyond the World Sportscar Championship and All Japan Sports Prototype Championship, Nissan's R90Cs competed in other events around the world. Most notably, at the ], where four R90CKs and one R90CP were joined by two older privateer ]s. The JSPC ] team entered a lone R90CP, while the WSC Nissan Motorsports team entered two new R90CKs. The American Nissan Performance Technology Inc. (NPTI) from the ] team entered two R90CKs. ] and Team Le Mans entered older R89Cs. Only three Nissans would finish. The lone R90CP of ], ], and ] finished fifth place, 11 laps behind the winning ]. The American R90CK finished 17th place, while Courage's older R89C finished 22nd.


The R90CK was notable for achieving the highest straightline speed on the ] straight at the Le Mans circuit following the installation of a sequence of tight serpentine curves (]). ] reached at 366 km/h (226.9 mph) on his pole position lap - 24.2mph less than the previous record trap speed.<ref></ref> The qualifying engine, normally capable of up to 1000bhp, had jammed its ] shut, leading the engineers to believe that the car was capable of 1100bhp.<ref name=light>John Starkey, Lightning speed: the Nissan GTP and Group C cars (St Petersburg, FL: Gryfon Publishers, 2002). ISBN: 0970325940</ref> ] took the fastest lap during the race in the NPTI car at 3:40.030<ref>http://home.planet.nl/~kuijp109/archresults/90lemans.html 24 Heures du Mans 1990</ref> This trap speed record with the chicanes in place still stands to this day. Even with this performance, Nissan would not return to Le Mans with their prototypes following their departure from the World Sportscar Championship at the end of 1990. The R90CK was notable for achieving the highest straight line speed on the ] at the Le Mans circuit following the installation of ]s. ] reached 366&nbsp;km/h (226.9&nbsp;mph) on his pole position lap — 24.2&nbsp;mph less than the previous record trap speed without the chicanes in place.<ref>{{Cite web |url=http://www.mulsannescorner.com/maxspeed.htm |title=Mulsanne's Corner |access-date=20 July 2007 |archive-url=https://web.archive.org/web/20151103004506/http://www.mulsannescorner.com/maxspeed.htm |archive-date=3 November 2015 |url-status=dead }}</ref> The qualifying engine, normally capable of up to 1000&nbsp;bhp, had a mechanical issues causing the ] being jammed. The engine produced well over 1100&nbsp;bhp.<ref>{{cite web|last=Lis|first=Alan|title=The One That Got Away|url=http://content.yudu.com/Library/A1x0t0/RacecarEngineeringLe/resources/44.htm|work=Racecar Engineering|publisher=Chelsea Magazines}}</ref><ref name="Mark Blundell and the Nissan R90CP">{{cite book|last=Codling|first=Stuart|title=Art of the Le Mans Race Car: 90 Years of Speed|date=15 Dec 2013|publisher=Motorbooks (Quayside Publishing Group)|location=Minneapolis|isbn=978-0760344378|page=198|url=https://books.google.com/books?id=uSsQAgAAQBAJ&q=mark+blundell+wastegate&pg=PA198}}</ref> ] took the fastest lap during the race in the NPTI car at 3:40.030.<ref> {{cite web |url=https://home.planet.nl/~kuijp109/archresults/90lemans.html |title=24 hours of Le Mans; Circuit de la Sarthe, Le Mans, June 16 - 17, 1990 |archive-url=https://web.archive.org/web/20080410222130/http://home.planet.nl:80/~kuijp109/archresults/90lemans.html |archive-date=2008-04-10 |access-date=2023-01-03 }}</ref> The trap speed record still stands to this day. Nissan would not return to Le Mans with its prototypes until the ] in ].<ref> {{cite web |url=https://www.racingsportscars.com/type/Nissan/R391.html |title=Nissan R391 - Racing Sports Cars}}</ref>


====24 Hours of Daytona==== ====24 Hours of Daytona====
Nissans would also have a notable presence at the ]. Although part of the ] which was usually contested by Nissan's GTP ZX-Turbo, it was decided that the R90Cs were better suited for the Daytona endurance. Three R90CKs were entered in 1991 under an invitational class for ] cars. Although two failed to finish, the R90CK of ], ], ], and ] managed to finish first in class and in second place overall, although 18 laps behind the winning ] ]C. ] had a notable presence at the ]. Although part of the ] which was contested by ]'s GTP ZX-Turbo, it was decided that the R90Cs were better suited for Daytona. Three R90CKs were entered in 1991 by NPTI under an invitational class for ] cars. Although two failed to finish, the R90CK of ], ], ], and ] finished first in class and in second place overall, 18 laps behind the winning ] ]C.


Nissan would return in 1992, although with even more cars. Two R90CKs were modified with motors that allowed them to run the IMSA GTP class. The factory team also brought an R91CP from Japan, which would compete in the invitiational class. Privateer Nova Engineering Racing ("From-A" livery) would also come from Japan with their R91CK, also in the invitiational class. While the R90CKs suffered, the R91CP would manage to take the victory, nine laps ahead of a ]. From-A would also manage to take eighth place. ] returned in 1992 with even more cars. Two R90CKs were modified with motors that allowed them to run the IMSA GTP class. The factory team brought a R91CP from Japan, which competed in the invitational class. Nova Engineering Racing from Japan competed with their R91CK, also in the invitational class. While the R90CKs suffered, the R91CP won by nine laps.


====Final appearance==== ====Final appearance====
Nissan would make their final appearance with sports cars at the 1993 ], contested in part by the new ] (JGTC) which had replaced the JSPC. Team Le Mans would enter a former factory R92CP, while Nova Engineering would run their R91CK. With a ]-] as the only other prototype competitor, the two cars would easily take victory, with Team Le Mans ahead of From-A. The R90C platform made its final appearance at the 1993 ], part of the new ] (JGTC) which replaced the JSPC. Team Le Mans entered a former factory R92CP, while Nova Engineering entered its R91CK. The two cars easily took victory, with Team Le Mans ahead of Nova Engineering, both ahead of only other prototype, the ]-].


==References== ==References==
Line 78: Line 104:


==External links== ==External links==
{{commonscat|Nissan R90CK}} {{commons category|Nissan R90C}}
* - Nissan chassis index * - Nissan chassis index
* - Race Car Directory Vol. 1, 1991/1992 R91CP (Japanese) * - Race Car Directory Vol. 1, 1991/1992 R91CP (Japanese)
* - Nissan P35 Story, includes development of the R90Cs * - Nissan P35 Story, includes development of the R90Cs
* - From-A Nissan R91CK * - From-A Nissan R91CK
* - Nissan R90CK * - Nissan R90CK
* - Nissan R91CP * - Nissan R91CP
* - Nissan R92CP brake duct
* - One of these cars for sale
* - Nissan R90C and R91CP images
{{Nissan Sportscar Racers}} {{Nissan Sportscar Racers}}
{{Lola Sports Cars}} {{Lola Sports Cars}}


] {{DEFAULTSORT:Nissan R90c}}
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Latest revision as of 23:34, 18 December 2024

Motor vehicle
Nissan R90C
A Nissan R90CK at DAMC 05 Oldtimer Festival Nürburgring in June 2007.
Overview
ManufacturerNissan
Production1990–1991
AssemblyJapan
DesignerEric Broadley
Body and chassis
Classrace car
Body styleclosed
Layoutmid engine/rear drive
Powertrain
EngineVRH35Z Twin-Turbocharged DOHC 32-valve V8
Dimensions
Wheelbase2,800 mm (110.2 in)
Length4,800 mm (189.0 in)
Width1,990 mm (78.3 in)
Height1,100 mm (43.3 in)
Curb weight900 kg (1,984 lb)
Chronology
PredecessorNissan R89C

The Nissan R90C was a platform used for Group C racing cars built in 1990 by Nissan Motors for competition in World Sportscar Championship (WSC) based in Europe and the All Japan Sports Prototype Championship (JSPC). The cars based on the basic R90C platform would compete until 1993 before Nissan chose to withdraw from sports car racing, not returning until 1997. It won three JSPC championships and several significant endurance races during its career.

Development

Mechanically, the R90Cs shared much with their predecessor, the R89C. Most of the chassis construction was the same, as well as the mechanical layout. The Nissan VRH35Z 3.5 litre twin-turbo V8 that debuted in the R89C was successful and kept as part of the R90C's design. Although mechanically similar, the cars were nearly all new constructions. Chassis builder Lola Cars International termed the cars T90/10, succeeding the T89/10.

Unlike the R89C, Nissan felt the car was a compromise. This led Nissan to develop two different cars. Although Lola built the basic chassis, Nissan Motorsports Europe constructed the R90CK in its shops evolving the R89C design. At the same time, the R90CP was built at Nismo's headquarters in Japan in a lower downforce, high speed layout. This gave the two cars a noticeably different design.

R90CK

The R90CK was an evolution of the R89C's design, borrowing many stylistic elements. The front end of the car was low, with two deep channels on either side of a slanted nose leading to radiator inlets on the sides of the cockpit. Small slated inlets were placed on the leading edge of the car, partially feeding brake cooling ducts. The cockpit featured a longer raked windshield than the R89C, yet the areas around the cockpit remained nearly identical, including the sides of the car. At the rear, the rear wing was mounted high on exposed struts for better downforce.

The design and development of NPTI's R90CK was conducted in association with Ray Mallock Limited and the cars were prepared and run out of RML's workshop in 1990, before being shipped to the United States to take part in the 1991 24 Hours of Daytona.

R90CP

The R90CP ("P" referring to the Oppama Nissan plant Archived 2 November 2011 at the Wayback Machine where Nismo is based) had a low downforce design. The front of the car featured a higher nose, with the narrow channels eliminated and replaced with large ducts on the inside of the fender. The fenders themselves were also redesigned, with headlights placed vertically instead of the horizontal design on the R89C and R90CK. The cockpit of the R90CK was identical to its R90CP sibling, yet the sides of the bodywork were changed. Most notably, the rear-view mirrors were integrated into the bodywork on the fender, instead of small exposed mirrors on the side of the windshield. The turbo inlet was placed on the front edge of the rear fender, instead of on top of the engine cover on the R90CK. The rear wing was placed much lower on the car, with the rear wheel fender bodywork extending to connect with the rear wing endplates, similar to a style used on the Nissan GTP ZX-Turbo in North America.

Later versions

Nova Engineering's unique From-A Racing R91CK.
A Nissan R92CP, one of the cars based on the R90C platform.

For 1991, Nissan officially withdrew from the World Sportscar Championship. Nismo continued competition in the All Japan Sports Prototype Championship, and decided to upgrade the R90CPs to better compete with Toyota and Mazda. The new cars, known as R91CP and R91VP, had slight modifications over the previous car. Most notably, the boxy turbo inlets placed on the rear fenders of the R90CP were made into smaller slits, while a large snorkel was added to the top of the engine cover to cool the rear brakes in place of the previous twin brake ducts. The cars were further modified for 1992 with an upgraded VRH35Z twin-turbo V8, while the cars were renamed R92CP.

Nissan ran the R90CKs at the 24 Hours of Daytona following their retirement from the World Sportscar Championship at the end of 1990. For the 1992 running of Daytona, the R90CK's VRH35Z engines were replaced with smaller 3.0L twin-turbo V8s. They were not as successful as the race-winning R91CP.

There were three additional unique R90Cs. One was a R89C upgraded to become a R90CP, originally used by Nissan in the JSPC before all cars were completed. Nova Engineering purchased chassis #07 from Lola and initiated their own upgrades to the chassis, calling the car a R91CK. The final modified car was a R90CP bought by Team Le Mans and modified into the R91VP. The cars featured minor aerodynamic differences from the other R90CKs and R90CPs.

Racing history

World Sportscar Championship

See also: 1990 World Sportscar Championship season

The opening round of the 1990 World Sportscar Championship season was held at Suzuka Circuit in Japan, but the new R90CKs intended for the series would not be completed in time for the event. The previous Nissan R89Cs were run by the European team. A lone JSPC R90CP was run by the Japanese team but did not finish. By the second round of the season at Monza, the first three R90CK chassis were completed with Northern Ireland's Kenny Acheson and Brits Julian Bailey and Mark Blundell joining Italian Gianfranco Brancatelli in the driving line-up. Although both cars ran well, one car would not have enough fuel to reach the end of the race. The second car would finish seventh.

Both cars ran towards the top of the field at Silverstone before a suspension failure and fuel problems eliminated both cars in the final few laps. The team would finally see some success at Circuit de Spa-Francorchamps, with both cars finishing and the Acheson-Bailey car taking third place, two minutes behind the winning Mercedes-Benz. The driver line-ups were switched for Dijon, and the new Bailey-Blundell duo took a podium.

Although the Nissans would not win podiums at the Nürburgring, the team finished both cars in the top ten for the first time. As the season went on, the team continued to improve. At Donington Park, both cars finish in the top six, with Acheson and Brancatelli finishing fourth following the post-race disqualification of both Jaguars.

At the fly-away round at Montreal, the R90CKs would take their best finish so far that season with a second-place finish. The race was stopped early due to dangerous conditions, but Bailey and Blundell were running only six seconds behind the leading Mercedes-Benz when the red flag was shown, with the second car Nissan finishing fifth. The good results for the team continued into the final round of the season at Mexico City with Bailey and Blundell taking second place once again, although this time two laps behind the winning Mercedes-Benz. Acheson and Brancatelli finished fourth place. In the team championship, Nissan finished third, four points behind Jaguar. Bailey was the highest ranking Nissan driver in the driver's championship, finishing in ninth place.

Following the season, Nissan chose to leave the World Sportscar Championship and concentrate on the JSPC and its efforts in the IMSA GT Championship in North America. Nissans only competed one other time before the World Sportscar Championship was abandoned after 1992, with Nova Engineering's R91CK running in an invitational class at the 1992 1000km of Suzuka, finishing in fourth place.

All Japan Sports Prototype Championship

1990

Differing from the WSC R90CKs, Nissan used its R90CPs for the All Japan Sports Prototype Championship. Japanese drivers Masahiro Hasemi, Toshio Suzuki, and Kazuyoshi Hoshino joined Swedish driver Anders Olofsson in the lineup. The cars debuted at the 500 km of Fuji and finished in second and fourth, behind Toyota's new 90C-V.

Following the cancellation of the second round at Fuji, a third race was scheduled at the track, and Nissan was able to score its first win. Hasemi and Olofsson drove their car to a two lap victory over a Porsche 962C, while the second car finished off the podium. Hoshino and Suzuki then took the next race win at the 1000km Suzuka, followed by Hasemi and Olofsson taking their second victory at Sugo. The final race of the JSPC season, once again at Fuji, broke Nissan's three race streak, with Toyota taking victory by just over a minute. Nissan won the manufacturer's championship, with all four Nissan drivers tying for the drivers championship.

1991

The JSPC From-A Racing R91CK during an exhibition at the 2006 Goodwood Festival of Speed.

For the 1991 season, Nissan upgraded its cars into the R91CPs, with some older cars sold off to privateers. Nova Engineering upgraded its R90C to R91CK specification utilizing the Yatabe (Japan Automobile Research Institute—JARI) wind tunnel, while Team Le Mans bought a R90CP and modified it into its own R91VP. Keeping the same driver line-up as the previous season, the factory Nissan team won the opening round at Fuji, while the Nova Engineering entry took second, and Team Le Mans fourth. At the second race at Fuji, Toyota debut its new 91C-V, but it could not fight the R91CPs. Nissan took the top two positions with its factory cars, a lap ahead of the new 91C-V.

By the third race at Fuji, Toyota was able to improve its new car and take its first overall victory of the season, with Nissan finishing second place, ten seconds behind. The second team car was taken out in an accident. The 1000 km Suzuka saw further problems for the team as the Nova Engineering entry took second place ahead of the factory entry in third, several laps behind. Nova was ahead of Nissan again at the next round, but all cars managed to finish on the same lap as the winning Toyota.

Nissan beat Toyota at the 1000 km Fuji, winning by a minute, though three of the Nissans were unable to finish. Jaguar won at the final race of the year, wit Toyota in second and Nissan in third and fourth, several laps behind. Nissan beat Toyota in the points championship by three points. Kazuyoshi Hoshino and Toshio Suzuki won the drivers championship by just two points over Toyota's leading pair.

1992

A R92CP with its VRH35Z engine shown at Nismo Festival in 2006.

In what would become the final season of JSPC, Nissan upgraded the R91CPs into the R92CPs. Nova Engineering retained its R91CK, and Team Le Mans left the series. Team Take One joined with a former factory R91CP. For the season, the championship was divided into two classes, with the older Nissans and the R92CPs running in class C1, while cars conformed with the 1992 World Sportscar Championship 3.5L engine specifications ran in class C.

At the opening round at Suzuka, no C class cars would compete. Nissan won in the R92CP's debut, with Jeff Krosnoff and Masahiko Kageyama replacing Anders Olofsson on the winning car's driver line-up. Nova's R91CK took second, ahead of a trio of new Toyota 92C-Vs. At the next round, the 1000 km Fuji, Mazda's Mazda MXR-01 C class car would suffer reliability problems. Problems for Toyota allowed Nissan to take the top four spots.

Nissan won the next race at Fuji, where Hoshino and Suzuki beat the fastest Toyota by over a minute. At Sugo, Nissan won and beat Toyota by just three seconds. Toyota brought its C class competitor, the TS010, to the second 1000 km Fuji and easily took the win over the second place R92CP. A second TS010 joined the final round at Mine, and Nissan brought its C class NP35. Even with five cars, Nissan could not defeat Toyota, as the TS010 won leaving Nissans in second and third. Nissan still won the C1 championship, even though Toyota won the separate C class. Kazuyoshi Hoshino won the solo drivers championship.

Other races

24 Hours of Le Mans

One of the R90CKs used by NPTI at the 24 Hours of Le Mans.
See also: 1990 24 Hours of Le Mans

Beyond the World Sportscar Championship and All Japan Sports Prototype Championship, Nissan's R90Cs competed in other events around the world. Most notably, at the 1990 24 Hours of Le Mans, where four R90CKs and one R90CP were joined by two older privateer R89Cs. The JSPC Nissan Motorsport team entered a lone R90CP, while the WSC Nissan Motorsports team entered two new R90CKs. The American Nissan Performance Technology Inc. (NPTI) from the IMSA GT Championship team entered two R90CKs. Courage Compétition and Team Le Mans entered older R89Cs. Only three Nissans would finish. The lone R90CP of Masahiro Hasemi, Kazuyoshi Hoshino, and Toshio Suzuki finished fifth place, 11 laps behind the winning Jaguar. The American R90CK finished 17th place, while Courage's older R89C finished 22nd.

The R90CK was notable for achieving the highest straight line speed on the Mulsanne Straight at the Le Mans circuit following the installation of chicanes. Mark Blundell reached 366 km/h (226.9 mph) on his pole position lap — 24.2 mph less than the previous record trap speed without the chicanes in place. The qualifying engine, normally capable of up to 1000 bhp, had a mechanical issues causing the wastegate being jammed. The engine produced well over 1100 bhp. Bob Earl took the fastest lap during the race in the NPTI car at 3:40.030. The trap speed record still stands to this day. Nissan would not return to Le Mans with its prototypes until the Nissan R391 in 1999.

24 Hours of Daytona

Nissan had a notable presence at the 24 Hours of Daytona. Although part of the IMSA GT Championship which was contested by Nissan's GTP ZX-Turbo, it was decided that the R90Cs were better suited for Daytona. Three R90CKs were entered in 1991 by NPTI under an invitational class for Group C cars. Although two failed to finish, the R90CK of Bob Earl, Derek Daly, Chip Robinson, and Geoff Brabham finished first in class and in second place overall, 18 laps behind the winning Joest Racing Porsche 962C.

Nissan returned in 1992 with even more cars. Two R90CKs were modified with motors that allowed them to run the IMSA GTP class. The factory team brought a R91CP from Japan, which competed in the invitational class. Nova Engineering Racing from Japan competed with their R91CK, also in the invitational class. While the R90CKs suffered, the R91CP won by nine laps.

Final appearance

The R90C platform made its final appearance at the 1993 1000km Suzuka, part of the new All Japan GT Championship (JGTC) which replaced the JSPC. Team Le Mans entered a former factory R92CP, while Nova Engineering entered its R91CK. The two cars easily took victory, with Team Le Mans ahead of Nova Engineering, both ahead of only other prototype, the Spice-Acura.

References

  1. "Mulsanne's Corner: The 1993 Nissan P35 Story". www.mulsannescorner.com.
  2. "Mulsanne's Corner". Archived from the original on 3 November 2015. Retrieved 20 July 2007.
  3. Lis, Alan. "The One That Got Away". Racecar Engineering. Chelsea Magazines.
  4. Codling, Stuart (15 December 2013). Art of the Le Mans Race Car: 90 Years of Speed. Minneapolis: Motorbooks (Quayside Publishing Group). p. 198. ISBN 978-0760344378.
  5. "24 hours of Le Mans; Circuit de la Sarthe, Le Mans, June 16 - 17, 1990". Archived from the original on 10 April 2008. Retrieved 3 January 2023.
  6. "Nissan R391 - Racing Sports Cars".

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