Nissan Skyline GT-R and Subaru WRX STI at 40th Tokyo Motor Show

Godzilla Lives -The 40th Tokyo Motor Show was overwhelmed by one Nissan-bred monster. This is it: the production-ready successor to the Skyline GT-R, now known simply as the GT-R.

Of course, it's all-wheel drive. Naturally, the engine is a twin-turbocharged six. And Nissan has equipped it with an on-board electronic data-logger and monitor so advanced it could run the Social Security administration. But, most importantly, it has 473bhp.

While the new GT-R is, at 183 inches, just about the same length as an Infiniti G37 coupe, that doesn't mean it's based on that car in any significant way. The GT-R is built upon its own vehicle platform; what Nissan calls 'Premium Midship'. As in other Nissan products, the engine is pushed back to achieve a front/mid-engine layout and excellent weight distribution. But, unlike any other Nissan, while the engine is up front, it feeds a transaxle sitting out back between the rear wheels.

A carbon fiber torque tube from the back of the VR38DETT twin-turbo V6 (more about that later) sends twist to a rear-mounted, paddle-shifted six-speed dual-clutch gearbox. While the gearbox itself is similar in concept to VW/Audi's DSG system, integrated into the case is the differential for the all-wheel drive system. A second, smaller carbon fiber driveshaft, mounted to the right of the first, sends the computer-determined (between full rear-drive and 50/50 front-to-rear) torque portion forward to the front wheels.

The basic monocoque is steel, but carbon fiber is used extensively in the front structure of the engine bay. The double wishbone independent suspension is mostly aluminum and attached by aluminum sub-frames. Die-cast aluminum frame structures underpin the doors and the hood, while the outer door and deck lid skins are made of aluminum too.

As exotic and exciting as all that is, the GT-R's most spectacular element is in the engine bay. Displacing 3.8 liters, capped by DOHC heads, built almost entirely of aluminum and force-fed by IHI turbochargers integrated into the exhaust manifolds, the VR38 engine shares its bore center spacing and 60-degree cylinder bank arrangement with the famed VQ-series of Nissan V6s, but little else. If the VQ is rhesus monkey, the VR38 is a gorilla.

Assembled by individual technicians who sign each engine, the VR38 not only delivers 473bhp, but also a thrilling 434lb-ft of torque between 3200 and 5200 rpm. The technology incorporated into this is absolutely astonishing. But perhaps the greatest testimony of its greatness is that Nissan doesn't hide it under any plastic covers.

This brief overview can't do justice to the GT-R's technological density and all-encompassing greatness. But when it goes on sale here (that's right, here, in America) next year, it will cost about $80,000.

That's hardly cheap, but it's an absolute bargain considering its performance. Nissan is promising a zero-to-60mph time of about 3.5 seconds, a quarter-mile dash of 11.7 seconds and a 192mph top speed. Those are six-figure supercar numbers.

We just got the chance to take an in-depth look at the GT-R and judge its outrageous tuning potential.

STI At Last - Subaru finally showed the absolute, final, set-in-steel production version of the WRX STI at Tokyo. Radical front fenders? Check. Fat rear fenders? Check. Big-ass scoop on hood? Check. A rear wing big enough to use as a buffet table? Check. A front fascia deep enough to hold an aftermarket intercooler the size of Connecticut? Check. This Subie has all the tuner car clichs covered.