1. Early life and education
Kozo Watanabe was born on September 24, 1942, in Osaka Prefecture, Japan. From a young age, he harbored a deep passion for cars and motorsport. This interest was significantly fueled when he attended the inaugural Japanese Grand Prix held at Suzuka Circuit in 1963, where he witnessed the Prince cars suffer a decisive defeat. His dedication to automotive engineering was so profound that in March 1967, just a month before he officially joined Nissan, he traveled to Europe to experience a Formula 1 race firsthand.
Watanabe initially aspired to join a Formula One car manufacturer such as Brabham. Within Japan, his ambition was to work for the Prince Motor Company, which was actively engaged in racing with its R380 racing car. He pursued his academic career at the University of Tokyo, where he graduated from the Faculty of Engineering with a focus on mechanical engineering, specifically studying shipbuilding mechanical engineering. He furthered his education by completing a master's program, submitting his thesis on automotive engineering.
2. Career at Nissan
Kozo Watanabe's extensive career at Nissan, which began shortly after the merger with the Prince Motor Company, saw him take on a variety of critical roles from early design assignments to leading the development of major vehicle projects and ultimately overseeing Nissan's motorsport activities.
2.1. Joining Nissan and early assignments
Watanabe joined Nissan in April 1967, one month after the Prince Motor Company had been absorbed by Nissan in August 1966. As he had hoped, he was assigned to the former Prince Division, located in Ogikubo, Tokyo. The main building of this division was previously a facility of the Nakajima Aircraft Company. He was placed in Design Group No. 2 of Design Department No. 1, which was overseen by two prominent managers: Shinichiro Sakurai and Ushio Fuyuki. Watanabe's direct supervisor was Naganori Ito, who would later succeed Sakurai in his responsibilities.
Initially, Watanabe expressed his desire to design racing cars to Sakurai, who advised him to first gain experience with production cars, stating that it was impossible to design racing cars without such foundational knowledge. Despite this, Itō gradually allowed Watanabe to contribute to the design of specific parts, including the suspension for the racing version of the C10 Skyline GT-R. He also became involved in designing suspension components for Nissan's dedicated racing cars, such as the R381 and R382.
2.2. Safety vehicle research
In 1970, with the automotive industry increasingly focusing on emission control and safety, Nissan made the strategic decision to cease its R38 series racing activities. Concurrently, Kozo Watanabe was reassigned from Ogikubo to the Experimental Safety Vehicle (ESV) Division in Tsurumi, Yokohama. For approximately three years, his work there focused primarily on researching collision safety.
2.3. Chassis design and engineering
In 1973, Watanabe returned to the Ogikubo plant, where he was assigned to the Chassis Department, a section now managed by Naganori Ito. This period was marked by a significant shift in engineering focus towards emission regulations, which led to many engineers being reassigned to emission-related projects. Consequently, Itō and Watanabe were among the few remaining engineers responsible for designing and improving the chassis of former Prince vehicles.
During this time, Watanabe worked on the later versions of the Skyline C110, including its minor changes for the "Kenmeri" model, where he contributed to the suspension and power steering designs. He also designed the chassis for the Pulsar, which succeeded the Nissan Cherry, and the Nissan Prince Homer truck. In contrast, genuine Nissan vehicles were designed at the Nissan Tsurumi Design Center in Yokohama. Watanabe remained in this department until 1975.
A particularly memorable experience from his time in Ogikubo was the rare opportunity to repair the Nissan Prince Royal limousine, a vehicle used by the Imperial Household Agency. After successfully completing the repair and returning the limousine, Watanabe was presented with a pack of Imperial Gift Cigarettes adorned with the Chrysanthemum Seal, an honor that left a profound impression on him.
2.4. Strategic planning and general vehicle testing
In 1985, Kozo Watanabe was transferred to the Strategy Department at Nissan headquarters. In this role, he was deeply involved in defining the fundamental concepts and strategies for future car developments. He was responsible for creating "screenplays" for each Nissan model, which outlined their distinct character and brand image. His duties also included crucial discussions on which car models should be allocated for export markets versus domestic sales. During this period, he contributed to the strategic planning for models such as the sixth-generation Skyline (R30), the seventh-generation Skyline (R31), and the transition to FF layouts for the Nissan Bluebird and Nissan Sunny.
Later in 1985, he was assigned to the Vehicle Experiment Department. Here, he conducted extensive testing on the N13 Pulsar and its various derivatives, including the Exa, Langley, and Liberta Villa.
2.5. Chief Experiment Engineer for Skyline R32
In 1987, Kozo Watanabe's career took a significant turn when he was sent to the Nissan Tochigi Plant in Kaminokawa, Tochigi, to serve as the chief experiment engineer for the eighth-generation Skyline (R32), working under the direction of Naganori Ito, who was the chief engineer for the project. Watanabe meticulously and persistently tested the R32, collecting crucial data and providing it to Itō. His responsibilities also extended to the testing of the Nissan Leopard and its export variant, the Infiniti M.
A notable achievement during this period was bringing an R32 to the Nürburgring in Germany with his test team, an event that signified the comprehensive completion of the R32's development and paved the way for its highly anticipated debut. Furthermore, Watanabe conducted foundational research for the ATTESA E-TS all-wheel-drive system by modifying the seventh-generation Skyline and its sibling model, the Nissan Laurel, into four-wheel-drive prototypes for extensive testing. The results of this research exceeded expectations, and the innovations were fully integrated into the R32 and subsequent production four-wheel drive Skyline models. From 1990, Watanabe was also appointed as Nissan's chief experiment engineer for the minor changes of its passenger cars, participating in quality improvement initiatives in North America and conducting fleet tests for the first-generation Infiniti Q45 due to its high mileage.
2.6. Chief Engineer for Skyline R33
Shortly after the R33 Skyline project commenced, Kozo Watanabe was appointed as its chief engineer in January 1992, taking charge as the development manager. Nissan headquarters had stipulated that the R33 should be wider and longer than its predecessor, the R32, aiming to enhance passenger comfort. This directive inevitably made the R33 heavier. Despite the increased weight, Watanabe was determined to produce a faster car, famously declaring that the R33 GT-R "has to be faster than R32 GT-R".
He dedicated particular attention to the suspension design, meticulously refining it to optimize performance. When a BCNR33 GT-R was taken to the Nürburgring for testing, it achieved a lap time that was an astonishing 21 seconds shorter than that of the BCNR32 GT-R. This significant improvement became the centerpiece of the R33 GT-R's marketing campaign, prominently featured in television advertisements with the evocative slogan, "Minus 21 Seconds Romanticism."
2.7. Chief Engineer for Skyline R34
Kozo Watanabe continued his leadership role as the chief engineer for the next, tenth-generation R34 Skyline. A persistent challenge throughout the Skyline's history was achieving optimal weight distribution. Watanabe considered drastic measures to address this, including a proposal to abandon the heavy RB straight-six engine in favor of a lighter V6 engine, or even adopting the packaging of the V35 platform. He also considered using the VH41DE from the Nissan Cima to pair with the ATTESA E-TS system, but these plans were ultimately cancelled.
The primary reasons for retaining the straight-six RB engine were the prohibitive costs associated with a fundamental layout change, the complexities of combining the ATTESA E-TS with a V-type engine, and the significant investment required for a second production line at the Iwaki Plant to manufacture VQ engines, which was already operating at full capacity on a single line. Such a massive financial undertaking could not be justified for a single model like the Skyline. Consequently, Watanabe and his team opted to continue refining the straight-six RB engine.
Despite a prevailing decline in the popularity of GT cars and sports cars in Japan during the late 1990s and early 2000s, Watanabe and his team succeeded in completing the R34, which he regarded as the ultimate Skyline. Furthermore, the BNR34 GT-R holds the distinction of being the last model to carry the "Skyline GT-R" designation, marking a significant milestone in the lineage that began with the "Hakosuka" GT-R. Nissan later separated the GT-R into its own distinct line-up.
2.8. Leadership at NISMO
In 1999, Kozo Watanabe's career progressed further with his promotion to Executive Director at NISMO (Nissan Motorsports International Co., Ltd.). In this elevated role, he was responsible for overseeing Nissan's entire motorsport project. His dedication to the brand and its enthusiasts was evident as he personally attended events where NISMO sold the exclusive Z-tune R34 Skylines to customers at the NISMO headquarters, extending his congratulations to the new owners. Watanabe remained in this leadership position until his retirement from NISMO in 2006.
3. Post-retirement activities
Following his retirement from NISMO in 2006, Kozo Watanabe has remained actively involved in the automotive community, particularly concerning the legacy of the Prince and Skyline vehicles. He currently serves as an advisor to the Prince & Skyline Museum located in Okaya, Nagano Prefecture. In this capacity, he frequently makes appearances at various Skyline festivals and participates in talk shows alongside his former colleague, Naganori Ito, where they share insights and anecdotes about their extensive careers.
It is noteworthy that among all the Skyline models developed since Watanabe joined Nissan (after the late stages of the second-generation Skyline S50 series), the fifth-generation Skyline (C210), also known as "Skyline Japan," is the only model in which he was not directly involved in the design until his appointment as Executive Director of NISMO in 1999.
4. Personal life
Kozo Watanabe is married, and his wife is the second daughter of Masao Okaya, who served as a former president of Okaya Koki, a prominent Japanese trading company. Consequently, Atsukazu Okaya, the current president of Okaya Koki, is Watanabe's brother-in-law. His mother-in-law, Masao Okaya's wife, is the granddaughter of Kenjiro Matsumoto, a notable Japanese industrialist. Furthermore, Watanabe's sister-in-law, Masao Okaya's sister, is married to the renowned physicist Ryokichi Sagane.
5. Legacy and influence
Kozo Watanabe's legacy in the automotive industry is profound, largely defined by his unwavering dedication to performance and his pivotal role in the development of the iconic Nissan Skyline series, particularly the R33 and R34 generations. His commitment to enhancing the driving experience, even under challenging corporate directives, set a high standard for automotive engineering.
As chief engineer, Watanabe successfully navigated constraints to improve the Skyline's performance, famously achieving a 21-second faster lap time at the Nürburgring with the R33 GT-R. This feat, immortalized as "Minus 21 Seconds Romanticism," underscored his technical acumen and determination to push the boundaries of what was thought possible for a production vehicle. His decision to retain the straight-six RB engine for the R34, despite considering a lighter V6, demonstrates his deep understanding of the Skyline's heritage and the economic realities of automotive development. This choice ensured the R34 remained true to its roots while delivering the ultimate "Skyline" experience for a generation.
Watanabe's work on crucial chassis design, experimental safety vehicles, and strategic planning laid the groundwork for future Nissan innovations. His early involvement in the suspension design of legendary racing cars like the C10 Skyline GT-R, R381, and R382, combined with his later leadership in testing the R32 and developing its ATTESA E-TS system, highlights his comprehensive influence across various facets of vehicle engineering. Even in his post-retirement activities, his continued advisory role at the Prince & Skyline Museum and his engagement with fans at automotive events solidify his enduring influence and commitment to preserving the heritage of the vehicles he helped create. His contributions ensured the Skyline maintained its status as a benchmark for performance and engineering excellence, leaving an indelible mark on Nissan's history and the global automotive landscape.