Justin Fox
14-02-2010, 09:34 AM
Hey guys, here's my R32...
...GT-R. :p
I'm not exactly sure why I got over track days. A combination of things. Lately I've been slowly but surely converting this car back into a street car. It's going to take alittle bit more time but I'm almost there. A full engineers certificate is on the cards so I won't get defected. For now here are a few words and pictures, hope you enjoy!
In 2000 I bought an Alfa 147, when Alfa Romeo invited owners to participate in a track day at Eastern Creek I didn’t know what to expect, but I decided to check it out, and it was perhaps one of the most fun car-related days I’ve ever had in my life.
I was left with a high that lasted for weeks and, coinciding with countless hours of playing Gran Turismo on my Playstation, I started to go crazy with modifications on the Alfa. German KW coilovers, Autodelta carbon intake, Remus exhaust, chipped and tuned by C&V Performance; it was a great little car which captured the eye of a real estate agent one day, who just happened to be a Burrows Day (http://www.eventsoneill.com/) track event instructor and invited me to one of their events.
http://farm3.static.flickr.com/2699/4354658716_1e19e306a4.jpg
Gran Turismo.
I very much got into track days. I soon got tired of the Alfa and desired more power and while away from that car, I was also winning points on the Playstation in Gran Turismo with a highly modified, gunmetal grey Nismo R32 GT-R. I did a lot of research on the GT -R and the more I read about it, the more I became infatuated with it. I joined the Skylines Australia Forum in 2003 and found an importer who had two pristine, gunmetal grey GT-Rs for sale. Both were part of his personal collection, but due to a new baby, he had to sell up and I had the choice of either one. The cars were in Queensland and would have to be delivered to me in Sydney, but I bit the bullet, sold the Alfa and I secured the GT -R with the least kilometres on the odometer.
Days slowly dawdled by until one day I returned home to see it there, in front of me, parked in my driveway. It was a sight I’ll never forget. The excitement, the rush, hit me full on and I couldn’t take my eyes off it. This was my Gran Turismo hero car and now here it was, parked at my feet in my very own driveway. A quick call to the agents and it turned out they had delivered it earlier that day and had left the key in my barbecue! Seeing the sexy-looking key to a GT -R on a bed of charcoal BBQ scum, that’s also an image burnt deep into my brain.
http://farm5.static.flickr.com/4059/4353811949_8244717f5b_o.jpg
She's mine!
http://farm5.static.flickr.com/4067/4353812079_757a1cb3e7_o.jpg
Clean OEM interior.
http://farm3.static.flickr.com/2708/4353812231_8410cf256b_o.jpg
Stock as rock.
There was one little problem and I’m not ashamed to admit it: I couldn’t drive manual. Yes, I stalled it a few times getting it into the garage. Learning how to drive a manual in a GT -R perhaps isn’t the wisest of moves, but I picked it up pretty quickly. And to my surprise, the number plates 'RB26' were still available, and so that would arguably become the first of many modifications.
As in any new relationship, I was truly smitten. Just like all of my previous hobbies, I quickly became obsessive-compulsive with my new found love. I hooked up with Powerplay Imports (http://www.powerplayimports.com/) who helped me sort the handling out. I immediately had them install a complete Whiteline and Bilstein works kit on the car along with some sticky Dunlop semis so that I could take it out to the track at an upcoming Burrows Day. As I was to find out however, I wasn’t really welcomed there anymore. For those who don’t know, the typical clientele that visit Burrows Days are older men with Ferraris, Porsches and BMWs. Here I was, a young guy in an old and cheap (comparatively; I purchased it for $30k) hunk of non-European metal. When this comparatively unexotic Japanese car started overtaking Euros worth ten times as much around the track, things certainly didn’t go down too well!
http://farm5.static.flickr.com/4059/4353921389_f7a20629a2.jpg
http://farm3.static.flickr.com/2698/4354667606_cd5f1088e6_o.jpg
Smashin'em!
http://farm3.static.flickr.com/2748/4353812305_b9834ddaf4_o.jpg
Eastern Creek.
http://farm5.static.flickr.com/4010/4354556988_61b659f987.jpg
http://farm1.static.flickr.com/192/464529378_2e64ac66dc_o.jpg
I became a track whore and would hit a local circuit at least once a month. The punishment soon took its toll on the GT-R, when in 2005 it sprung an oil leak. Unfortunately it was impossible for my mechanic (Indy from IS Motor Racing (http://www.ismotorracing.com/)) to isolate the problem without taking the engine out. It was then that I decided that, since we had to take the engine out and it had covered 81,000kms, I might as well go ahead and rebuild it. And this was when things started to get serious.
http://farm5.static.flickr.com/4014/4353811851_0e0ece91d5_o.jpg
I wanted a bullet-proof motor. I wanted to over-engineer it and then de-tune it. As Indy put it, "A car that you can thrash day in and day out that would last." I basically opened up an HKS catalogue and told him that “I’ll take the lot”. Unfortunately, HKS didn’t have stock of everything I needed, with the conrods already on back order (unbelievable considering the RB26 is such a popular engine). Including the hold ups, the engine build took an amazing six months to finish and the car was out of action for a good part of a year.
http://farm5.static.flickr.com/4059/4354556866_74e218dcbb_o.jpg
After all the hard work, I still wasn’t happy with how laggy the car was; it was clear that when I posted the power curve up on the Skylines Australia forum, many people thought it wasn’t making enough power until very late in the rev range. I decided to take the car to HITMAN (http://www.hitman.hm/)as he did a great job on Pro-Concept’s Civic race cars, and I had heard a lot of great news about his tuning. Much time was spent in getting a lot more out of the mid-range, yet still keeping the boost at 1.2-bar and retaining the power output of 300kW at the rear wheels. Just driving it out of the car park it was evident that the car was totally transformed. I managed a very easy, completely lazy and sweat free 1.54 lap with traffic at Eastern Creek and I couldn’t be happier with how responsive the RB26 was.
http://farm3.static.flickr.com/2170/2472762707_4b3cd91781_o.jpg
http://farm3.static.flickr.com/2635/3944478506_c8b31f6054_o.jpg
http://farm4.static.flickr.com/3422/3943700963_ef15c2aaec_o.jpg
http://farm3.static.flickr.com/2442/3944478880_69ae5c18a6_o.jpg
http://farm3.static.flickr.com/2492/3944479090_988d1038b1_o.jpg
http://farm3.static.flickr.com/2657/3943701839_c16bb29915_o.jpg
http://farm4.static.flickr.com/3473/3944479706_e25cb6bc65_o.jpg
http://farm3.static.flickr.com/2608/3944479866_b2d233c14b_o.jpg
http://farm3.static.flickr.com/2669/3944479944_6f9a4889b1_o.jpg
http://farm3.static.flickr.com/2520/3944480084_57bdeb7f1a_o.jpg
http://farm4.static.flickr.com/3501/3944480264_ea0e966cfb_o.jpg
http://farm3.static.flickr.com/2491/3943702611_ea1a8b6ee1_o.jpg
http://farm3.static.flickr.com/2653/3943702795_3f1166683a_o.jpg
Photography by Mark Pakula for Auto Salon Magazine
www.markpakula.com (http://www.markpakula.com)
For the interior, I initially wanted to have a juxtaposition of race-meets-street, like a stripped out interior but with a leather wrapped dash. Once the Cusco 7-point chromoly roll cage and Do-luck floor brace went in though, it set the tone for something a lot more hardcore. More and more the car was becoming a focused track car. A pair of Bride Zeta II bucket seats went in and the 2-inch Schroth harnesses I had been using were dumped for 3-inch Willans Club harnesses. I found the original steering wheel too big, and a 330 Personal a tad too small, but the Nardi Deep Corn wheel was just right.
A Defi DIN -gauge set was also ripped out as it was too small and hard to read whilst on the track. With the help of Peter from Bodyform (http://bodyformaero.com.au/catalog/index.php), some custom carbon fibre delete panels were made up allowing me to run four conventional Defi gauges in the centre console. The rest of the interior has been totally stripped and re-painted. The last modifications would prove to be the most expensive. The brakes on the GT-R have been the worst of any brakes I’ve ever felt on any car I’ve ever driven. So, instead of being half-arsed when upgrading them, I splurged on some AP brakes. It hurt like hell to spend $12k on bits of metal, but after the recent Australia Day Circuit Club (http://www.circuitclub.com.au/) Eastern Creek track day it was obvious to me that it was money well spent.
I sold my beautiful forged Nismo LMGT-4s as they weren’t wide enough (the recommended sizes in the catalog are usually safe recommendations) and I had scratched one of them when I came off at Wakefield. I decided to run 265 wide rubber all round and took the risk of buying a set of RAYS CE28Ns in 18x10.5 +18 offset, without knowing whether they’d fit under the guards. Despite a great roll-job by Deddy from Top One (http://www.hotfrog.com.au/Companies/Top-One-Automotive-Repairs), they didn’t fit, but this was alleviated when the Ikeya Formula suspension arms arrived, allowing me to align it all and get the wheels to sit flush.
http://farm5.static.flickr.com/4067/4354555572_9904cb19b7_o.jpg
ACPT carbon drive shaft.
In true track car ethos, I put the GT-R on a weight loss program in an effort to go faster by being lighter. I’ve managed to pull out over a 100kg of weight by removing all of the tar, the carpet, trim, roof lining, stereo, air conditioning and HICAS. In an effort to reduce parasitic drag, I invested in an ACPT carbon fibre prop shaft, which weighed half that of the original item. Installing the shaft and pulleys put the idle a little out of whack, so IS Motor Racing cleaned up the tune a little and tweaked even more mid range power for me.
http://farm3.static.flickr.com/2033/2221463359_e328498401_o.jpg
So that’s pretty much it. Since the rebuild, I’ve never felt completely at ease with the car. In fact, on the track I often feel like I am outright wrestling with it, and when it bites, it bites hard. When my old MX-5 spun out at speeds it brought on giggles, but spinning out in the GT-R causes anxiety attacks and saps confidence. Perhaps it’s the amount of time I’ve sacrificed to get it this far, or because I still have to adapt to its radical transformation. While other daily drivers came and went, the GT-R has always held a privileged spot in my garage. It is, with no doubts in my mind whatsoever, the ultimate Japanese muscle car. It is a legend for all the right reasons. To be honest, I’d only ever sell it to build another one all over again.
SPECIFICATIONS:
ENGINE
--------------------------------------------------
HKS GT-SS turbos
HKS actuators
HKS conrods
HKS Pistons
HKS manifolds
HKS dump pipes (ceramic coated)
HKS front pipes (ceramic coated)
HKS intercooler piping kit
HKS spark plugs
HKS fuel pump
Tomei metal head gasket
Tomei poncam type-b camshafts 260 Degree/9.15mm Lift - In & Ex
Tomei adjustable cam gears
Nismo fuel regulator
Nismo 555cc injectors
Nismo racing thermostat
Nismo fuel cap
Nismo radiator cap
Nissan engine refresh kit
Nissan N1 oil pump
ARC radiator tank
ARC radiator schroud
Mines rocker cover baffle
Trust/Greddy oil cooler with remote oil filter mount
Trust/Greddy aluminium radiator pipe
Trust/Greddy heavy duty timing belt
Trust/Greddy oversized pulley set
PWR aluminium radiator
PWR intercooler
Apexi power intake kit
Custom carbon fibre induction box (Bodyform)
Essential oil catch tank
Splitfire Direct Ignition Coil Packs
Polished RB26 rocker covers
Carbon Fibre radiator mounts
DRIVETRAIN
--------------------------------------------------
ACPT Carbon Driveshaft
ORC twin plate clutch
ORC flywheel
Gearbox conversion (pull to push type)
Hicas lock kit
SUSPENSION
--------------------------------------------------
Tein RA coilovers
Ikeya Formula control arms
Section tension rods
Cusco swaybars
CHASSIS
-------------------------------------------------
Cusco 7-point chromoly roll cage
Do-luck floor brace
HKS Kansai underbody braces
Nismo front strut brace with master cylinder stopper
Fet Sports rear strut brace
WHEELS
--------------------------------------------------
Rays CE28N 18x10.5 +18
Rays Daytona Racing lug nuts
Toyo R888 265/35/18
EXHAUST
--------------------------------------------------
Kakimoto Regu 96dB stainless steel cat back exhaust
Catco stainless high flow cat
EXTERIOR
--------------------------------------------------
Nismo N1 bar inserts
Nismo bonnet lip spoiler (Bodyform)
Nismo sideskirts (Bodyform)
Nismo boot lip spoiler (Eastbear)
Trust rear pods (Jsai)
N1 headlights
Moon Face Racing rear wiper delete plug
Rolled guards
ARC oil cooler wheel arch vent
ELECTRICS
--------------------------------------------------
Apexi Power FC with hand commander
Blitz Dual SBC Spec R boost controller
Nismo 320km/hr speedo
Defi DIN guages
HKS ETC atessa controller
M's turbo timer
Immobilizer/Alarm
2WD/4WD switch
HID 6000k
Polarg bulbs
Boot mounted Odyssey Battery
Custom battery tray (Westside mufflers)
AIMS MiChronLigh Tg lap timer
BRAKES
--------------------------------------------------
AP Racing 6 piston calipers (front)
AP Racing 4 piston calipers (rear)
AP Racing 355mm rotors (front)
AP Racing 330mm rotors (rear)
Braided brake lines
Ferodo racing ds2500 brake pads
INTERIOR
--------------------------------------------------
Bride ZetaIII bucket seats
Willans Club 4x4 3inch harnesses
Willans 3inch harness pads
Nismo short shifter
Nismo GT shift knob
Nismo 5-piece GT-R floor mats
Nissan R34 GT-R V-Spec pedals
Nardi deep corn steering wheel
HKB boss kit
Quell cams approved fire estinguisher
Custom leather shift boot
Juran Racing seatbelt hooks
Stripped interior
Carbing passenger side kick panel
Carbing dead pedal
...GT-R. :p
I'm not exactly sure why I got over track days. A combination of things. Lately I've been slowly but surely converting this car back into a street car. It's going to take alittle bit more time but I'm almost there. A full engineers certificate is on the cards so I won't get defected. For now here are a few words and pictures, hope you enjoy!
In 2000 I bought an Alfa 147, when Alfa Romeo invited owners to participate in a track day at Eastern Creek I didn’t know what to expect, but I decided to check it out, and it was perhaps one of the most fun car-related days I’ve ever had in my life.
I was left with a high that lasted for weeks and, coinciding with countless hours of playing Gran Turismo on my Playstation, I started to go crazy with modifications on the Alfa. German KW coilovers, Autodelta carbon intake, Remus exhaust, chipped and tuned by C&V Performance; it was a great little car which captured the eye of a real estate agent one day, who just happened to be a Burrows Day (http://www.eventsoneill.com/) track event instructor and invited me to one of their events.
http://farm3.static.flickr.com/2699/4354658716_1e19e306a4.jpg
Gran Turismo.
I very much got into track days. I soon got tired of the Alfa and desired more power and while away from that car, I was also winning points on the Playstation in Gran Turismo with a highly modified, gunmetal grey Nismo R32 GT-R. I did a lot of research on the GT -R and the more I read about it, the more I became infatuated with it. I joined the Skylines Australia Forum in 2003 and found an importer who had two pristine, gunmetal grey GT-Rs for sale. Both were part of his personal collection, but due to a new baby, he had to sell up and I had the choice of either one. The cars were in Queensland and would have to be delivered to me in Sydney, but I bit the bullet, sold the Alfa and I secured the GT -R with the least kilometres on the odometer.
Days slowly dawdled by until one day I returned home to see it there, in front of me, parked in my driveway. It was a sight I’ll never forget. The excitement, the rush, hit me full on and I couldn’t take my eyes off it. This was my Gran Turismo hero car and now here it was, parked at my feet in my very own driveway. A quick call to the agents and it turned out they had delivered it earlier that day and had left the key in my barbecue! Seeing the sexy-looking key to a GT -R on a bed of charcoal BBQ scum, that’s also an image burnt deep into my brain.
http://farm5.static.flickr.com/4059/4353811949_8244717f5b_o.jpg
She's mine!
http://farm5.static.flickr.com/4067/4353812079_757a1cb3e7_o.jpg
Clean OEM interior.
http://farm3.static.flickr.com/2708/4353812231_8410cf256b_o.jpg
Stock as rock.
There was one little problem and I’m not ashamed to admit it: I couldn’t drive manual. Yes, I stalled it a few times getting it into the garage. Learning how to drive a manual in a GT -R perhaps isn’t the wisest of moves, but I picked it up pretty quickly. And to my surprise, the number plates 'RB26' were still available, and so that would arguably become the first of many modifications.
As in any new relationship, I was truly smitten. Just like all of my previous hobbies, I quickly became obsessive-compulsive with my new found love. I hooked up with Powerplay Imports (http://www.powerplayimports.com/) who helped me sort the handling out. I immediately had them install a complete Whiteline and Bilstein works kit on the car along with some sticky Dunlop semis so that I could take it out to the track at an upcoming Burrows Day. As I was to find out however, I wasn’t really welcomed there anymore. For those who don’t know, the typical clientele that visit Burrows Days are older men with Ferraris, Porsches and BMWs. Here I was, a young guy in an old and cheap (comparatively; I purchased it for $30k) hunk of non-European metal. When this comparatively unexotic Japanese car started overtaking Euros worth ten times as much around the track, things certainly didn’t go down too well!
http://farm5.static.flickr.com/4059/4353921389_f7a20629a2.jpg
http://farm3.static.flickr.com/2698/4354667606_cd5f1088e6_o.jpg
Smashin'em!
http://farm3.static.flickr.com/2748/4353812305_b9834ddaf4_o.jpg
Eastern Creek.
http://farm5.static.flickr.com/4010/4354556988_61b659f987.jpg
http://farm1.static.flickr.com/192/464529378_2e64ac66dc_o.jpg
I became a track whore and would hit a local circuit at least once a month. The punishment soon took its toll on the GT-R, when in 2005 it sprung an oil leak. Unfortunately it was impossible for my mechanic (Indy from IS Motor Racing (http://www.ismotorracing.com/)) to isolate the problem without taking the engine out. It was then that I decided that, since we had to take the engine out and it had covered 81,000kms, I might as well go ahead and rebuild it. And this was when things started to get serious.
http://farm5.static.flickr.com/4014/4353811851_0e0ece91d5_o.jpg
I wanted a bullet-proof motor. I wanted to over-engineer it and then de-tune it. As Indy put it, "A car that you can thrash day in and day out that would last." I basically opened up an HKS catalogue and told him that “I’ll take the lot”. Unfortunately, HKS didn’t have stock of everything I needed, with the conrods already on back order (unbelievable considering the RB26 is such a popular engine). Including the hold ups, the engine build took an amazing six months to finish and the car was out of action for a good part of a year.
http://farm5.static.flickr.com/4059/4354556866_74e218dcbb_o.jpg
After all the hard work, I still wasn’t happy with how laggy the car was; it was clear that when I posted the power curve up on the Skylines Australia forum, many people thought it wasn’t making enough power until very late in the rev range. I decided to take the car to HITMAN (http://www.hitman.hm/)as he did a great job on Pro-Concept’s Civic race cars, and I had heard a lot of great news about his tuning. Much time was spent in getting a lot more out of the mid-range, yet still keeping the boost at 1.2-bar and retaining the power output of 300kW at the rear wheels. Just driving it out of the car park it was evident that the car was totally transformed. I managed a very easy, completely lazy and sweat free 1.54 lap with traffic at Eastern Creek and I couldn’t be happier with how responsive the RB26 was.
http://farm3.static.flickr.com/2170/2472762707_4b3cd91781_o.jpg
http://farm3.static.flickr.com/2635/3944478506_c8b31f6054_o.jpg
http://farm4.static.flickr.com/3422/3943700963_ef15c2aaec_o.jpg
http://farm3.static.flickr.com/2442/3944478880_69ae5c18a6_o.jpg
http://farm3.static.flickr.com/2492/3944479090_988d1038b1_o.jpg
http://farm3.static.flickr.com/2657/3943701839_c16bb29915_o.jpg
http://farm4.static.flickr.com/3473/3944479706_e25cb6bc65_o.jpg
http://farm3.static.flickr.com/2608/3944479866_b2d233c14b_o.jpg
http://farm3.static.flickr.com/2669/3944479944_6f9a4889b1_o.jpg
http://farm3.static.flickr.com/2520/3944480084_57bdeb7f1a_o.jpg
http://farm4.static.flickr.com/3501/3944480264_ea0e966cfb_o.jpg
http://farm3.static.flickr.com/2491/3943702611_ea1a8b6ee1_o.jpg
http://farm3.static.flickr.com/2653/3943702795_3f1166683a_o.jpg
Photography by Mark Pakula for Auto Salon Magazine
www.markpakula.com (http://www.markpakula.com)
For the interior, I initially wanted to have a juxtaposition of race-meets-street, like a stripped out interior but with a leather wrapped dash. Once the Cusco 7-point chromoly roll cage and Do-luck floor brace went in though, it set the tone for something a lot more hardcore. More and more the car was becoming a focused track car. A pair of Bride Zeta II bucket seats went in and the 2-inch Schroth harnesses I had been using were dumped for 3-inch Willans Club harnesses. I found the original steering wheel too big, and a 330 Personal a tad too small, but the Nardi Deep Corn wheel was just right.
A Defi DIN -gauge set was also ripped out as it was too small and hard to read whilst on the track. With the help of Peter from Bodyform (http://bodyformaero.com.au/catalog/index.php), some custom carbon fibre delete panels were made up allowing me to run four conventional Defi gauges in the centre console. The rest of the interior has been totally stripped and re-painted. The last modifications would prove to be the most expensive. The brakes on the GT-R have been the worst of any brakes I’ve ever felt on any car I’ve ever driven. So, instead of being half-arsed when upgrading them, I splurged on some AP brakes. It hurt like hell to spend $12k on bits of metal, but after the recent Australia Day Circuit Club (http://www.circuitclub.com.au/) Eastern Creek track day it was obvious to me that it was money well spent.
I sold my beautiful forged Nismo LMGT-4s as they weren’t wide enough (the recommended sizes in the catalog are usually safe recommendations) and I had scratched one of them when I came off at Wakefield. I decided to run 265 wide rubber all round and took the risk of buying a set of RAYS CE28Ns in 18x10.5 +18 offset, without knowing whether they’d fit under the guards. Despite a great roll-job by Deddy from Top One (http://www.hotfrog.com.au/Companies/Top-One-Automotive-Repairs), they didn’t fit, but this was alleviated when the Ikeya Formula suspension arms arrived, allowing me to align it all and get the wheels to sit flush.
http://farm5.static.flickr.com/4067/4354555572_9904cb19b7_o.jpg
ACPT carbon drive shaft.
In true track car ethos, I put the GT-R on a weight loss program in an effort to go faster by being lighter. I’ve managed to pull out over a 100kg of weight by removing all of the tar, the carpet, trim, roof lining, stereo, air conditioning and HICAS. In an effort to reduce parasitic drag, I invested in an ACPT carbon fibre prop shaft, which weighed half that of the original item. Installing the shaft and pulleys put the idle a little out of whack, so IS Motor Racing cleaned up the tune a little and tweaked even more mid range power for me.
http://farm3.static.flickr.com/2033/2221463359_e328498401_o.jpg
So that’s pretty much it. Since the rebuild, I’ve never felt completely at ease with the car. In fact, on the track I often feel like I am outright wrestling with it, and when it bites, it bites hard. When my old MX-5 spun out at speeds it brought on giggles, but spinning out in the GT-R causes anxiety attacks and saps confidence. Perhaps it’s the amount of time I’ve sacrificed to get it this far, or because I still have to adapt to its radical transformation. While other daily drivers came and went, the GT-R has always held a privileged spot in my garage. It is, with no doubts in my mind whatsoever, the ultimate Japanese muscle car. It is a legend for all the right reasons. To be honest, I’d only ever sell it to build another one all over again.
SPECIFICATIONS:
ENGINE
--------------------------------------------------
HKS GT-SS turbos
HKS actuators
HKS conrods
HKS Pistons
HKS manifolds
HKS dump pipes (ceramic coated)
HKS front pipes (ceramic coated)
HKS intercooler piping kit
HKS spark plugs
HKS fuel pump
Tomei metal head gasket
Tomei poncam type-b camshafts 260 Degree/9.15mm Lift - In & Ex
Tomei adjustable cam gears
Nismo fuel regulator
Nismo 555cc injectors
Nismo racing thermostat
Nismo fuel cap
Nismo radiator cap
Nissan engine refresh kit
Nissan N1 oil pump
ARC radiator tank
ARC radiator schroud
Mines rocker cover baffle
Trust/Greddy oil cooler with remote oil filter mount
Trust/Greddy aluminium radiator pipe
Trust/Greddy heavy duty timing belt
Trust/Greddy oversized pulley set
PWR aluminium radiator
PWR intercooler
Apexi power intake kit
Custom carbon fibre induction box (Bodyform)
Essential oil catch tank
Splitfire Direct Ignition Coil Packs
Polished RB26 rocker covers
Carbon Fibre radiator mounts
DRIVETRAIN
--------------------------------------------------
ACPT Carbon Driveshaft
ORC twin plate clutch
ORC flywheel
Gearbox conversion (pull to push type)
Hicas lock kit
SUSPENSION
--------------------------------------------------
Tein RA coilovers
Ikeya Formula control arms
Section tension rods
Cusco swaybars
CHASSIS
-------------------------------------------------
Cusco 7-point chromoly roll cage
Do-luck floor brace
HKS Kansai underbody braces
Nismo front strut brace with master cylinder stopper
Fet Sports rear strut brace
WHEELS
--------------------------------------------------
Rays CE28N 18x10.5 +18
Rays Daytona Racing lug nuts
Toyo R888 265/35/18
EXHAUST
--------------------------------------------------
Kakimoto Regu 96dB stainless steel cat back exhaust
Catco stainless high flow cat
EXTERIOR
--------------------------------------------------
Nismo N1 bar inserts
Nismo bonnet lip spoiler (Bodyform)
Nismo sideskirts (Bodyform)
Nismo boot lip spoiler (Eastbear)
Trust rear pods (Jsai)
N1 headlights
Moon Face Racing rear wiper delete plug
Rolled guards
ARC oil cooler wheel arch vent
ELECTRICS
--------------------------------------------------
Apexi Power FC with hand commander
Blitz Dual SBC Spec R boost controller
Nismo 320km/hr speedo
Defi DIN guages
HKS ETC atessa controller
M's turbo timer
Immobilizer/Alarm
2WD/4WD switch
HID 6000k
Polarg bulbs
Boot mounted Odyssey Battery
Custom battery tray (Westside mufflers)
AIMS MiChronLigh Tg lap timer
BRAKES
--------------------------------------------------
AP Racing 6 piston calipers (front)
AP Racing 4 piston calipers (rear)
AP Racing 355mm rotors (front)
AP Racing 330mm rotors (rear)
Braided brake lines
Ferodo racing ds2500 brake pads
INTERIOR
--------------------------------------------------
Bride ZetaIII bucket seats
Willans Club 4x4 3inch harnesses
Willans 3inch harness pads
Nismo short shifter
Nismo GT shift knob
Nismo 5-piece GT-R floor mats
Nissan R34 GT-R V-Spec pedals
Nardi deep corn steering wheel
HKB boss kit
Quell cams approved fire estinguisher
Custom leather shift boot
Juran Racing seatbelt hooks
Stripped interior
Carbing passenger side kick panel
Carbing dead pedal