Nissan GT-R Turbos R32 , R33, R34, R35

The following is some information on the stock and aftermarket turbos available for the Nissan Skyline GT-R , and Nissan GT-R. R32, R33, R34, R35 as they are often referred, being the chassis codes.
 

 

 

 

 

 

 

 

R32, R33, R34

Above about 1.1 bar the stock RB26 turbos have a tendency to break the exhaust wheel off. People have gone low 12's, high 11's on the stock turbos, but not for long. Stock peak boost R32 is about 0.8 , R33 0.9, R34 1.0.

 

 

 

 

 

 

 

The exhaust manifold on the left side of the picture is a stock R32,R33, R34 piece. On the right is a modified N1 exhaust manifold from a Nismo built Super Taikyu car. You can see bracing between the manifold flanges, and the larger hole for the turbo “foot”.

 

 R35 GT-R

Uses an IHI turbo, with an integrated exhaust manifold.

IHI RHF55 same as MY06 STi Impreza

Turbocharger Type RHF55
Turbine Blade no. 11
Compressor Blade no. 6 + 6
Turbine Rotor Size 53mm / 48mm
Compressor Rotor Size 60mm / 46.5mm
Max. Turbine Speed 165000 rpm
Wastegate Open Press. 78 kPa
A/R Ratio 15
Compressor seal material Synthetic mica + Teflon
Bearing Type Floating Metal Bearing

Skyline GT-R Wastegate operation and vacuum diagram

Turbo lag

Turbo lag Excel document

Garrett bolt on turbochargers

Garrett GT-RS equivalent  2871-10 
http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT28/GT2871R_707160_10.htmGarrett 2530 equivalent 2860-5
http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT28/GT2860R_707160_5.htm
Garrett N1 equivalent
http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT28/GT2860R_707160_7.htm

HKS turbochargers

Turbo	Output	Compressor Wheel			Compressor Housing			Turbine Wheel			Exhaust Housing
	PS	Trim	Inducer (mm)	Major (mm)	Inlet (mm)	Outlet (mm)	A/R	Trim	Major (mm)	Exducer (mm)	Inlet Flange	Oulet Flange	A/R
GT-SS	280	60	46.6	60.1			0.60	76	53.8	47	GT25	Internal - GT25	0.64
GT2510	300	63	47.7	60.1	60	50	0.60	62	53	41.7	GT25	Internal - GT25	0.64
											T3	Internal - Skyline Type	0.64
GT2530	320	63	47.7	60.1	60	50	0.60	76	53.8	47	GT25	Internal - GT25	0.64
											T3	Internal - Skyline Type	0.64
GT2535	340	56	51.6	69	60	50	0.60	76	53.8	47	GT25	Internal - GT25	0.64
													0.86
											T3	Internal - Skyline Type	0.64
GT2540	350	46	51.7	76.2	60	50	0.60	76	53.8	47	T3	Internal - Skyline Type	0.64
GT2540R	360	46	51.7	76.2	70	50	0.50	76	53.8	47	GT25	Internal - GT25	0.64
	370												0.86
GT-RS	400	52	51.2	71.1	60	50	0.60	76	53.8	47	GT25	Internal - GT25	0.64
GT2835	380	48	49.3	71.1	70	50	0.50	84	56.5	51.8	GT25	Internal - GT28 84 trim	0.64
													0.86
	400	52	51.2	71.1	70	50	0.50					External - GT30	0.61
													0.73
													0.87
	410	56	53.1	71.1	70	50	0.50						1.01
													1.12
GT2835Pro	420	56	53.1	71.1	100	50	0.50	84	56.5	51.8	T3	GT-Pro Type	0.68
GT2835ProS	420	56	53.1	71.1	100	50	0.50	84	56.5	51.8	T3	GT-Pro Type	0.68
													0.87
GT2835R	420	56	53.1	71.1	100	50	0.50	90	56.5	53.6	GT25	Internal - GT28 90 trim	0.86
												External - GT30	0.61
													0.73
													0.87
													1.01
													1.12
GT3037ProS	480	56	57	76.2	100	50	0.60	84	60	55	T3	GT-Pro Type	0.68
													0.87
	480	56	57	76.2	100	50	0.60	84	60	55	1JZ (VVT-i)	GT-Pro Type	0.68
													0.87
GT3037	420	48	52.8	76.2	70	50	0.60	84	60	55	GT25	External - GT30	0.61
	440	52	55	76.2	70	50	0.60						0.73
	470	56	57	76.2	70	50	0.60						0.87
GT3037S	450	52	55	76.2	100	50	0.60						1.01
	480	56	57	76.2	100	50	0.60						1.12
GT3040	500	50	58	82	100	60	0.70
GT3240	580	54	60.3	82	100	60	0.70	84	54	58.7	GT25	External - GT30	0.87

http://homepage.ntlworld.com/tbroom/Turbos.htm

Apex - IHI turbochargers

AX TURBINE/RX6B TURBO CHARGER statistics chart
MODEL		Bearing system	Supercharging pressure Control control equipment	Correspondence with 1 machine Output (PS)	Compressor wheel			Compressor housing			Turbine wheel			Turbine housing						Actuator
					Trim	Entrance diameter (Mm)	Major diameter (Mm)	Entrance diameter (Mm)	Exit diameter (Mm)	A/R (Mm)	Trim	Major diameter (Mm)	Exit diameter (Mm)	Entrance flange		Exit flange	A/R (Mm)	Material	Pilot by-pass Diameter (mm)	Type	Set pressure (MmHg)
AX53B60	STD	Ball bearing	Actuator	340	57	46	60	φ 60	φ 50	19	82	53	48	T25		SR20 exclusive use (S14)	22	High silicon	26	STD	570
																	25
										13.4				T25		RB26 exclusive use	18		26		570
																	21
										20				EJ20 exclusive use		EJ20 exclusive use	20		24		570
	Racing									13.4				T25		RB26 exclusive use	18	ニレジスト D5S	27	Strengthening type	750
																	21
AX53B70	STD	Ball bearing	Actuator	380	57	53	70	φ 60	φ 50	19	82	53	48	T25		SR20 exclusive use (S14)	22	High silicon	26	STD	570
																	25
										13.4				T25		RB26 exclusive use	21		26		570
										19				T3		RB20/25 exclusive use	22		24		570
																	25
										19				EJ20 exclusive use		EJ20 exclusive use	18		24		570
	Racing									19				T25		SR20 exclusive use (S14)	22	ニレジスト D5S	28	Strengthening type	750
																	25
RX6B	TCW15	Ball bearing	West gate	440	48	54	78	φ 70	φ 60	21	87	61	57	RX6B		RX6B	13	High silicon	-	-	-
	TCW10			500	57	59	78	φ 70	φ 60	21	87	61	57				16
	TCW76L			520	47	56	82	φ 75	φ 63.5	21	87	61	57				18
	TCW77L			560	55	61	82	φ 75	φ 63.5	21	87	61	57				20
	TCW76LS			520	47	56	82	φ 90	φ 63.5	21	87	61	57				22
	TCW77LS			560	55	61	82	φ 90	φ 63.5	21	87	61	57				25
																	27
AX75F82	STD	Floating metal	West gate	640	61	64	82	φ 100	φ 60	17.8	76	74.1	64.5	T4 and 1 port		Inserting type inside diameter φ 73, major diameter φ 90.5	25	High silicon	-	-	-
AX75F92	STD	Floating metal	West gate	730	50	65	92	φ 100	φ 60	17.8	89	74.1	70	T4 and 1 port		Inserting type inside diameter φ 73, major diameter φ 90.5	25	High silicon	-	-	-
* As for the AX53B series turbine specification differs each every kit.
The RX6B series has set conformity turbine size each every kit.
Each commodity concerning details please inquire.

The Real Basics –Nissan Skyline GT-R , R32, R33, R34

The Real Basics - GT-R , R32, R33, R34 Maintaining the car. The first things you should check.
1) Oil - 7.5W-30 recommended in Japan. A good 10-30W synthetic is a good start for a street car.Oil Change /Filter change. Keep it happy. We use Redline 15/50w or 10/30w full synthetic. Oil Filter - OEM 15208-60U00 , Fram PH3682 ,OEM(R34) 15208-9E000
2) Fuel - 91 PON in California. Higher some places . You don't want to run anything less than the highest octane pump gas available.
3)Air filter. If you are using the stock box you can put a K& N part # 33-2031-1 OEM –16546 –V0100 or 16546-V0100 , Fram CA4309 ,. Fits R32,R33 ,R34. Part of making power is Air in /Air out.

4) Spark plugs - PFR6A-11 stock. PFR7A-11 are one heat range cooler You may want to tighten the plug gap up if you are going to up the boost. Stock gaps on these plugs are 1.1mm which is pretty wide for a spark plug. Iridium's work well. They are expensive but they work well. We have had a problem with the Denso iridium plugs breaking the ceramic around the electrode. With the NGK's we haven't had a problem.

5) Fuel filter - Same as a 1996 Infiniti J30. Its a good idea to change it when you get the car.
6) Transmission fluid - Don't try and fill it though the gear shifter. Though the gear shifter is the transfer case GL4 75-90

7) Front Diff - GL5 85-90
8) Rear Diff - LSD GL5 80-90
9) Transfercase - Nissan Automatic Fluid Type D
10) Attesa System - Nissan Automatic Fluid Type D


What needs to be upgraded , when ?
Fuel injectors - 444cc. Lets just say that each cc of injector - on a 6 cylinder car is good for 1 hp... So with the stock injectors we can make 444 hp at the motor.... its just an approximation , but its pretty close.
Fuel Pump - 195 L/hr . If its 15 years old, it might be a good idea to change it Nismo replacement is 276 l/hr . Apex'i Replacement is 276 l/hr.
Turbos - Above about 1.1 bar they have a tendency to break the exhaust wheel off. People have gone low 12's, high 11's on the stock turbos, but not for long. Records for stock turbos. Stock peak boost R32 is about 0.8 , R33 0.9, R34 1.0. Need to go to a full metal turbo. HKS GT series are good turbos. We have also run Apex'i AX series turbos. The 2530's are the way to go with the small GT series for about 450-500 whp on pump gas.

Oil pump - Early R32 has a narrow oil pump drive. Late R32/R33/R34 has a wider drive. The oil pump should be replaced if you plan on reving above 8,000 rpms

Clutch - The stock clutches have gone low 12's, but in an R32. R33/R34 they give up pretty quickly. High 12's, slip them a few times, and they are done.At least a sturdy single plate. Nismo twin plate works well. HKS twin plate is fairly hard to drive , but you get used to it. It also makes a bit of noise. A triple plate is very difficult to drive. MAF - The stock 65mm MAFs are good for about 400 whp. Above then they run out of range and max out their voltage. Stock ones max out at around 400 horsepower to the wheels. A popular replacement is the 300ZX meters. A 300ZX uses one - we double up for the GT-R.They are physically larger. 80mm vs 70 mm
Oil Cooler - The stock cars run an oil/water heat exchanger. Its a good idea if you are going to go on a track, or do any high speed driving with the car to put an external oil cooler on the car. On a track, it only takes a few laps in cool outside temps to get the oil temps above the 110C range.
Camshafts - Stock they are 240/236 duration 8.58/8.28 mm. More than 9.1 mm of lift needs clearance around the bucket due to the height of the camshaft lobe. Small cams will generally see at least 20 whp, and will generally also pickup response.
Brakes -Stock R32 brakes are an upgrade for 300ZX's.Stock Vspec R32 brakes are Brembos. Stock R33 /R34 are Brembos. For most people these are adequate . Brake pads are up to whatever is the latest and greatest. Generally speaking if they work really well, they throw a lot of dust, and squeal like a stuck pig at low speeds.
What Breaks ?
Clutch- Lots of power and AWD . The fuse in the driveline is the clutch. You have a lot of possibilities here. My favorite "normal" clutch is the Nismo twin plate clutch - along with a Nismo Slave Cylinder The twin plate clutch will work until around 600 hp at the wheels. It has a very nice feel , plus its a sprung hub , for that extra give in the driveline. We have used HKS/Tilton twin and triple plate clutches. They are non -sprung hub. The HKS/Tilton twins are fairly difficult to drive. Or as Sport Compact Car called one "the clutch from hell". The triple could not be recommended for a street car. It was extremely difficult to drive on the street. Carbon clutches are great but very expensive. The Tilton true carbon/carbon clutch costs around $5000.

 Transmission - In R32 ,R33 making over 500hp to the wheels , 3rd gear has had some issues while drag racing. The synchros are also not all that durable. The internals of the R32,R33 are the same as the 300ZX twin turbo. Redline Shockproof Heavy Gear Oil. We used it in our 10.7 drag car with a stock transmission and it seems to really help with transmission durability.
The Getrag in an R34 requires its own special oil.The oil is available from Toyota dealerships and its $40 a liter. The Getrag does not like Shockproof Heavy, so don't use it in it.. OS Giken transmission internal upgrades for the R32-R33 seem to be good up to 700 hp. If you want to go fast straight, there are some guys building a strong Nissan automatic box.

 Turbos - The stock R32,R33 ,R34 turbos have ceramic exhaust wheels . Detonation has caused more than one of these to break off , thereby causing a normally aspirated GT-R. Don't detonate on the stock turbos. In Japan they say the limit is 1.1 bar.You can run more, just be prepared to change the turbos.
Oil pump- Early R32's have an oil pump drive that is about half the width of the late R32/R33/R34 crankshaft. That combined with an 8000 rpm factory redline leads to the occasional misshift over rev and the oil pump gears break. The N1 oil pump is a stock pump with a stiffer spring. Many aftermarket companies make upgraded pumps. The motor has to come out, they cost $1000 and up.

#6 cylinder - #6 cylinder is the lean cylinder. Every motor has a lean cylinder. Its also at the back of the motor, last to get coolant flow. The stock intake manifold design forces air to stack up at #6. The Nismo inlet plenum was designed to balance flow though the motor. This is not really a basic, rather something just good to know. Just know that if you ever run the car lean, you will probably hurt #6 first. Also if you are checking compression or leak down, try out #6 first.
Why you shouldn't use a Japanese market tuned ECU.. Japanese market premium fuel is rated at 100 octane.They use a different method of determining octane in Japan. Here in the US -Southern California our premium fuel is 91 octane (RON+MON/2) . Of course you can buy 104 unleaded from VP. You can also buy 100 octane unleaded out of the pump at some 76 stations. But for all practical purposes 91 is as high as you will get here in Southern California. Some places in the US you can get up to 94 out of the pump at "normal" gas stations.

The Wildest R34 Skyline GT-R : Garage Ito With Prostock

This is about as wild of an R34 GT-R as you will ever see. Dino Dalle Carbonare posted up this awesome set of pictures on this insane R34 at Speedhunters.
Why do I call this the wildest R34 ?

It cost a massive $350,000 to build and has yet to see the light of day on a race track. It all started back in 2006 when Hiroya-san, a very good customer of Garage Ito in Osaka, decided to see if he could challenge the lap time record at Tsukuba set by the HKS CT230R.

350k and it hasn’t even run. From the looks of it, its close to running, but just needs a few finishing things to turn a lap.

If you looked at a lot of GT-R’s you would realize how far set back the engine was. If you know GT-R’s you would also know why this is so difficult.
Heres a different angle from the World Challenge R34. Same titanium Nismo stut tower brace. Look at the relationship of the front cover to the strut tower brace in the Prostock car.  The further you can put the weight behind the front axle, the more responsive the car will be. And that leads to the next item…the front axle.



The GT-R has the front differential built into the oil pan. You may not think that is much of a deal, except when trying to move the engine back as much as the Prostock car. The gold shaft running though the pan is the tube that contains the jackshaft for the left side axle.

The Prostock car from below.

The front differential has been pushed forward, and the axles still look like they aren’t straight. Not sure if that might hurt the car if it ever runs.  Tubular front subframe.  The tubular subframe has to drop some decent weight, and would make working on the car much easier.  Then there is the suspension. Double wishboneish, blade style sway bar. Check out the steering rack mounting.  Lots of car nerd sexiness going on there.
 
The front suspension from a different angle. The front axles look like they might not last long at those kind of angles.

More tubular subframes and double wishbone suspension. You can also see the ATTESA pump forward of the differential.

A nice short, titanium exhaust. No coolers, nothing too strange. Steel braided line to the ATTESA clutch control. Sequential trans. Stock transmission mount.
For about the last 3 years, this car has looked really similar to this. Hopefully they can eventually get this thing out onto Tsukuba , where it belongs.
Source : SpeedHunters

Nissan Skyline GT-R Advanced Notes

The following is some old Nissan Skyline GT-R notes that Steve Mitchell took one day while hounding a certain “Mr. GT-R” May 18, 2002. Most of the notes relate to R32 GT-R’s, as that is what is Mr. GT-R’s personal trial car.
 
ENGINE

Camshaft lobe centers in 106 and ex 108 is best starting place
264 or 272 up to 600ps
Prefers 10.1 mm lift

Minimum 3" exhaust from each turbo
Must have flex joint in downpipes to prevent cracking of #6 cylinder exhaust manifold. 4" minimum to equal 3" pipe flow

Prefers 720cc injectors
Modified stock fuel rail
2 stock fuel pumps up to 600ps. 2 Nismo pumps for 600+ in parallel in tank
Use fuel cell foam in R32 tank due to fuel slosh problems

Add a separate oil drainback from the rear of the head to the pan Use Trust style oil pan modification kit
Use late style crankshaft with wider oil pump drive

Stock crank good to 600ps if balanced
Prepped crank and rods good to 700ps max, (deburr ,polish , shot peen , balance)


Use metal headgasket after 450ps for circuit racing 1.2 mm or 0.9 mm
Use aftermarket rod bolts , Isky in the UK ??

Only minor head porting is required , cleanup and bowl work
Push intake splitter back and knife edge
Unshroud intake valves and remove all sharp edged to combat detonation , leave exhaust quench pad alone for under 800ps. He sometimes removes the intake quench pad as well.
For 800 +ps remove both quench pads like Porsche 996 turbo combustion chamber

Use forged pistons Tomei or Renik , he likes oil gallery pistons
Use Nismo timing belt - much stronger
Re-check cam timing after 1000 miles due to belt stretch
N1 oil pump is only higher pressure , volume is same
Nismo oil pump is higher volume
Oil cooler is required
Center main journal clearance is very critical
#6 cylinder runs leanest . Flow test injectors and put largest in rear and smallest in front.

Fully divorced wastegate is not good . Should only be divided for 30mm to prevent cracking and warping issues on stock type turbos
Add bracing to wastegate actuator or extra springs .
Wastegate hold in turbo housing should be made smaller diameter and the puck arm modified to open further by shortening arm length. This helps spool up by preventing the exhaust flow from sucking the puck slightly open.
Stock inlet hose to rear turbo collapes due to vacuum , replace with steel
Rear turbo always runs much hotter and fails first .
It also produces a different pressure than the front turbo and this contributes to turbo surge
R34 Vspec II has NACA duct to help with rear turbo cooling
Replace intercooler piping with silicone or hard pipes
Add hole to stock airbox though fender well
Change resolution of ECU map to have more data points at high rpm
Use Z32 AFM's or Apex'i D-Jetro for best response
Use a different ECU map for each gear , determined by rpm and mph inputs
Used NGK 5400-10 plugs for racing and 5400-9 for street , Alternate is Denso 32R for race and 31R for street
He uses custom made coils with 60kV output . Stock is 45 kV.
Stock N1 exhaust manifolds are cast molded stainless. Port to 50mm , but weld up outside first with stainless rod
25-50wt Redline synthetic oil or Pure 10-60 synthetic oil.

CHASSIS

OS Giken clutches
R34 Trans with 3.7 :1 gears in front and rear
Nismo slave cylinder
Use OS Giken crossmission to replace weak factory gears
R32 does not need rear diffuser
R32 needs front diffuser

Do not use chassis foam to stiffen chassis. Breaks after heavy circuit use and can not be removed
R32 front chassis is weak in bending and torsion. Add as much bracing as possible , such as Do-luck sub frame connectors and HKS Kansai Kit

R32 N1 lip rear lip adds a lot of drag for minimal downforce increase use only on short circuits.

Front wheel bearings and CV boots wear out quickly when using extreme camber. Cool bearing with nitrogen vapor prior to installing into spindle
Recommends up to 4.5 degrees negative front camber and 1.5 negative rear camber.
For short circuits use up to 5mm toe out front and 0 toe rear for all circuits.

For street use he recommends 10kg front and 8 kg rear spring.
Track use he recommends to reverse them or 10 kg front and rear.
When using 15-18 kg front - use 2 kg softer rear

Set up car like a front wheel drive car

He has different attesa EPROMs for different types of circuits , suggested Field ETS controller as simple alternative
Attesa system relies on the factory ECU to sense engine load and when you change the engine load mapping , it affects the attesa system response
He uses LSD type front diff for some short circuits
He used Trust type large capacity front differential cover
He recommends rear diff cooler for heavy circuit use
He likes 245 tire on a 17 x 9 20mm offset wheels for R32 . Or 17 x 9.5 with 265 tire
Disconnect Hicas for circuit use

BRAKES

Use Staega 260 RS master cylinder 15/16ths (46010-0V600). Gives more rear bias than Vspec.
Not good for wet circuits , too much rear brake bias

Use F40 front brakes , 332 mm and R34 Vspec 322mm rear rotors

ABS actuator is the same for all R32's . Control unit is different between models

R34-5 : What You Get When You Mix R34 and R35

Saw this over at the Clipping Point Blog. The pictures are from a Japanese auction, you can tell, they always look the same. Someone decided they liked the R35 so much that they would graft the front and rear onto an R34 Skyline. Interesting. Not sure what else to say than interesting.  The old saying goes, “the grass is always greener on the other side.”

Nissan Skyline GT-R R34 Production Information

Production Numbers (12175 total)

1999-5536,
2000-1859
2001-2197
2002-1775
2003-2.

Standard-3962,
Vspec;Mspec,VspecII;Nur-7338,
N1-45


Production Dates

1st model 1-8-1999
Vspec 1-8-1999
Vspec N1 1-8-1999
2nd model 8-26-2000
Vspec II 8-28-2000
Mspec 5-8-2001
Nur 2002

R34(1999-2003,2005)

* Early
* Late
* Vspec
* Vspec N1
* Vspec II
* Vspec II N1
* Mspec
* Vspec II Nur
* Mspec Nur
* Z-Tune

Nissan Skyline GT-R prices when new

1-8-1999
* GT-R 4,998,000 yen
* Vspec 5,598,000 yen
* N1 5,998,000 yen

1-8-1999 Midnight purple II (300)
* GT-R 5,298,000 yen
* Vspec 5,898,000 yen

1-7-2000 Midnight purple III
* GT-R 5,148,000 yen
* Vspec 5,748,000 yen

8-28-2000
* GT-R 5,048,000 yen
* Vspec II 5,748,000 yen
* N1 6,098,000 yen

5-8-2001
* Mspec 5,950,000 yen


BNR34 Color Codes

TV2 - Bayside Blue
QM1 - White
KR4 - Sonic Silver
KV2 - Athlete Silver
GV1 - Black Pearl
AR2 - Active Red

EV1 - Lightning Yellow

LV4 - Midnight Purple II
LX0 - Midnight Purple III
WV2 - Sparkling Silver
QX1 - White Pearl
EY0 - Silica Breath
JW0 - Millennium Jade


R32 Information | R33 Information | RB26DETT Information | ATTESA Information



Ebay Store

R34 GT-R Anniversary Cruise

Speedhunters posted an article and pictures from a Nissan Skyline GT-R – R34 Anniversary cruise that took place near Sydney Australia.


About 30 R34 GT-R’s showed up for the meet and took a cruise to Mt. Wilson from Penrith.

Next year will also mark the 21st Anniversary of the legendary R32 GT-R, which is planned to be held at the Motorsport Museum in Gosford and will be hosted by motorsport legends Terry Ashwood and, possibly, Fred Gibson.

Head over to Speedhunters to check out some more pictures from the event.



Source: Speedhunters.com

Mines R34 GT-R vs Three Tuned R35 GT-R’s

From Hot Version #103.  The Mines R34 GT-R with Tarzan Yamada driving vs three tuned R35 GT-R’s.

Tokyo Auto Salon 2010: Nissan Skyline GT-R’s . The Octane Report

The Octane Report took a trip to the 2010 Tokyo Auto Salon and shot some of the Nissan Skyline GT-R’s at the show.  Option Magazine had a 20th Anniversary RB26 Tuning exhibit.  20 years old. Not quiet old enough to drink here in the US, but old enough to vote.

Head over to the Octane Report for lots of photos from the show.

Source: The Octane Report

R34 GT-R on the Dyno

Automotive Forums R34 Skyline GTR for Redline TimeAttack! 585whp on Dynojet. AEM EMS and everything else you can imagine!

An old video of the race car on the dyno. 

2010 HKS Premium Day – Speedhunters Pt3

Dino from Speedhunters posted up a great bunch of pictures from the HKS Premium day. In this part, the GT-R’s are out in force.

 

2.8 liters and a HKS T04Z turbo with super clean engine goodness. See the car that goes with the engine here.

 

From the Waky Mate R32 GT-R that was running at Fuji racetrack. Pretty nutty setup for a road course.

Revolfe R32 GT-R. Big single turbo. Single throttle body, off the wall fuel system.

Midori R34 RB26 that has been lowered several centimeters, lowering the center of gravity.  I would like to see some pictures of the subframe.

Source : Speedhunters