Most of us - I'm talking AutoSpeed readers here, not necessarily Joe Public - like fast cars. Agreed? But hey, we're not the stereotypical rev heads, the straight-line punter who really hasn't a clue on cornering or braking. Nope, we know there's much more to having fun than simply mashing the accelerator to the floor and 'going for it'. Mind you, there's nothing wrong with the occasional burnout or quarter mile action, it's just that you can have so much more fun on a racetrack or lonely winding back road. See, whereas a quarter mile run might last anything from 10 to 15 seconds, time on the racetrack or hammering over kilometres of awesome back roads can equate to hours.
Samual Hong is the type of guy who knows exactly what I'm talking about, having gone to every possible length to ensure his ride offers the best of every world.
I mean, Nissan's R33 V-Spec GT-R is the right animal to base a project on, a vehicle that in its many incarnations has held the road car lap record at Nurburgring more than once. So, it's logical to suggest that adding even more go-fast goodies can push the envelope to even greater lengths. (How long's an envelope, Greg? - Ed) And that's exactly what Samual has done in his pursuit of the ultimate street and circuit machine.
Mind you, nothing happens over night. Like, here's a guy who likes the power and the glory, who made his first car - a brand spanking new 328i cabriolet Bimmer -even faster. Yep, he contracted Melbourne's Evolution R to supply a set of wheels, a suspension package, complete exhaust system, camshafts, cold air and engine management changes - enough to see the engine happening to the tune of 120 rear wheel kilowatts!
"I raced it quite a few times at Calder Raceway, and it was fairly quick for what it was (1:12), however as my driving improved, I desired a faster car, so I sold the 328 and bought a 30,000 kay old GT-R," he enthused.
Stock-as-a-rock - but not for long! In fact, over the two years Samual has owned his V-Spec GT-R, and as finances have become available, additions have taken place - interestingly with all work performed by Evolution R. Typically, the first plan was to fit new rims and rubber, with Sam choosing 18 x 9.5 inch Volk Racing TE37 wheels and Dunlop RSV 98 Spec 265/35 tyres. Accepting that grunt isn't everything - and that brakes and handling stand for heaps around a race circuit - Sam upped the suspension ante with a full compliment of Tein height and damper adjustable struts, Nismo Circuit Link suspension arm, APEXi strut brace and an aluminium HKS Kansai rear bush kit.
Extra squirt followed - a basic yet comprehensive package of parts designed to bring the power up to something like 280-290kW at the flywheel. Likewise, for Sam to feel better about his performance aspirations, he pampered himself by lashing out on a range of bolt-on parts for the interior and exterior of the vehicle. The exterior combo is limited to what Sam reckons are the essentials. Such as an adjustable ARC carbon-fibre rear wing, Nismo wing emblem, side skirt emblems and full rear skirt. But inside it's a different story! Blitz was called upon for a 340-km/h speedo and Power Meter ID, while APEXi chipped in with an electronic exhaust temperature meter, electronic boost meter, and AVC-R boost controller. Other high profile companies also came to the party: Momo with a steering wheel (over a Nismo boss kit), Alpine with a CDA-7865R fronted sound system, a Trust gear knob, FET TB-208 turbo timer and a pair of Sabelt racing harnesses.
Early in the new millennium, Sam was chomping at the bit for even more grunt, so a plan was devised. Ray Evans and Donald Chia concocted a combination they felt capable of delivering the goods with absolute reliability - which is extremely important given the car's driven daily status! Mind you, the GT-R was already bloody quick, having pulled a 1:07 around Calder as well as outright race wins at two Asian race days! As opposed to the original bolt-on package, this time the engine was removed and completely rebuilt with a Trust high volume oil pump, 87mm forged HKS pistons and rings, 1.2mm metal HKS head gasket, Mines vernier cam wheels, Nismo bearings and significant cylinder head porting. The balanced engine is backed with a lightweight Nismo flywheel and 900kg clamping force Nismo G-Max twin place clutch, and a rebuilt gearbox with heavy duty 3rd, 4th and 5th gear synchros.
Bolted around the 2.6-litre in-line six-cylinder are more name brand components than you can poke a stick at. Most important, you'd have to say, are the two Nismo RS580 turbochargers mounted on port-matched manifolds and ending with an N1 exhaust system with Trust TR muffler. Ensuring plentiful fuel makes its way into the polished chambers through a port-matched inlet manifold is a vastly improved supply system comprising an APEXi fuel pump, regulator and GT reserve tank, Nismo 555cc injectors and Trust fuel rail.
The engine is held firm with Nismo engine mounts, and fronted with a monster Trust intercooler and piping kit, Trust oil cooler, Arnage radiator shroud and Evolution R aluminium radiator. Important ancillaries are a pair of HKS air filters, HKS front exhaust pipe, two HKS electronic idle stabilisers, NKG iridium spark plugs, full Trust pulley kit, Split Fire plug leads, two Blitz blow-off valves, an ARC oil catch can and APEXi Power FC engine management computer.
Maxing out at 265 'wheel' kilowatts (and that with wheelspin!), the new package delivers grunt in spades - like in real world flywheel figures something of the order of 450 horsepower - which I have to tell you is nothing to be sneezed at - either on the street or the race track.
Thing is, this level of performance brings with it a major concern, even for the Brembo brake equipped GT-R. Yep, the standard brakes are good, but hey, they're not up to slowing a car like this from warp speed time after time. A new radically serious combo was needed, satisfied with the fitment of a pair of front mounted 330mm rotors and monster six-spot calipers with Performance Friction carbon metallic pads. Project U-HC pads are used out back, while Earle's braided line is used extensively and integrity is assured with the master cylinder thanks to a Cusco Brake Stopper.
Unfortunately, Sam hasn't made it back to the racetrack since completing what must be described as one of the best packages around. Of course, there's the odd GT-R making more power, some appear more aggressive with radical body kits, and others have more interior gadgetry than this one, however few compare to the overall combo.
It looks good, the interior offers everything you could hope for, it sounds great, goes hard, handles and stops. Gee, can I have one please!
Contacts/Thanks:
Evolution R
03 9543 6255
Dean at Auto Racing Technic (ART)
Girlfriend Andrea for putting up with - what I don't know!
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