Shopping: Real Estate |  Costumes  |  Guitars
This Issue Archived Articles Blog About Us Contact Us
SEARCH


Regal R33

One of the world's best Skyline GT-Rs.

Words by Michael Knowling, Pix by Julian Edgar

Click on pics to view larger images


The Skyline GT-R is one of the world’s most commonly modified performance cars. That means it’s a big call to say that this is one of the very best - but we’re prepared to go out on that limb. This is a God of GT-Rs!

Owned by Peter Hopkins of the Sydney branch of Advan Performance, this R33 GT-R has bagged countless trophies, numerous magazine cover shoots and, well, more than a few standing start victims. But let’s clear something up before we go too far - this car is technically not a GT-R.

Peter tells the story...

Click for larger image

“The car was originally a R33 GTS4 all-wheel-drive and it ended up being converted to GT-R specifications after a genuine GT-R that I imported turned out to be a damaged and unrepairable. So what we did was basically a swap job. You can tell [this isn’t a genuine GT-R] by the factory sunroof, which was never fitted to the GT-R.”

With bodywork commencing in 1999, the R33 GTS4 was stripped back to bare metal and painstakingly reassembled using the GT-R’s pumped guards. Dr Bob in New Zealand performed this task – in fact, the majority of work was performed in New Zealand before Peter decided to branch Advan Performance into Australia.

Click for larger image

With the intention of creating an all-time great promo vehicle, Peter opted for one of the most attention-grabbing body kits that can be pieced together. The majority of the body kit is Trust, but the mirrors are Ganador (from Japan) and the rear diffuser was custom made in Sydney by Body Form. Peter also has two bonnets to suit different occasions - the carbon-fibre job seen in our pics was a lucky purchase in Hong Kong.

The paint is a custom mix by the eccentric Dr Bob in New Zealand. Peter asked for something different – and that sure is what he got! Described as “blurple” the paint has been beautifully applied and is well up to show winning standard. Oh, and you might notice the odd sticker here and there!

Click for larger image

The guards are amply filled by a rare set of ex-Trust Amkread 18-inch rims, which wear 265/35 Yokohama rubbers. A suitably low stance is delivered thanks to HKS shocks/springs that combine with Cusco adjustable front arms, swaybars and front tower brace to improve handling. Advan also solid-mounted the rear sub-frame and added their own in-cabin rear tower brace to supplement the GT-R brace. Rear chassis stiffness is not a problem!

Click for larger image

Part of the transformation into a GT-R included - of course - dropping in the mighty RB26DETT engine. Advan Performance is the Australasian distributor of Trust/Greddy equipment so there should be no surprise to learn that the engine boasts almost the entire Trust catalog of parts.

Ahhh, where to start?

Click for larger image

Almost the only Nissan part left inside the RB six is the crankshaft - and even that has been stress-relieved, reshaped and re-drilled. The rest of the hardware comes from the good people at Trust - rods, pistons (providing a 8.6:1 static compression ratio), camshafts, cam sprockets, valve guides, retainers and head gasket. A Trust high-capacity sump, oil cooler with remote filter mounting kit and an aluminium radiator help ensure there are no embarrassing mishaps. A beautifully fabricated Trust catch can – which is representative of the overall finish of the engine bay – is also installed. Note the miles of braided line.

Click for larger image

The DOHC, 24-valve head has been extensively modified - it features enlarged exhaust ports, cleaned-up intake ports, larger valves (in a revised location) and reshaped combustion chambers. The latter was performed under the guidance of Trust engineers in Japan. Take a look at the engine bay and you’ll also see a trick clear belt cover that is manufactured by - you guessed it - Trust.

Click for larger image

The turbo system is an exclusive. A Trust exhaust manifold is bolted to the side of the head and feeds a pair of Trust TD06 20G turbochargers, which Peter says deliver their best above 5200 rpm. A single 45mm Trust external wastegate also feeds exhaust gasses into a massive 4-inch diameter Trust TR stainless exhaust system. Intake airflow is equally free-flowing thanks to a pair of Trust filters in a cold air enclosure.

Click for larger image

Charge-air temperature is slashed by a humungous Trust Drag intercooler with a core measuring some 165mm thick. Intercooler plumbing is custom fabricated to suit the 20G turbos and you’ll find a Trust Type R blow-off valve on-route to the throttle bodies. Interestingly, Peter hasn’t ripped off the factory six-throttle intake to whack on a big single throttle arrangement.

Peter explains, “I went for the Trust multi-throttle intake manifold because it offers better response than a larger single throttle set-up.”

Click for larger image

The fuelling and ignition shooting match is controlled by a one-off Link programmable system that was designed to suit this specific vehicle. Interestingly, Peter runs a set of six 720cc primary injectors and another six 550cc secondary injectors that feed from a pair of Trust rails. A Sard race fuel pressure regulator, twin Bosch 044 pumps and a surge tank rounds out the fuel system - see how nicely the pumps and surge tank are installed in the boot.

The ignition system comprises Splitfire coils working off the Link ECU.                  

Click for larger image

Obviously, the factory Nissan clutch wouldn’t be very useful with such a highly modified engine. Driveline slip is now eliminated by an OS Giken triple-plate clutch system. The rest of the driveline remains standard GT-R, except for high-capacity Trust front and rear diff covers. These are finned to shed as much heat as possible.          

Peter points out that the build-up was completed before GT-R stroker kits had become relatively common. As a result, power comes from a considerable number of revs - the engine is limited at 10,000 rpm (yep, you read it right!). The Profec B electronic boost controller gives up to 2.5 Bar of boost - but only when running BP race fuel. In this configuration, the car has muscled out more than 500kW at the wheels on a Bosch chassis dyno in Auckland. For street duties, boost is kept down to around 1.6 Bar and with 98 RON pump fuel in the tank the car has made a still-impressive 400kW at the wheels.

Performance? Given the right conditions, Peter is confident the car could run a 10-second quarter mile pass.                       

Click for larger image

This kind of acceleration is despite carrying an interior that is best described as plush. The front seats were donated from a Subaru WRX and were generously retrimmed in quality leather. The standard Nissan rear seat was also reshaped and trimmed in matching leather together with the door trims. Peter keeps tabs on the engine via a GReddy fuel pressure, oil pressure and oil temp gauge in the center of the dash, an A-pillar GReddy boost and EGT gauge and a column-mounted GReddy coolant temp gauge. Yep, there are plenty of gauges! Other interior features include a drift-type handbrake button, a Nismo Group A steering wheel plus an electronic boost controller and turbo timer. A steering wheel mounted button allows Peter to switch to high boost when in the higher gears – this, he says, helps maximize the life of the driveline.  The audio system comprises a Pioneer double-DIN head unit that feeds a pair of amplifiers, Fusion front splits and a big-ass Fusion sub that’s mounted in the boot.

Take a close look at finish of the interior and you’ll see that it’s another area where this vehicle really sets itself apart.

Click for larger image

With such an impressive list of features so beautifully integrated Peter is happy to leave the car largely as it is. But the near-standard brakes are soon to be upgraded to prototype 8-pot Trust/GRex units and an interior revamp is on the cards.

Peter wraps it up; “I have no immediate plans to sell the car, but if some were to offer me an amount well into the three-digit territory I’d consider it.”

You get what you pay for!

Contacts:

Advan Performance Centre
+61 2 9647 1326
www.advan.co.nz

Did you enjoy this article?

Please consider supporting AutoSpeed with a small contribution. More Info...


Share this Article: 

More of our most popular articles.
The story of the wonderful BMW M1 - a purpose-built racer

Special Features - 7 April, 2009

M1 Magnificence

Developing a cutting-edge human-powered vehicle

DIY Tech Features - 12 May, 2009

Chalky, Part 1

Peak boost in one-third of a second!

Technical Features - 5 October, 2010

Is This Your Electric Supercharger?

Almost beyond belief in its brilliance

Special Features - 12 May, 2009

The Amazing Tesla

A warning light that tells you when intercooler efficiency has dropped

DIY Tech Features - 7 July, 2008

Intercooler Monitor

Why if you're interested in economy or power, you must know about water injection

Technical Features - 15 April, 2008

The H2O Way, Part 1

You don't need an expensive factory towbar harness - even on CAN bus cars.

DIY Tech Features - 4 August, 2009

Towbar Electronics

DIY flow testing of the intake

Technical Features - 31 July, 2008

Free-Flowing a Miata MX5

The Eighties Group B rally cars with up to 600hp

Special Features - 21 February, 2003

The Early Days of Turbo Part 2

Getting a handle on digital and analog signals

DIY Tech Features - 17 February, 2009

How to Electronically Modify Your Car, Part 10

Copyright © 1996-2020 Web Publications Pty Limited. All Rights ReservedRSS|Privacy policy|Advertise
Consulting Services: Magento Experts|Technologies : Magento Extensions|ReadytoShip