Brett Clacher of Sydney's Joviant Performance is no stranger to fast cars.
His previous modified Nissan 180SX was certainly no slouch but the calling to
Nissan's biggest and baddest performance package - the GT-R - was simply too
strong to ignore. Brett does a lot of importing and ADR-ing of Japanese cars, so
when a mint R33 GT-R popped up in his normal travels, he leapt at it. Quite
unlike the majority of GT-R imports we've seen, this example arrived in
completely stock form. No signs of drifting, no signs of street racing,
no signs of ever having an aftermarket exhaust.
So how were Brett's early days of 'the GT-R experience'?
"I didn't think much of it in standard form," says Brett. "I mean, it was a
pretty good overall package for the size of the car but I guess a person's
impression of the GT-R depends what they step out of. I sure didn't step out of
a Corolla..."
With the standard GT-R making a measured 215 horsepower at all four wheels on
a Dyno Dynamics chassis dyno, the performance envelope was yet to be opened -
and Brett had the letter opener in hand. The first mods enabled the stock engine
to breathe easier and release those previously mustered-behind-a-fence horses. A
3-inch custom exhaust from the turbos and a pair of aftermarket air filters
helped the cause, as did a HKS Profec B boost controller allowing up to 18 psi
of boost. And, yes, that was through the stock front-mount intercooler.
Given its free-flow exhaust, intake and boost controller the '33 GT-R now
pumped out a much more exciting 280hp at the wheels together with dramatically
improved mid-range torque. Things were moving along very well you could say. The
next move was the fitment of an A'PEXi Power FC plug-in programmable ECU. "That
let me wring its neck with the standard internals and standard turbos," says
Brett.
And then things got a whole lot more serious.
Brett hauled out the RB26DETT straight-six from under the lid and set about
building a bullet-proof donk that could take a helluva pounding. As part of
these preparations, the bottom-end was rebuilt with custom JE forged pistons
(giving a static compression ratio "in the 7s") and the stock conrods were
treated to shotpeening, polishing and some little-end modification. A Nizmo oil
and water pump ensures a steady flow of lifeblood, while an aluminium radiator
keeps temps manageable. Oh, and the sump also scored custom baffle plates.
The DOHC head received a port job for extra flow along with a pair of custom
camshafts with GRex valve springs and vernier gears.
The tweaked 2.6-litre motor feeds its exhaust gasses through the standard
exhaust manifolds into a pair of N1 turbochargers, which aren't big enough to
sacrifice drivability. "Mid range torque is just so important," says Brett.
While the existing 3-inch exhaust was fine for medium power levels, Brett
decided to go all the way with a twin 3-inch system for the 'built'
motor. The intake to those N1 compressors was also revised with a pair of JR pod
filters with custom piping. Up to 18 psi of boost is channelled through a massive
front-mount 'cooler, which comprises a Trust core fitted with custom end-tanks.
Boost is being controlled by a pneumatic bleed arrangement - for now.
Engine management was again changed for the fitment of the rebuilt motor. An
Autronic SMC computer is in charge of a brace of 008 igniters, double-ended
Bosch coils and high performance leads - the factory coil-over-plug arrangement
was apparently breaking down on boost. Fuel is supplied by a Bosch 044
Motorsport pump with a surge tank, upgraded fuel lines and a Malpassi rising
rate regulator working with the stock injectors. No need for big, clumsy
injectors with this set-up.
The chassis dyno tells the sort of power increase these mods have yielded. If
the stock R33 GTR is supposed to be fast with just 215hp at the treads, just
imagine what its now like with 420 horses at the treads! We're talking
almost double the factory output and, perhaps more importantly, Brett says it
makes 288hp at the wheels by just 4500 rpm... By the time its big turbo'd rivals
come on boost, this sucker is g-o-n-e!
The standard clutch, of course, died long ago so Brett switched to a
single-plate 5-puck semi-ceramic clutch teamed with an upgraded pressure plate.
The stock 5-speed 'box has stood up to its torture without throwing in the
towel. Yet.
The only driveline mod to date is the fitment of a HKS torque-split
controller. Brett says this hasn't really been required until now, but he
expects it will become necessary for the next stage of mods - just wait a minute
and we'll come to that...
Brett likes nothing more than to dabble in circuit racing for fun, so it's no
surprise that his GT-R is much better poised than a stocker. Adjustable
Whiteline camber and castor allow Brett to dial up the optimal alignment, while
Whiteline lowered springs help reduce some of the big GT-R's weight transfer
issues. Grip is plentiful thanks to a set of Dunlop Formula R tyres worn on the
standard GT-R alloys. Brakes, meanwhile, remain standard with the exception of
EBC pads.
For local Aussie racers, you might be interested to hear Brett's best time
around Wakefield is 1:07 and at Eastern Creek he manages 1:48s.
Despite having virtually double the factory output, the brakes sure haven't
been put on this puppy's development.
At the time of writing, Brett had ripped out that unbreakable 2.6-litre motor
and is currently putting together a "monster" 3.0-litre. No, we're not talking
monster power numbers: "Anyone can do that with a big enough turbo and enough
boost," says Brett. The emphasis will be on torque. Brett wants to make 450hp at
the wheels (more than the current max output) at just 4500 revs - think about
that for a moment and you'll understand why it's so significant!
Will the gearbox last? Who knows? At least Brett doesn't find his GT-R
lifeless anymore!
Contact:
Joviant Performance
+61 2 9905 3399
www.joviantperformance.com
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