Targa Tasmania. It's not
quite like the Cannonball Run movie but here
in Australia there is no other road-racing event that demands so much of both
machine and driver. That's why Peter Moore pulled out all the stops to get
himself behind the wheel of the all-time king of Skyline GT-Rs - the R34 V-spec
N1. "To be competitive in Targa you really need a turbo Porsche or a GT-R," says
Peter. "I decided the Skyline was for me and went looking for the lightest,
fastest and newest version that was available. The N1."
Even in Japan the N1 is a rare bird, which made landing one locally somewhat
of a challenge. Craig Dean of Melbourne's Sports and Luxury Cars was up to the
challenge, though, and before long this particular 2002 example was landed in Oz
- the very first brand-spanking new N1 ever seen locally. Sports and Luxury Cars
also did the ADR-ing necessary to get the beast on the street.
So what is so special about the N1? Well, take the already legendary R34 GT-R
(complete with a 6-speed Getrag gearbox) and strip it out and you're on the
right track. The N1 does without air conditioning, an audio system, retractable
exterior mirrors, glovebox damper and light, rear wiper and adjustable beam
headlights. Basically, if it's not necessary for racing, it ain't there! Another
extravagant weight reduction measure is the standard fitment of a carbon fibre
bonnet. "There are a number of other small changes as well, which we're picking
up as we go along, " says Peter.
There's no question Nissan built the N1 to compete on the track - and on the
road - against the top-line Porsches. "The only reason you'd buy an N1 is to
race in a production car category," says Peter.
To remain eligible for entry into Targa Tasmania there are few suspension
modifications permitted. Peter has fitted Bilstein adjustable dampers and
firmer rate springs on adjustable platforms. "You can play with springs and
dampers as much as you like, but you aren't allowed to alter any of the pick-up
points," says Peter. Swaybars also remain standard.
"Its currently set up with a bit of rear-end squat and its not too stiff,"
says Peter. "You want the car set right to tackle the 20,000 different corners
in a Targa event. I think a person could come unstuck pretty quickly if they
chose to make adjustments to suit different conditions. Targa is largely about
the driver feeling comfortable," he says.
The Targa requirement for brakes is that the disc remains in the confines of
the standard size wheel. Thankfully, the N1 comes with 18-inch alloys allowing
Peter to squeeze in monster Harrop discs and 4-pot calipers. These are
absolutely as big as will fit - there are telltale signs of stones lodging
between the disc and the inside of the wheel whenever Peter starts venturing off
the bitumen and cutting corners... The rear brakes are standard N1 Brembos
wearing R18 Porsche pads (like the front).
Peter says there were brake bias problems with just the front Harrops fitted,
so there are now twin master cylinders with an adjustable pedal box to vary
front-to-rear brake bias. You have to apply quite a bit of brake pedal pressure
to get the brakes working, but Peter says it's about as good as he's ever likely
to achieve within the regulations. "If it was used as a circuit car you might
want a bit more front brake, but it's perfect for rallies as it is - a bit of
rear brake bias helps me get around unfamiliar corners," he says.
Cornering, braking and acceleration grip is provided by Dunlop's proven
Formula R D01J race rubbers in a 265/35 18 shoe size. Pirelli P-Zeros and
Bridgestone RE540s have also been tested, but the Dunlops seem to offer the
greatest wear resistance.
The engine certainly doesn't pump out record-breaking power numbers but it is
a flexible, torquey and reliable motor that's suited to long distance Targa
events. The RB26DET twin-turbo remains in stock N1 form with the exception of an
A'PEXi Power FC plug-in computer and a revised exhaust system. A 4-inch exhaust
is fitted for events that allow it, but Targa Taz regs necessitate the factory
front pipe is kept and the rest of the pipework cannot exceed the fattest
section in the factory exhaust. In the case of the N1 this is about 3-inches in
diameter. An oil catch can arrangement can also be seen under the lid, but you
won't see the extra sump baffles.
Interestingly, the competition-based Skyline N1 is fitted with steel wheeled
turbines instead of the normal GT-R's ceramic turbines (which are prone to fail
under duress). A remote engine oil cooler is also installed as part of the N1
package.
One less than ideal characteristic that Peter has to live with is relatively
uncontrolled boost. Boost spikes to around 1.3 Bar in the car's current guise.
The countless gear changes of a Targa event takes a toll on the clutch and
Peter is yet to find a satisfactory solution. A slightly upgraded single-plate
clutch was required for entry into Targa and a carbon twin-plate clutch was
recently tested in another event, but rapid wear made it unsuitable. A
triple-plate clutch is on the cards for the near future. Otherwise, the 6-speed
gearbox and diffs remain stock.
Although starting off as a lightweight racer, the fitment of bigger brakes, a
roll cage, kill switch and other essential racegear has bumped the N1 back up to
near the weight of a standard R34 GT-R. The big difference, though, is the
sensational combination of handling, grip and braking. Acceleration is also very
strong, but nothing startling for people who've been in other
GT-Rs.
Inside, the standard N1 interior has received a Momo suede steering wheel, a
Coralba navigation computer, intercom, aluminium foot rests, Cobra race seats
and a comprehensive roll cage. That cage was apparently a bugger to fit without
getting rid of the door trims (which are required for Targa entry). Even the
carpet in the boot has to remain in place under Targa regs. The standard front
airbags have been removed, however.
Visually, the N1 is relatively Spartan but there are some telltale signs that
this is no 'ordinary' GT-R. The spectacular 5-spoke 18-inch rims, carbon fibre
bonnet (with NACA duct), lower front lip and adjustable angle rear wing are all
there for one purpose - to add speed!
Having already won the Grand Prix rally, reached 3
rd outright in
Targa Tasmania (before an accident) and having been right up there in various
other events, Peter plans to keep plugging away with the car remaining virtually
as-is. "There'll be new livery coming and I might play around with some
suspension settings but the mechanicals will stay as they are," he says.
With cars like this N1 campaigning in Targa Tasmania it can only be a matter
of time before those pesky Porsches are toppled!
Contact:
Sports and Luxury Cars
+61 3 9753 5799
www.sportsluxurycars.com.au
