Nowhere To Run

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

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