Since opening our doors in 2001, Full-Race has been on an unending search for "the perfect platform". Starting out initially as a turbo-Honda shop, Full-Race has catered to those wishing to turn affordable lightweight, FWD street cars into ridiculously fast and reliable street/race cars.
After testing turbo Hondas and other high power FWD's, the realization that as great as turbo Hondas are, FWD is a huge limiting factor. We designed traction bars to increase front end grip, experimented with various anti-squat / anti-lift devices, shock valving, spring rates, sway bars and various chassis stiffening methods... yet, no matter what was done, we could not match RWD in any situation. From acceleration to braking and steering, FWD was at a clear disadvantage.
Our Extensive Testing
Fast forward to 2003. S2000s, EVOs, MR2s, Supras, 240s are commonplace. We start getting into time attack racing, where acceleration in all directions is what results in fast lap times. Full-Race worked tirelessly, developing each platform to its fullest potential. We completely dissected the 240SX and re-engineered every possible aspect of the suspension and manifolding. First prostreet, then prostock, then divided. We worked on SR20s and KA24s, stock and build, MAF and MAP. We ran a lot of setups, and did thorough testing on each of them and came to the following conclusions...
MR2s were our next platform. These turned out to be more capable than we originally thought, but still had plenty of drawbacks... difficult to work on, somewhat pricey, not many cheap driveline options (LSD, big brakes), weak axles, tail happy, strut suspension (not double wishbone), too small for my dog.
Supras soon followed. The Supra is an incredible car with a tremendous amount of potential. The pitfalls are... it is somewhat rare, a little pricey, good aftermarket support, but too expensive and too heavy for the circuit (unless no longer a street car).
S2000s are equipped with an exceptional engine, but also a fragile transmission, even weaker rear-end, and have very little space for a turbo and manifold.
The Civic / Integra platform carries an incredible engine, cheap and easy fuel management, tons of easily accessible parts and knowledge, huge aftermarket support, cheap, easy to work on, best 1st turbo car to learn with, but unfortunately... front wheel drive.
Evo8... excellent platform, great engine, great power, likes big turbos, iron block, decent driveline, good suspension, poor "bang for the buck", requires a built motor, 2.2L / 2.3L, only 4 cylinder.
WRX / STI... flat motor results in terrible manifolding, less responsive / powerful engines, prefer small turbos, requires engines being built, relatively expensive, 4 cylinder.
240SX (S13/S14)... SR20 redtops have terrible cylinder heads. KA24 so-called "truck motor." Huge valves, decent parts, iron block, strong crank.
Skyline GT-R History
The Nissan Skyline GT-R is an iconic Japanese sports coupe. Dubbed "Godzilla" by Wheels magazine in Australia when released there in 1989, it was rated as providing performance and handling equal or superior to that of European icons like the Porsche 911 and the Ferrari Testarossa, at a considerably lower price. With significant modification potential, allowing a modified vehicle to surpass the others in performance.
History of the Skyline Brand
The Skyline name originated with the Prince automobile company which developed and sold the Skyline line of sedans before merging with Nissan-Datsun. The GT-R abbreviation stands for Gran Turismo Racer. The Japanese chose to use English as their first language when naming the car, as most cars made in Japan at that time used American abbreviation to further enhance sales. The earliest predecessor of the GT-R, the S54 2000 GT-B, came second in its first race in 1964 to the purpose-built Porsche 904 GTS race car. The next development of the GT-R, the 4-door PGC10 2000 GT-R , later to be superseded by the 2-door KPGC10 version, scored 33 victories in the one and a half years it raced and by the time it attempted its 50th consecutive win, its run was ended by a Mazda Savanna RX-3. The car took 1000 victories by the time it was discontinued in 1972. The last of the original GT-Rs, the KPGC110 2000GT-R, used an unchanged S20 160 hp (120 kW) inline-6 engine from the earlier 2000 GT-R and only sold 197 units due to the worldwide energy crisis. This model was the only GT-R to never participate in a race despite only having one built which now resides in Nissan's former factory turned storage unit for historical cars in Zuma.
The Skyline model became popular largely because it remained rear wheel drive, while most other manufacturers' models were front wheel drive (which had certain complexities inherent in achieving high performance in power or handling when compared to a rear-wheel drive car).
After a 16 year hiatus, from the KPGC110 Skyline GT-R of 1973, the GT-R version of the Skyline was reintroduced with the eighth generation Skyline R32 in 1989. The 1989- GT-Rs remained (relatively) cheap, with a list-price of ¥ 4.5 million (about US$ 31,000). Production of the GT-R ceased in August 2002.
Total production of the R32 GT-R was 43,394 units. The Nismo GT-R was introduced in February 22, 1990, and had a total production of 560 units. These GT-Rs included additional ducts in the front bumper to improve airflow to the intercooler, a bonnet lip spoiler to direct more air into the engine bay, and an additional boot lip spoiler to reduce drag and provide more downforce.
The N1 GT-R was introduced on July 19, 1991, and had a total production of only 228 units. N1 cars were produced to compete in Group N racing, and included the Nismo aero kit; but also, to improve the cars reliability during endurance events, an upgraded engine block, higher flow oil and water pumps were added. Weight was also shed by removing the ABS, rear wiper, air-conditioner and radio. The list price of the N1 was ¥ 5 million.
The V-Spec added Brembo brakes. Total production of the V-Spec I and II was 1,453 and 1,303 units respectively.
The Nismo engineers made the car the most powerful road-going GT-R ever created. Using rebuilt R34s with much technology borrowed from the GT500 Racing GT-Rs and endurance racing GT-Rs, the Z-tune has a 2.8 L twin turbo instead of the stock 2.6 L engine, racing pistons, connecting rods and camshafts The car became affectionately known as the "Mother of all GT-Rs" and is carries a price tag of about $170,000 USD.
The GT-R of the 1990s included a 2.6 L straight six-cylinder twin-turbo motor producing 206 kW (276 hp). The turbo-chargers were of a hybrid steel/ceramic design allowing them to spool up faster due to the light nature of the ceramic exhaust wheel.
Power was delivered to all four wheels using an electronically-controlled all wheel drive system referred to by Nissan as the ATTESA-ETS system. The ATTESA-ETS system uses two G-Sensors mounted underneath the centre console, which feed lateral and longitudinal inputs to the ECU. The ECU would then control the feed of power by allowing a limited amount to be delivered to the front wheels via an electronic torque split converter. V-Spec models were equipped with (amongst other things), a faster reacting ATTESA-ETS Pro four-wheel drive system with adjusted ECU settings, improving oversteer considerably.
Skyline GT-R is a popular target for modification due to the strength of the RB26DETT engine. This engine, common to all GT-Rs, is widely considered as one of the most durable engines when heavily modified.
The GT-R's success in motor racing was formidable, particularly in the annual 1,000 km race at the Mount Panorama circuit in Bathurst, Australia, where the champion in 1991 and 1992 was a GT-R (despite receiving additional 100 kg in weight penalties and a turbo pop off valve in 1992 due to its unbeatable performance), and in the Japanese GT series where it has remained dominant up to the present day.
No other race victories by the GT-R could escape without controversies, at the 1990 Macau Grand Prix Guia touring car race, the factory backed R32 driven by Masahiro Hasemi led the race from the start to the finishing line which caused a wave of protests by the European entrants. The following year, the car was forced to carry a weight penalty of 140 kg and was up against the more competitive DTM BMW M3 and Mercedes Benz 190 Evolution II. A disgruntled Hasemi was forced to settle for fourth place. For the following and final year the weight penalty was reduced and works backed Hasemi returned with another privateer R32 that crashed in the race, Hasemi would retire with engine failure. The GT-R's success at Mount Panorama in 1991 and 1992, both by Jim Richards, led to a change in formula regulations, which came to exclude turbocharged and four-wheel-drive cars in subsequent years. It also led indirectly to a move to the Super Touring Car category in the JTCC and the creation of the JGTC grand touring car series in Japan, where GT-Rs can only compete in rear-wheel drive form.
In the UK Andy Middlehurst took the Nissan Skyline GT-R (R32) to two consecutive championship wins in the National Saloon Car Cup. Other championship titles include the 1993 Spanish Touring Car Championship.
Nowadays, the car is popular for import drag racing, Time Attack and events hosted by tuning magazines.
1991 R32 Nissan Skyline GT-R RB26DETT
Full-Race Spec GT42R turbocharger
R14 twin scroll dual wastegate exhaust manifold
R14 4" Vband downpipe
front mount intercooler
3" intercooler piping
TiAL 44mm wastegates
50mm blow-off valve
NGK Iridium 7 spark plugs
dual in-line Walbro fuel pumps
RC Engineering 1,000cc fuel injectors
B&M power steering and oil coolers
APEX'i 4" S14 cat-back exhaust system
Full-Race R32 Crank Collar to allow for use of R34 GTR N1 Oil Pump
Full-Race R14 AWD conversion
R14 4WD controller
R14 LHD steering rack
Competition Clutch twin disc clutch kit
The Driveshaft Shop 4" Aluminum 1 piece driveshaft with slip-yoke eliminator