1200 Horsepower Nissan GTR: Time Attack + Hillclimb Monster

February 21, 2020 0 By Kailee Schamberger

(engine rumbles) (engine revs) (engine rumbles) (upbeat electronic music) – Oh yes, I’m back. It’s Nads for another
episode of Build Biology. The only thing I love more or equally as much as a good Honda, is a good time attack car,
and my boy Cole Powelson. How are you sir? I’m gonna give you a
little knuckle pound there. Nice you see you, thank you so much for– – Good to be here. – I love the fact, that you
didn’t even clean this thing. So what is this all over the car here? The splatter, is from what? – Victory. Champagne victory. – [Nads] Champagne victory. – Yeah it’s fresh off the racetrack, like we loaded in the
hauler, came straight here, and it is battle proven. It’s a 2010 R35. It was in Hurricane Sandy, it was completely submerged in saltwater, and it still had the
dealer plastics on it. So hadn’t even been delivered. You see all the crazy
wings and big aero on it, we had the concept, the
drawing there initially, and then we built
everything else around that. (record scratches) ♪ Hold up ♪ – It’s March. That means one of the
best holidays of the year is right around the
corner, St. Patrick’s Day. (bagpipes)
– [Crowd] USA, USA, USA. – You’re gonna be obligated
to do a couple of things: wear green, drink as if
your life depends on it, have a good time with your friends, sing Irish songs that you have
no idea what the meaning is, most importantly, not throw up in a cab
or Uber on the way home. To take care of a few
of those obligations, we here at Hoonigan, have devised this St.
Patrick’s Day rain jacket. It’s green so people won’t
pinch you, or slap you, or suplex you onto a curb if it happens to be late
enough in the night. It’s waterproof. (bagpipes)
(automatic gun shots) So when your friends
come back from the bar a reckless hot mess and
spill Irish car bombs all over the table, you’re protected. And three, it’s fresh as (air horn). Get yours today at hoonigan.com, we have a limited quantity
and it’s while supplies last. (static) – [Nads] Let’s get into the aero. (upbeat techno music) You know, this is not the
right car for time attacks. – Terrible choice.
– What is the weight on this? – [Cole] (clears throat) 37 hundred– – 37 hundred pounds. It’s not a particularly feathery car. It’s also not a particularly aerodynamically enhanced vehicle either, it’s a bit of a brick, aerodynamically.
– It is. The guy that originally came
to me with the R35 dream I said please don’t do it, we
don’t want to be doing this. I love GT-R’s, don’t get
me wrong, I’ve got R32’s and that’s the car we
should’ve started with. (Nads laughs) One of the big challenges with this car, is it’s also a Pike’s Peak car. So time attack’s nice
and really predictable, and you can shrink down
those cooling packages, but Pike’s Peak does not allow that. In Pike’s Peak trim, we have a large water
radiator in the front, and two large water radiators in the rear. We run three oil coolers,
one Laminova heat exchanger, two transmission coolers. You can’t have enough
cooling at Pike’s Peak. (digital squeaking) (engine revving) (muffled crash) (digital squeaking)
– Getting back to the aero again. I know Andrew did come crazy
stuff on the sides here too. Notice the doors, you only
have half doors on this. Now why is that? – Packaging around the aero, everything was based around the aero. So if you look behind
the wheelhouses there, you want to create front downforce, you gotta get the air from
behind the wheel, out. – [Nads] That’s a huge element where you want air extraction– – Absolutely, everything was built to the World Time Attack rule books. That was the standard for time attack. We used that to dictate a lot
of parameters on the chassis, but huge gains to be
had with front downforce with doing wheelhouses like this. – [Nads] I also want to point
out these little pieces here, these little side sill,
side plate extensions. Now you can see it, that little, carbon fiber honeycomb piece. That’s actually a disposable
piece from my understanding? So you can see the wear
on the front of it now. Now what is that for? – It’s a low-friction skid. It’s a thermal plastic called Tegris. I found it in NASCAR country. The NASCAR guys use it on their splitter. It’s super durable. We learned a lot about splitters, what works and what doesn’t work, and the ride heights that you want to run, in order to achieve max
downforce efficiency, is on the ground, and so you gotta have something
to protect the carbon fiber otherwise it just blows it apart. We put this replaceable skids on, and when we’re in max
attack, low ride height, we will replace the skids
every single hot lap. – [Nads] Really, let’s talk
about the wheels here now. What wheels are these? – [Cole] CCW 18 by 12. – [Nads] 18 by 12’s, square? – Yup.
– And then, what tires here? – Yokohama, slicks. So both of our major wins
against HKS and at COTA this past weekend, were on Yokohamas. There’s other compounds available that could be better for us– – [Nads] And when you say the compounds, this is a medium compound and they have a soft
– This is a medium compound. – and a supersoft as well.
– They Do. – [Nads] You kinda want
something that’s more in a motor sport slick because it handles more downforce than a
radial tire, correct? – Correct, and it’s got
a wider operating range. I like the control tire that
they have at World Time Attack but you have to be that much
more precise with your setup and how you drive it, but I much prefer, on the heavy
car, to be on a true slick. – [Nads] This wing, this
is a, what’s known as a triple element wing because you can see, like one, two, three
elements to this wing. And this is not one of Andrew Brilliant’s Infinity Wings though, that he’s using– – [Cole] We’re old school. – [Nads] You know you guys
have the old school setup. Do you wanna switch wings? Do you see a benefit in using that wing? – Yeah we talked about
doing Infinity Wing upgrades to the front splitter. This is one of Andrew’s
triple element standards. – [Nads] Completely, completely. – But it was one of the first generations, it’s over built, we want it to
be strong, rather than light. Right before my record lap at COTA, I went max attack on the rear wing, – Really?
– and nobody thought it would go faster. – [Nads] I was gonna
say, I wouldn’t think– – [Cole] My crew guys tried
to trim it out, I’m like, no guys, trust me, trust me, turn it in.
– I feel like COTA is a low downforce, because you need that speed along that, and you’ll maybe set it up a little loose, kinda like what an Eastern
Creek setup would be. Where you kinda want to let
the car dance a little bit, to get those speeds down
those long front straights, but you actually added downforce– – I honestly have not gone
faster by removing the rear wing. – [Nads] This is the freedom tunnel. This essentially could be
even deeper and even bigger, than what you normally do but you’d have to cut into the floor pan. I love the way that you guys not only have one of the heaviest cars, but also one of the cars that’s true to the spirit of time attack, and then, greatly appreciate that. – Yeah, no it’s, we play by the rules man. This is production car game. If it wasn’t sold on a showroom floor, it’s not going time attack racing. – [Nads] Oh, no! I didn’t even look inside. (digital squeaking) (upbeat techno music) (digital squeaking)
There’s your half door there. – Ta-da!
– Cage is Drawn Over Mandrel. – Yup.
– Yup, all chrome moly cage. I kinda wanted to ask
for a ride-along here, how is that not gonna happen so– – [Cole] You can straddle the fuel cell. – [Nads] That’s where
you, that’s the fuel cell. Now you guys move it there, obviously for weight balance now. So you’re trying to get it more centered in the thing.
– Packaging. – So what sort of capacity do you have? – [Cole] 12 gallon fuel cell. – [Nads] 12 gallons, that’s… – [Cole] Electric power
steering, dry sump, factory instrument cluster,
just the business side, none of the flammable bits. MoTeC C187 dash, paired with a MoTeC ECU and a MoTeC PDM keypad that you see there. – [Nads] How heavily
are you relying on that, during a banger lap? – [Cole] Dude, I can barely
hold on the steering wheel I’m– – [Nads] So it’s tough, it’s tough to– – I program warnings.
– Okay. Racetech seat. – Yeah.
– HANS device compatible. Carbon-Kevlar setup, and then you have essentially
a separated bulkhead there, super safe, love that. Who did the cage work? You guys did this all in-house? – [Cole] All in house, this
car is all built in-house. Not by me, a bunch of talented
dudes that work with me. This isn’t gonna win any car shows, but we’re after track
records, not car show awards. (digital squeaking) (instrumental “I Left my
Heart in San Francisco”) (digital squeaking) (upbeat techno music) (digital squeaking)
– So completely excited about looking in this car, completely forgot to get under the hood. We’re talking about the engine now. – The story on this engine’s kind of sad. It ended up letting go, made
great power before we went to Pike’s Peak in 2017,
first day of practice it spit the crankshaft out the bottom. – [Nads] This is a VR38DETT that’s been converted, stroked out to a four liter. – [Cole] Yeah, just over four liter. – A little over four liters.
– Four and a half. We had the crankshaft
crack-checked, Magnaflux, it was all good to go, let go
on the first day of practice at Pike’s Peak 2017. So we scrambled around and
actually found a stock crankshaft for an R35 and a guy down
in Australia, Phil Laird. He hand-fit, without all the
right tools, a stock crankshaft to this engine, to get us back out. For race day, we missed the
rest of the practice week. It was like the totally
wrong part for this engine. Our compression is effectively
six and a half to one. – [Nads] On this built
motor, at a four liter, you’re like 10 and a
half to one, probably. – [Cole] Nine and a half. – [Nads] Nine and a half
to one, so you have like, a little bit of a higher
compression ratio on it, longer stroke connecting
rods, bigger pistons, stroked out motor, and now you’re running, essentially you ran a
3.8 liter stock rod– – Yeah, less than stock compression. So everybody laughs at
us, you know we went to T1 to have the MoTeC sorted out. We told them what the
compression was, and he was like, I have nothing to base that off of, nobody’s run that low
compression on anything ever. We’re still running it, it works and it’s got a
track record you know. It’s a stock crank, we’ll
hang it on the wall, we’ll say this has got the record at COTA. – In a perfect world, what would this have with this four liter package here? – We’ve made 12 hundred on the Dino. – [Nads] 12 hundred on the Dino with this and 12 hundred horsepower
from a stroked out VR38, still maintains the twin turbos. – All off-the-shelf parts,
nothing fancy you know. We run the AMS Alpha
10X with Garrett turbos. We ran a stroker crank that
was recommended from AMS but we timed it out, it was time. It drives like a street car as far as the integration between the
engine and transmissions. It’s getting really well-sorted and it has a ton of off-the-shelf parts, stock location turbos, and there’s really not much
to do to these engines. They’re very well-sorted. Making power hasn’t been the big issue, it’s the integrating with the
other components in the car, which is why we have a factory instrument cluster in the thing. It was why we ran the factory ABS, but it wasn’t plumbed into the system. It was we’re trying to
make everything work, and MoTeC was working hard, but they were just further
behind on their development than we were with the rest of the car. You try to use stock ABS with
this level of down force, and it freaks out. The MoTec has finally caughten
up to the level that we’re at and performing at. They’re making 3000
horsepower in stock blocks. Weird amounts of power
coming out of these. This is the new 2J, you know
I was a 2J guy for a while. Always wanted one, some of my dream cars, but this far surpasses the
capabilities of the 2J. (digital squeaking)
(tires squealing) (engine revving) (digital squeaking)
– So you’ve essentially run the 207 record-breaker at COTA, you did it on a wounded
engine, essentially. – Wounded engine, used tires, mid-level boost. I know that we’ve got a
few more seconds in it, and I know we’re not even the top 10 time attack teams in the world. So expect to see Sub2 at COTA
in the next couple years. – [Nads] Love to see that. I wanna get it up on the rack now, and now we’re gonna see
what’s underneath this. (digital squeaking) (upbeat electronic music) (digital squeaking)
You know, hold on. Before I even get started, I
just want to talk about like, how cool this external air jack system is. – [Cole] We can impress
every true gearhead with the external air jack. – [Nads] Completely. – These are traditional air jacks, these were the air jacks in Frank, our endurance race GT-R. It doesn’t work with the flat-bottom floor and some of the aero
modifications we made, and so I said there’s
gotta be a better way to jack these cars up and down, because we would literally spend hours getting the car on and off the lift. As you guys just saw, we can get it on the lift
in a matter of minutes. We can also put in wheels
here to roll the thing to the start line at Pike’s
Peak with tire warmers on it. So we can have the tire warmers
on to the very last minute. You simply put nitrogen to it, it’s adjustable
independently left to right, you can lift up one side or the other. You can put a floor jack underneath there, and just jack it up traditionally. You work on it nonstop, it
makes your life that much easier and you get style points
from the guys you appreciate. – [Nads] Are these the,
as Hert would say it, the Johnnies that failed
you at M1 Concourse? – So that was a super cheap brake switch, that was actually, it
was damaged in the fire. So we had an engine fire, cheap hose that we had on
the dry sump that burst, which caused electrical issues, which caused ultimately
our brake switch to fail, and we lost the complete
front brake circuit. So the brakes themselves, super sweet. – [Nads] GT3, Nissan GT– – [Cole] Yeah, it’s the
Brembo Motorsport caliper, OEM rear caliper, Brembo
Motorsport in the front. – [Nads] Stock caliper and
stock setup and everything, I recognize the gold caliper. – [Cole] Yeah completely stock. – [Nads] I also recognize
a certain color here that, yo Cole what are you doing, you trying to qualify
for the FD grid here. What is this, show me what this is. – [Cole] So this is
Wisefab’s development package for the R35. We kind of met the max of
the OEM suspension components within the first couple
years of development. I got in contact with Wisefab,
you know we pretty much dominated the drift world, we’re looking to make some more grip kits. We worked with those guys to develop this, and it’s an off-the-shelf package now. You can go to Wisefab and
buy it for any street car. It bolts in the factory locations, we use just a regular shock absorb that anybody else can buy as well. Every component you see in our suspension, you can go to a catalog and buy. There’s no funny stuff going on, and clearly it works. – [Nads] Another familiar
color that I see here, what is this thing?
– The original gold. Öhlins dampers man, you gotta have them. So we’ve tried a couple
other quality dampers, but keep finding myself back on Öhlins. – [Nads] Super adjustable,
these are internal valve? – [Cole] Yeah so, it’s a TTX based damper. So we have high-speed
and low-speed rebound and compression on both
of those settings there, there’s an internal and external adjuster, nitrogen canister there. We’re on Swift springs, and they’re quite stiff to
keep the thing off the ground. – [Nads] Now this little
piece, excuse the red cup here, but this little piece,
what am I looking at there? What’s that little dealy? – That is a shock potentiometer, shock pot if you will. We’ve got them on all four corners. Gives us critical data about
the suspension and loading. Through the motion ratio
and the spring rate, you can calculate and this will
give you a certain distance, so you can figure out how
much downforce you’re making, how much wheel travel
you’re actually producing, and it’s been a big part of figuring out how to get this thing to work. – [Nads] Now here we’re
getting into the front cooling. – Currently our cooling
system in the front, is made up of some engine oil
coolers and our inner coolers. We have no water cooling in
the front at this moment. We’ve got a Magnus Motorsports
dry sump kit, T1 pulley, alternator, that’s all we run
off the front of the engine, we ditched the AC you know,
we thought it was a good– (Nads laughs) Good idea to get rid of that. – [Nads] Is this what I’m looking at here, is this my freedom tunnel here? – [Cole] This is the beginning
of the freedom tunnel. – [Nads] This is it, this
is where it starts here– – [Cole] Yeah, so you
see it’s stock subframe, stock engine location, there’s
really not much to it here. So we get a little bit better cooling through the transmission tunnel here, and back to the transmission. We have stock driveshafts front and rear, outdated COB cooler adapter
over there, they quit making but we had a few from the other car that just adapted out to run. Up here you see the Laminova cooler. – [Nads] Oh yup yup– – And that is water
and oil mixed together, so we use the water to
cool the transmission as well as an external cooler, but the water helps bring
the transmission temperature up to operating temp sooner. Otherwise we’d be sitting
in the pits forever, waiting for it to get hot. You know if I had all
the money in the world, yeah I’d do a couple things different, but we’ve got great partners developing great products
for this platform, and it’d be silly to go out and
reinvent the wheel you know. We just took a bunch of
high-quality products and worked with people who knew
what they were doing already to make this happen and it’s a racecar, it’s not the prettiest thing in the world but functionality trumps everything when it comes to track records for us, and that’s what we’re in pursuit of. – So there you have it. I’m gonna say here, like
wanna go fast in time attack, don’t start with a GT-R. Or should I say, wanna
go fast in time attack, do what these guys are doing. LYFE Motorsport, Cole Powelson. Thank you so much for coming in. I would cheers you, but you
finished your drinks already, so I’ll just give you a little knuckle. (Cole laughs)
Thank you so much Cole. – [Cole] Thank you. (upbeat techno music) (bang)
– Quarter million dollar car, hundred dollars worth of (record skips) – I didn’t insult you at half price. (laughing) (engine revs)