Urban Whip - 1 - Vitaliy Skiba

Urban Whip - 1
CONTENTS
JULY 2009
FEATURES
22
Revolution RX-7
31
24/7 Skyline
37
Fast & Furious
CONTENTS
DEPARTMENTS
7
You
12
Beauty
18
Style
YOU
WE FEATURE
YOUR
RIDES THAT
YOU
VOTED
EACH
FOR
MONTH
ONLY ON
U R B A N W H I P . C O M
Here we feature the top 3 whips submitted by our readers, with photos and
specs. These are some of the most
stylish whips we’ve seen out there. And
what’s inside is hot too.
This issue, we feature the Pittsburgh
Project DSM’s 1996 Mitsubishi Eclipse.
This green beast has a 5 piece body kit
and custom wide body, complete custom
interior, SBR Stage 3 Short Block 6 Bolt
Fully Decked 20 Over Engine Swap,
and an estimated 500hp. Also we have
UnHolyTib’s 2004 Hyundai Tiburon.
This multi-competition winner has a
Balanced/Blueprinted/Forged 2.7l V6
engine, supercharged 2.7 Delta with an
estimated 450hp, a Espelir Super active
down suspension, and Mussa Vertical
Doors. UnHolyTib shows that even a
Hyundai can be a badass ride. Last but
not least, we have Mugenrios2k’s 2004
Honda S2000. With only 5.5psi this ride
is putting down over 240wtq and over
330whp on a Dyno Dynamics. If you can’t
tell, this car has been set up for Local
track events such as TT.
Urban Whip - 7
YOU
“Green with Envy”
1996 MITSUBISHI ECLIPSE
Submitted by nathanticket
Engine/Drivetrain
SBR Stage 3 Short Block 6 Bolt Fully
Decked 20 Over Engine Swap
Ross 8.6:1 Pistons 20 Over
Eagle H Beam Rods
Balance Shaft Eliminator Kit
6 Bolt Head w/ Stage 4 Titanium
Springs,Valves,Retainers
Brian Crower 272 Cams
Fidanza Cam Gears
SBR Sheet Metal Intake Manifold w/
Nitrous Ports
ARP Studs
4 Layer High Compression Gasket
Koyorad Racing Radiator
SBR Stainless Heat Shield
GReddy Blue Timing Belt
DSM GT14 Ball Bearing External WG
Turbo 600whp
SBR Cast DSM Mitsu manifold w/
7cm,38mm WG flange
Manifold port work STG II
Tial 38mm WG Polished
SBR 2G Race FMIC KIT Blow Through
System
DSM 880ccPTE Fuel injectors
Walbro 255HP 2G FWD GSS
CHM 100psi Fuel Guage
Steel Braided Fuel Line Hoses
New OEM Throttle Cable W/O Cruise
Control
Complete oil line kit by SBR
SBR 4500HD Clutch Kit
4500 pressure plate
SBR Street Disc
MEG Racing 3” Turbo back exhaust system straight thru
Comp Racing Strut Bar
Suspension/Brakes
Tokico Illumina Series 5 Setting Adjustable Shocks
Megan Racing Lowering Springs
Energy Suspension Polyurathane Bushings
New OEM Front Axles
New Timken Wheel Bearing
Ignition/Engine Management
Accel 8.5mm High Performance Wires
Apexi AFC Neo
Sound/ Electronics
Alpine PDX-600 amp
2 x alpine type R 12” subs
alpine v-power 250w speaker amp
Pioneer In dash cd/dvd/gps touch screen
8 - Urban Whip
“Seoul Taker”
2004 HYUNDAI TIBURON
Submitted by UnHolyTib
Engine
Balanced/Blueprinted/Forged 2.7l V6
Ported and polished heads, Lower IM, &
S/C manifold
Billet 7.5” Overdrive Crank Pulley
Wolfe Racing polished fuel rails and
valve covers
YaYa Poly Mounts Front & Rear
Weapon R Engine Damper
Fidanza Cam Gears
290CC Injectors
Eaton S/C @ 10psi
Custom NX Direct Port Nitrous 150 Shot
NX Window Switch
2 - 5 lb custom painted bottles
NX N-Tercooler
Koyo Performance Radiator
Nology Cool Wires
AEM CAI
Russel Stainless Lines
Summit Anodized Fittings
SSA Headers
SSA Catback Exhaust
Split Second MAF VC2 Voltage Clamp @
5V
Wideband Tuning by Zeitronix
RRM Strutbar
Apexi Neo Fuel Computer
KartBoy Shifter Bushings
Optima Yellow Top
Fidanza Flywheel
Clutchmaster’s FX400 Clutch
Phantom Grip LSD
X-Tune Oil Catch Can
Exterior
Custom Two Tone Paint - 07 Corvette
Atomic Orange over Black
VeilSide Formula Body Kit
Mussa Vertical Doors
Shaved Rear Wiper & Washer Nozzle
Espelir Super active down suspension
19 x 8.5 ADR Battle Exe Rims in GunMetal
Interior
Viper 791XV with Remote Start/Trunk
Pop
Sparco Torino Seats w/ Custom Ostrich
Upholstery
Sparco Harness Bar
Sparco 4 point Harness
MOMO Millenium EVO Steering Wheel
Tuscani Floormats
Urban Whip - 9
YOU
“Mugen Rio S2k”
2004 HONDA S2000
Submitted by mugenrios2k
AEM Fuel pressure Regulator
Mugen 04 SS Header
Mugen AP2 Cat Back (Titanium)
Mugen thermostat,
Mugen fan switch
Mugen radiator cap
Mugen Radiator
Mugen CF Valve Cover
Mugen Pressure plate
Comptech Flywheel
Samco hoses
Stage One Tuning (SOT) / Static X Motorsports (SXM) MP62 Roots Supercharger
PWR Air to water Intercooler
Greddy E-manage Ultimate
Greddy Oil block Adapter
SXM Short shifter
MOMO Mod 78 GT Touring Steering Wheel
Splash hub/boss
Works Bell Rapfix II
Racetech 4009 WHR Racing Seat (FIA)
Takata 6 point harnesses
Mugen Seat Rails
DEFI manifold pressure gauge
DEFI oil pressure
DEFI oil temp
DEFI fuel pressure
DEFI water temp
DEFI EGT temp
DEFI control link 2
PLX Wideband A/F Meter
Tein SRC
Tein Dual EDFC
Ricks X-brace
Cusco Rear Tie Bar
Cusco 3 piece floor bars
Cusco Rear sway bar
SXM Adjustable Front sway bar
Volk GT-7 17x8+49 17x9+49
Falken Azenis (225/45F 255/40R)
Brail CF battery
Alpine head unit
Boston Acoustics Carbon fiber Z6 components
Boston Acoustics 555 in custom Carbon
fiber enclosure
Boston Acoustics GT-50 amplifier
Stinger 0 gauge power wire set up
Stinger 1F capacitor
Stinger pro RCA setup
SXM Custom Lip splitter /skid plate
SXM Custom Canards
SXM Custom vented OEM Hood
SXM CF Gauge Cluster
SXM Custom Roll Bar
Honda Hardtop
Mugen SS spoiler
10 - Urban Whip
BEAUTY
12 - Urban Whip
PHOTOGRAPHY BY AARON POWELL
INTERVIEW BY CARTER JUNG
Very few boy names cross the female gender barrier well. Pat is about as ambiguous as Ryan
Seacrest, as is Terry, Bobby, or Casey. But, there’s a linguistic fine line between cute and tomboyish to straight up Michael Jackson. I don’t care how hot a girl is, I can’t imagine attempting to
initiate sexy talk with a Hank, Peter, or John. “Uh, hey Hank, I like the thing you did with your
hair...hold me!” Gag.
Few hotties however have managed to break the male-oriented name notion. James King, Cameron Diaz, and Hayden Panettierre made it OK for a group of two or more straight males to debate
in public the hotness of dudes names without garnering the odd stare. Now thanks to this month’s
cover girl, we can add another name to that small roster: Jerry. Or at least Jerry sans the “r” and
“y”, and plus an “i”. Jeri Lee.
If you’re a male with a pulse, Internet access, been to a car show, and have a strong aversion
for the Pottery Barn, the Bravo network, and the word “fabulous” you’ve long lusted for her. So
have we. After years of working the HIN circuit, go-going countless clubs, and growing a huge fan
base-one of which propositioned her to break his ribs with a bat for $10,000-we finally managed to
photographically nail her 5-foot-1 scrumptiousness. So, purge your memories of Seinfeld, Springer,
and Lewis, and let this Jeri come moisten your loins. This is one Jeri’s kid you only wish you could
take responsibility for.
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Jeri Lee
Here’s the first question, it’s a doozy: How’d you get into modeling?
You had to ask this question first..like all interviews. [Laughs] I started
modeling and acting at the age of 3 and got into this scene at 17.
You modeled at the age of three?
Yeah, I did commercials for Oscar Meyer, Barbie, Pepsi, and a bunch of
other companies.
How did you break into our scene?
I went to my first IAS back in 2003 or 2004 and I got hired to work with
GReddy. Then SEMA came and right after that my career just sky rocketed.
Ok, let’s go back even further. Is Jeri your real name?
Yes, Jeri Lee is my first name, can’t tell you my last, sorry...
I HAVE TO SAY GOING OVERSEAS AND
PARTYING AND DANCING IS THE BEST!
So, I was doing “research” and stumbled across a jerilee website
thinking it was yours and I actually threw up a little in my mouth.
Yeah, I know, fat chicks right? I’ve Googled myself and came across some
pornstar using my name. People sometimes ask if I do porn...and no I
don’t.
See, that wasn’t so bad. Moving on to cars. Do you like cars that go-go
or are slow and show?
I like all styles of cars, but I like slow and show.
Again, boo! The freakiest fan?
I have plenty of them. I had a fan message me asking if I could break his
ribs with a bat, and that he’d give me $10,000.
WTF?! That is really sick yet strangely hot. The furthest you’ve traveled industry related?
All over Asia.
Your favorite city?
Tokyo, Japan.
Shifting gears, how cold was it in the pool scene of the photoshoot?
It was very cold and the water was dirty. It was like swimming in dirt.
But I had a great time. It was really sexy.
So, what was Jeri Lee like in high school?
I was a white-washed cheerleader, who made it all over the yearbook.
Drats! How did your go-going ever come about?
Around the same time I started getting into the scene.
What kind of guys were you into?
Mostly Asians.
Burning question: Where does one come about acquiring the go-go
boots?
[Laughs] You can buy them online, or in Hollywood.
Any extra-curricular activies?
Dancing and I liked to cook.
Like, if I was chasing you, and you didn’t want to talk to me, how fast
could you run in them?
Oh I can run, hop, jump, leap, and even do cartwheels and handstands. I
love my go-go boots!
Cartwheels and handstands. Kinky. Some of your favorite mammals,
why?
Mammals, WTF?! OK, I like koalas. I always have since I was in elementary school
Back to the boots, why are they all fuzzy?
They are not fuzzy. We just have these fuzzies that go over them. They
just stand out and look cute, “Boots with the fur,” right?
If you say so. Your five favorite nightclubs?
I don’t have any favorite clubs, but I have to say going overseas and
partying and dancing is the best!
Besides GHB, what drink should a stalker/club patron buy you during
your go-go?
Just water or pineapple juice. I don’t drink alcohol anymore. I quit!
14 - Urban Whip
Fill in the blank: Voted most likely to be...
Well, I was Ms. Popular and got crowned Miss Irresistable during the
Valentine’s pep assembly.
Best back seat of a car experience?
Had sex.
That would be the correct answer. Moving onto the Final Jeopardy!
round: If you could pick anyone in the world, who would you ask to
the Sadie Hawkins dance?
Johnny Depp
How many bases would he get to?
OMG...I would just let him rape me.
How many bases would I get to?
[Laughs] You’re gay...kidding.
How about if you were drunk, like really, really drunk?
Nooooooooooo!
Again, boo! •
Urban Whip - 15
JERI LEE
Height: 5’1”
Measurements: 32 - 24 -33
Website: www.lovejerilee.com;
www.myspace.com/jerilee
Sign: Sagitarrius
Blood type: I have no idea, ask my mom
Birthday: November 29th
Hometown: Orange County, Calif.
16 - Urban Whip
STYLE
Ready To See A
Corolla Kick
Some Major Ass?
So Are We.
18 - Urban Whip
Urban Whip - 19
STYLE
Do race cars turn us on? When do
they not? Some might’ve guessed “no” at the
thought of a Corolla but chassis fabricators,
apr, are about to change your mind. What we
saw at the TRD booth at this year’s Tokyo Auto
Salon was a Corolla worth popping boners for.
But it’s not the kind of Corolla you’re used
to - nor will it be one you’re going to see on
US roads, at least, not any time soon. This is
based off the new Corolla Axio platform and
according to Toyota Motorsport News, apr is
working in conjunction with Toyota to use
the Axio in the Super GT GT300 class after
retiring last year’s MR-S, a winner from last
year’s Round 3 at Fuji Speedway, as well as
champion in the GT300 class in years ‘02, ‘05
and `07. Representatives from apr stated,
“The MR-S racecar was an excellent performer for racing but we are looking for another
car that’s even better. We chose the Corolla
Axio because the chassis has good aerodynamics and is better than the MR-S overall.”
Powered by a 300hp naturally-aspirated V6
motor, the apr Axio is set up on a midship
layout chassis and it’s said that the biggest
rival this year will be Lexus’ IS racecar. Since
race season hasn’t started as of presstime
and this particular car hasn’t seen an official
event, it’s hard to say how well it’ll actually
perform. But if we chart apr’s racing history,
the chances are good that it can come out on
top once again. In other Axio news, TRD will
be offering GT models with a turbocharged
1500cc motor (www.trdparts.jp/parts_axioturbo.html) and in July, TRD will be organizing a Corolla Axio N2 one-make race at
Fuji Speedway (www.advan.com/japanese/
motor_sports/fan/065/index2.html).
•
“We chose the Corolla
Axio because the chassis has good aerodynamics and is better
than the MR-S overall.”
20 - Urban Whip
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22 - Urban Whip
Urban Whip - 23
Crafting A
Masterpiece
24 - Urban Whip
BY DINO DALLE CARBONARE
PHOTOGRAPHY BY SCOTT DUKES, DINO DALLE CARBONARE
Make no mistake about it--what you see here is not a street car. Sure,
it is one of 68,589 FD3Ss that rolled off Mazda production lines for a decade beginning in 1992, and yes, it still retains its factory unibody core,
five-lug hubs and DOT tires. But that’s where the similarities between it
and any other road-going RX-7 end. This car was re-born for one purpose
only: to give Aoki-san of Garage Revolution recognition as the world’s
best rotary tuner.
Enter the world of Japanese time attack racing and its ground zero:
Tsukuba Circuit. Priority number one for any rising JDM tuning shop is to
prove they can hang with the best, and the most direct way to do that
is by building a winning car for the track’s annual Super Battle event.
Placing at the top is such a prestige that six-figure builds have been
commissioned for no other reason than to run on this day, only to be
retired the next. Lap the course in under a minute and you’re quick; in
the 55-second range, and you’re one of about three cars. The Tsukuba
FR production chassis record stands at 55.350 seconds--naturally, this FD
was built to go faster.
A built-at-the-last-minute show car this is not; winning in competition
demands that every facet of a car compliment and make full use of the
rest. Revolution spent months designing just the exterior of the FD, so
that once the legendary RE Amemiya started building it, every square
inch of 100 percent dry carbon fiber would be made to serve a purpose.
Based on a GT300 car, the front bumper features an integrated splitter
that limits airflow underneath the car to improve downforce, extends
underneath the engine bay to reduce vacuum, and directs oncoming air
into a V-mounted radiator and intercooler, all at once. Additional vents
in the front bumper direct ambient air toward the brakes, where they’re
expelled via oversized front fenders that also vent underhood pressure
Urban Whip - 25
(as does the car’s vented hood), as well as allow for a widened wheelbase and lower stance
for better lateral stability. Oversized Hankook
Ventus RSS R-comp tires and ultra-light Volk
RE30s reduce rotational mass while cutting
corner weight, all while increasing grip and
decreasing rolling resistance. Canards improve
turn-in by adding additional downforce up
front, while rear downforce is increased by a
frame-mounted GT wing, aided by a complex
rear diffuser featuring additional canards of
its own.
Above the rear diffuser lies this FD’s hallmark
exterior modification: a one-piece rear end
that replaces the rear bumper, hatch, rear
glass and quarter panels with dry carbon fiber,
matches the front fenders’ dimensions, feeds
airflow to an ARC differential cooler, and vents
excess air from within the rear wheel wells.
Carbon fiber construction remains constant in
nearly every one of the FD’s body panels, save
for the roof; the doors have been swapped with
lightweight carbon units, and beneath them,
carbon side skirts that bridge the increased
width of the front and rear fenders, and keep
outside air from entering the underside of the
car during operation, further decreasing lift.
Craft Square replacement side mirrors were
added to cut drag, much the same as Aoki-san’s
choice to replace the stock FD flip-up headlights with streamlined, flush-mount alternatives. Every little bit helps.
26 - Urban Whip
Equally intricately engineered is this FD’s interior, where the formfollows-function rule was all but written. Aoki-san’s first step was to
completely gut the FD’s interior down to the bare metal, and stitch weld
every seam in its unibody to increase overall rigidity. Adding to it, and
protecting the car and driver in the event of unforeseen off-track jaunts,
is an incredibly complex rollcage that joins the FD’s floor, roof, A-, B-,
and C-pillars, and extends into the engine bay and trunk to tie in the
strut towers, almost completely eliminating body flex. And if doing two
jobs at once weren’t enough, the cage was further modified to support
a trunk-mounted fuel cell, and pressurized AP Racing air-jack system at
each corner. Driver interface was limited to only what was needed: a
Recaro carbon-Kevlar bucket, MOMO wheel, MoTeC LCD data screen, ECU
and telemetry module, and a switch panel. Remember the full carbon
replacement hatch? An LCD screen and rear-mounted camera replace the
rear-view mirror and glass to allow the driver a view of what’s going on
behind his machine.
A fully track-prepped interior and exterior could only make sense combined with an equally suited suspension, and with such drastic changes
made to the FD thus far, Revolution opted to completely scrap the stock
components, and engineer one-off parts specific to their needs. Minding
the FD’s lower stance, increased girth, and necessary changes to geometry, a custom double wishbone setup was constructed from the ground up,
consisting of custom-fabricated adjustable control arms, brackets and rose
joints, and custom, CNC-machined replacement hubs that relocate control
arm and tie-rod end mounting points for a modified steering radius,
lowered stance, and ideal roll center, camber gain and scrub radius. Ultrastiff Swift springs and custom-valved Revolution dampers keep the chassis
elevated, and Project Mu big brakes with 999 race-spec pads round out
corner modification for obvious reasons. Nothing was shared about spring
rate or damper valving; this car is, after all, still in competition.
For all its radical modification thus far, that the heart of this competition monster remains surprisingly mild might come as a shock to some.
Don’t let it; posting fast laps has a lot to do with how much power a car
produces, but more to do with how readily available it is to the driver.
Aoki-san and the Revolution crew knew throttle response and area
under the curve were priority number one and peak power number two,
so they began by porting the 13B in an undisclosed manner that would
flow high amounts of air from their HKS T04Z turbo, but more importantly, develop power predictably at full or partial throttle across a
broad RPM range. A Hewland six-speed sequential gearbox was added to
allow for full-throttle shifts, to further improve throttle response and
decrease lag, and an ATS 1.5-way LSD with a shortened final drive keeps
the FD’s 13B high in the RPM range, and its wheels firmly planted on
the tarmac. Boost is limited to 1.35 bar, to produce just over 540 whp,
which, factoring in the car’s 960 kg (2,116.4 lbs) weight, gives it the
highest power-to-weight ratio of any known FD in competition.
With thousands invested, and their reputation on the line, Aoki-san
and the Revolution crew charged the competition in the first event they
could. In its shakedown runs at the ‘08 Tsukuba Super Battle (in rough
weather), it completed the circuit in 56.094 seconds--fast enough to
beat every other FR machine in competition, and finish Second overall,
less than one second off the First Place spot. With the ‘09 Tsukuba
season kicking off, will the Revolution crew be able to improve their
FD’s time by a mere .744 seconds, to topple a record thought by many
to stand for years to come? You know where we’re placing our bets! •
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SPECS:
Output: 538 HP
Engine: Garage Revolution cross porting,
Suspension: Sprint springs 25 kg/mm
Exterior: RE Amemiya-built GT dry
three-piece apex seals, 50mm exhaust
(front) 16 kg/mm (rear); Revolution
carbon fiber widebody: Revolution
manifold, 80mm front pipe, 80mm
racing-spec dampers, custom front and
dry carbon fiber front bumper, rear
full titanium exhaust, custom airbox,
rear double wishbone suspension, front
one-piece bumper and quarter panels,
custom cooling ducts for turbine; HKS
and rear hubs, blade stabilizer, modified
front fenders, sideskirts, front and rear
T04Z turbo, GT-2 external wastegate,
strut towers with strengthening bars,
canards, rear diffuser, rear hatch, doors,
air filter; ARC V-mounted intercooler and
relocated steering column
hood and GT Wing; Craft Square dry
radiator, oil cooler, differential cooler;
carbon fiber side mirrors
Trust BOV; NGK plugs; Wako Technical
Wheels/Tires: Volk Racing RE30 18x9.5
plug wires; Sard FPR; Bosch fuel pumps
(front) 18x10.5 (rear) wheels; Hankook
Interior: Revolution race-spec chromoly
(2), 850cc/min primary fuel injectors
Ventus RSS 265/35 (front) 285/30 (rear)
roll cage, dry carbon fiber dash, center
(2), 850cc/min (2) and 800cc/min (2)
tires
console, transmission tunnel and floor,
secondary injectors; MoTeC M2R ECU,
custom gear selector and linkage, shift
Brakes: Revolution custom carbon brake
knob, reverse selector; AP Racing air
cooling deflectors; Project Mu six-piston
jack kit, brake bias selector, adjustable
Drivetrain: Hewland six-speed sequen-
calipers and 355mm two-piece rotors
pedal box; MoTeC LCD Data logger,
tial transmission; ORC triple-plate
(front), four-piston calipers and 332 mm
telemetry module, intercom system,
clutch, lightweight flywheel; ATS carbon
two-piece rotors (rear), 999 brake pads
reverse camera and LCD screen; Odyssey
boost control solenoid
1.5-way limited slip differential; 3.9
final drive
28 - Urban Whip
lightweight battery.
24/7 SKYLINE
MOTUL NISMO R35 GT-R TOKACHI 24H RACE CAR READY TO TAKE ON A RED-EYE RACE
Urban Whip - 31
BY 2NR STAFF, DINO DALLE CARBONARE
PHOTOGRAPHY BY SCOTT DUKES, DINO DALLE
CARBONARE
Nissan, without a doubt, has done it. Under
the distinct orders of CEO Carlos Ghosn, Nissan created the ultimate affordable supercar. A car that straight from the factory will
annihilate exotics costing twice as much.
“The GT-R,” as Ghosn says, “Is a car you can
use everyday; a car that can be driven by
anyone, anywhere.” But the question the
guys over at Nismo asked themselves, is how
will this technological marvel handle the
more demanding world of motorsport. We’re
not talking about the GT-R currently racingand leading-the Super GT series, after all,
those race cars have very little in common
with the road going GT-R. But more along the
lines of production-car based endurance racing; something akin to Group N or the Super
Taikyu championship. And this is a good
question indeed because with all the novel
technology and components that the GT-R
brings to the table, nobody really knows how
it will all take to the abuse of endurance racing. To find out, Nismo joined forces with the
Motul oil company and set out to create the
car you see here: the first production-based
GT-R race car in the world.
32 - Urban Whip
There is nothing that tests the durability of
a car and its products like endurance racing.
Nismo knows this more than anyone, and
building this GT-R provided the opportunity
to not only explore its potential as a race
machine, but also to simulate all the abuse
(and then some) their aftermarket products
would encounter at the hands of street-going
enthusiasts. Motul, which for years has had a
very close relationship with Nismo, used the
GT-R’s all-new VR38DETT as a high-demand
test bed for the development of new lubricants, which would likewise find their ways
into circuit racing and onto store shelves.
And the best place for the two to collaborate:
the yearly Tokachi 24-hour endurance race,
held at the famed circuit in Hokkaido, in
northern Japan.
As this was the first race in which Nismo
would enter an R35, the goals were kept
reasonable. According to Race Team Director
Kumagai-san, “We wanted to complete the
full 24 hours of racing, allowing us to properly test the Motul competition oils and Nismo
parts.” After overcoming some unforeseen
mechanical glitches of fielding an all-new car,
the Nismo team managed to finish in 21st
position, achieving what they set out to do in
their first outing.
To find out what kind of preparation went
into the first endurance GT-R, we headed
over to the Nismo Omori Factory headquarters in Tokyo. Since the main scope of the
project was to see how close to factory spec
an R35 would handle the stresses of a 24
hour race, the engine and transmission were
left mostly stock. What wasn’t, however,
was the GT-R’s cooling faculties; In addition
to the factory oil cooler, a secondary unit
was added on the passenger side of the car,
and a custom aluminum air guide was fabbed
to channel as much air through it as possible. The radiator and overflow tanks were
replaced with Nismo custom aluminum units,
to keep temperatures consistent at sustained
high engine speeds, and a rear-mounted
transmission oil cooler was thrown in the
mix for good measure. To keep tabs on the
effects of it all, additional temperature and
pressure sensors were added throughout the
GT-R, monitored by a Nismo LCD Data Logger.
Because the R35 was built as a dedicated
track car, its bulky OE A/C equipment was
given the boot, and its factory blow-off
valves were remove and their mounting
points on the intake pipes plated off-fewer
things to go wrong, as they say. Likewise, the
stock exhaust was ruled out by the Nismo
team, but minding the elevated temperatures
of the GT-R’s rearward transmission and
differential during sustained track abuse,
they elected to fabricate a replacement unit
fully from titanium, wrap it with heat-radiant
material, and couple it with a complementary carbon-fiber rear diffuser. It’s a one-off
system, but can be purchased through Nismo,
for a scant $19,000.
The Nismo team’s philosophy of improving
functionality and cutting weight by eliminating the unnecessary holds throughout the
GT-R’s interior; nearly everything, save for
the dash exterior and center console, was
stripped and disposed of. A (one) carbon fiber
bucket seat and airbag-less Nismo steering wheel were dropped in for the front OE
units, and where the switches for the climate
control and audio systems used to be, Nismo
fabricated a carbon switch-panel for the
electronics.
Chassis prep and structural enrichment of
the GT-R began in the interior as well. A boltin roll cage was added for extra safety and
rigidity, and modified to accommodate an air
jack system. Surprisingly, no stitch welding
was performed on any parts of the chassis, as
Nismo believes the stock shell is stiff enough
from the factory. On the exterior, a one-off
carbon-fiber hood, trunk lid and side mirrors
shed more weight and reduce drag, and even
the small, rear side glass was replaced with
lighter acrylic items-all totaled, good enough
for a 100kg weight savings over stock. The
OE coilover suspension, despite its aggressive
spring rates and electronically-adjustable
dampers, was replaced by Nismo-spec Bilstein double bump- and rebound-adjustable
stand-ins, with undisclosed spring rates and
damper settings-it is, afterall, a competition
car.
The whole front section was redesigned
to not only offer increased airflow-thanks to
the new vents-but to also protect the newly
added cooling devices, and channel incoming
air where it could be put to best use. Small
carbon air intakes were carved into the front
lip/splitter and wheel arches to direct cool
air towards the front brakes. Bridgestone
supplied Nismo with full 20-inch versions of
their Potenza RE-55S semi-slick R-compound
tire, 255/40 up front and 285/35 in the
rear (same size as OEM rubber), mounted to
all-new Nismo six-spoke wheels, forged by
Rays Engineering; the same rims that have
been seen fitted on the V Spec test mule that
decimated Nurburgring records a few months
back, and ones with which we hope Nissan
elects to endow the car come production. For
all you current GT-R owners, fear not; the
rollers are available as part of a new Nismo
“Chassis Package”, which also includes an agUrban Whip - 33
gressively tuned suspension and a fresh set of
RE070 tires-all for a bargain of $22,150. And
if you really want to go crazy, you can get
yourself the full “Club Sport Package” which
adds the titanium exhaust system, the Chassis Package, and a pair of carbon-fiber Nismo
leather buckets, for only $32,850 more. A
little steep, but hey-if it’s good enough to
battle 24-hour endurance races, think of
what it can do for your daily commute. •
34 - Urban Whip
08 Nissan GT-R
Output 480 PS @ 6,400 RPM 60 KGM @
3,200 RPM~5,200 RPM
Weight 1,640 KG
Engine: Standard VR38DETT, Blocked
Brakes: Carbon fiber air guides; endur-
off recirculating blow-off valves; Nismo
ance brake pads; Motul fluid
titanium exhaust system with heat
wrapping, secondary large-core oil
Exterior: Modified front grille with
cooler, braided oil lines and aluminium
additional air inlets; carbon fiber brake
fittings all round, A/C removal, radiator
vents, side mirrors, hood, trunk lid;
overflow tank, quick-fill fuel system;
front and rear tow hooks; acrylic side
Motul lubricants
window; roof antenna for P.A. system
Drivetrain: Nismo transmission & rear
Interior: Stripped interior; air jack
differential cooler; Motul lubricants
system; Nismo LCD data logger, FIAapproved bolt-in roll cage, carbon
Suspension: Nismo-spec fully adjust-
fiber racing seat, alcantara steering
able Bilstein suspension
wheel; Nismo/Willans racing harnesses;
Removal of A/C and audio controls;
Wheels/Tires: Rays Engineering Nismo
carbon fiber center console with
6-spoke wheels (20x9.5 front, 20x10.5
switchgear, dash trim; fire extinguisher
rear); Bridgestone Potenza RE55 tires
system
(255/40-20 front, 285/35-20 rear)
Urban Whip - 35
Urban Whip - 37
What’s Really Under These
Star-Studded Hoods
38 - Urban Whip
BY LUKE MUNNELL
PHOTOGRAPHY BY CLINT DAVIS, LUKE MUNNELL
I’m crawling up SoCal’s 405 freeway in an ‘81
Suburban, on mile three of about 100 to go. It’s
an ungodly hour to be awake, morning traffic is
bad, and I’m legally confined to the right two
lanes. And I’m getting a cold. But if you asked
me eight years ago what I was doing, my reply
would come quickly: Living the dream!
I’m on my way to Hollywood for a photo
shoot, and in tow is the very ‘08 Subaru STI
that’s being hailed as the “Halo Car” of the
upcoming Fast and Furious film. And judging by
the barrage of envious looks my cargo and I are
getting from passers-by... it’s a pretty big deal.
Like a lot of you, I was excited for the original
The Fast and The Furious film’s debut in ‘01.
I’ll admit it. Attention was being given to a
subculture that I was a part of, and the onscreen glamour of SoCal’s import scene came
across as a dream lifestyle for any northern
East Coast native. A dream that, sadly, was
shot down after 120 minutes of seven-speed
Eclipses, flammable NOS, MoTeC Systems
exhausts, 10-second drag races that last 1:20...
and titanium valve springs. Fast forward a few
years, to when the second movie dropped,
and... on second thought, don’t--it’s not worth
the ink.
Upon the release of the third installment,
Tokyo Drift, we saw more than a few wrongs
righted. Sure, it was a bit fantastic, but no
more than could be expected of any mainstream action flick. Real drift cars with real
sound bites were used, technical jargon
was more accurate, and portrayal of a more
diverse--gasp, Asian--import community all
made it a refreshing break from the previous
two installments.
And then Carter managed to get a hold of an
official script and casting-call pictures of the
film’s cars. What we saw was more “action/car
movie” than botched “import scene movie”,
and the imports--what few of them there
were--appeared far cleaner than anything yet;
two welcomed changes, to those of us whose
tastes still sour from the first two films. Tokyo
Drift director Justin Lin was back, as was Paul
Walker--now a real-life, die-hard import enthusiast. Would the fourth time be the charm? Will
the world really see an accurate representation
of our scene and what our cars are like? Breaking it down in his signature pragmatic point of
view, Carter only offered, “Who knows. But at
least we can show the world what their cars
are really like.”
Urban Whip - 39
Contrary to what your eyes are telling you,
this is not a Skyline. It’s not even a Nissan, for
that matter. It’s a kit car, made of the Nissan
R34 Skyline GT-R chassis, imported by Kaizo
Industries, and given a Nissan RB26DETT engine
swap. Its a Kaizo R34 GT-R. At least, this is
what the cool kids are telling the Feds these
days, when they want to drive JDM Skylines,
legally, on U.S. streets. Having owned more
R32s, 33s, 34s, 35s, S15s, and other JDM rides
than we can count, this is the process Daryl Alison and JustDriven.com recommend to all their
clients; clients like Paul Walker, who is having
Daryl and co. build his third R34 GT-R; this
one, a fully dedicated track car. When direction decided that an R34 should star as Brian
O’Connor’s car for two-thirds of the new film,
they contacted Daryl to import eight of them.
This car was designated as “first unit production”, which means
that only actors get to
sit in it, not stuntmen.
“This one is my personal car now,” Daryl
begins, “but was brought in specifically for
the film by Kaizo, under the NHTSA’s `assemblage of parts’ rule, which allows it to be
imported, only without a drivetrain.” For that,
Daryl contracted LRS Trading in Orange, CA, to
import a low-mileage RB26DETT swap, and had
Vildini Motorsports in Mission Viejo, CA, handle
the installation, while also modestly upgrading
its intercooler, exhaust, suspension, wheels,
and interior and exterior components. “Since
the car is driven on public roads extensively in
the film, Justin (Lin) and Paul (Walker) wanted
it to appear as solid and reliable as possible,”
he explains. No Lambo doors, gaudy battle kits
or chrome dubs this time around, “Paul even
had to fight the production company--almost
literally--to keep vinyl graphics off the car during filming.”
This car was designated as “first unit production”, which means that only actors get to sit
in it, not stuntmen. Remember those seven
other Kaizo “Skylines”? Wrecked; destroyed
during filming, mostly during the “Dom and
Brian race scene”, which you’ll have to wait
to see. “Six weren’t even based on the GT-R
chassis,” Daryl explains, “They were based
on the non-turbo, RWD GT-Ts, and were each
given matching East Bear `Master Piece ER34’
conversion kits and wheels to look like GT-Rs,
but with slightly narrower fenders.” The only
other GT-R imported was completely gutted,
given a tube-frame chassis and a rear-mounted
VW engine, and used specifically for off-road
stunts. Something else you’ll have to wait for
the movie to see...
40 - Urban Whip
‘07 Kaizo GT-R
“The hero car”
Output: N/A
Engine: Nismo NE-1 exhaust;
Turbonetics front-mount intercooler and plumbing
Drivetrain: Stock
Suspension: Nismo lowering
springs; custom roll cage; ARC
titanium strut tower bar
Wheels/Tires: 19x11 Volk Racing RE30 wheels; Continental
tires
Brakes: Rotora big brake conversion, front and rear
Exterior: Nismo Version II
front bumper, side skirts; Sunline Auto carbon fiber hood
Interior: Rear seat delete;
Momo steering wheel; Nismo
V-Spec Nur pedals; custom
heads-up display for dashmounted PC.
When it comes to movie props, all that glitters is not always
gold. In abandoned back-lots and production warehouses alike, lie
substances ranging in authenticity from high-grade pyrite to $2/can
knock-off Krylon-over-foam spray jobs, and everything in between.
If the disillusionment of a VW-powered Skyline, or the fact that over
100 cars were built specifically to be crashed during filming, has
killed your faith in the `Biz, here’s a chunk of 24-karat, daily driven
gold to lust over: Vance Hu’s NSX-T; another “first unit production”
ride, this one piloted by Jordana Brewster’s character, Mia, for all of
one scene--a very important one, but not much more can be shared.
“Some of the casting directors are regular patrons of my Hookah
bar,” informs Vance, “When the call went our for a car for Jordana’s
character to drive, they immediately thought of my NSX.” Some
might be surprised to learn that Vance’s car is the most heavily
modified of the three, by far. Don’t. Subtly is a strong virtue among
car builders, one that is all-but unseen on the big screen. Aside
from the slew of genuine NSX-R upgrades--”They were impossible to
find,” Vance assures--this NSX breathes easier with an ultra-rare Mugen carbon fiber airbox, Fujitsubo exhaust manifold with test pipes,
and Bel Canto Soprano exhaust; one of Vance’s own creations, that
gives it a ridiculously JGTC-like din that only an upscale car of its
caliber could pull off on the street. Inside, are even more authentic
NSX-R goodies, including an original pair of NA1 NSX-R red Recaros-thought to be the first such set to make it to U.S. shores.
Even more legit, is the car’s prototype NSX-R suspension. When
we say that it was the same set used by Gan San of Best Motoring
International during his record-setting NA2 NSX-R Nurburgring lap
time of 7:56, we mean that it was literally wrenched off his car
after the race, and onto Vance’s... don’t ask us how he managed to
pull that one off.
“To other NSX owners out there, I say, `Don’t half-ass it!’” Vance
says, “You are representing the Honda family with the greatest car
to ever come out of Japan!’”
“`How do you make a car do a wheelie in the dirt?’” asks Sean
Morris, RB Motoring front-man (Motorex before that) and Technical
Advisor to this latest F&F flick. Remember the yellow RH9 R33 GT-R
and blue R34 GT-R that made cameos in the first film? Thank Sean.
“`Hey Sean, how do we get a tow-truck to spin on the highway and
back up into a tanker truck at speed... and make it look believable?’
Those are the questions I’d get asked on a daily basis,” he continues, “My job was to sort out that mess for the new film... and that
was the easy part.”
Most of Sean’s job dealt with teaching the actors proper hand
and foot movements--counter-steering, heel-toe shifting, left-foot
braking--for “inserts” in scenes where stunt doubles couldn’t be
used. “Some of the actors, like Paul, picked it up pretty quick,” says
Sean, “But others... I accidentally hurt Vin Diesel’s hand, trying to
counter-steer for him in a buck [a chopped prop car] with two steering wheels. Vin was like, `Bro, you gotta tell me when you’re gonna
do that.’ “ he recalls, “I think he was kinda pissed.”
Sean even had to do a few stunts himself. “In the trailer, when
the gasoline land train is being hijacked,” he explains, “One of the
drivers is this Puerto Rican dude with a `fro in a green shirt and a
painter’s hat. One of the stunts was pretty heavy, so I helped film
that part; hence the strong shadow over my pasty-white face.” It
was even funnier when he had to dress like Vin: “I’d be in a wife
beater, bald cap--looking like him, minus 100 lbs and a tan--hanging
around on the set all day, sitting across from him at lunch... it was a
normal `day at the office’ for those guys.”
‘03 Acura NSX-T
“The Real Deal”
Output: 295 whp, 213 lb-ft
Engine: Downforce radiator duct;
Fujitsubo Super EX exhaust manifold; Bel Canto Soprano JGTC exhaust; custom test-pipes; Prospeed
high-flow catalysts; Mugen dry
carbon intake system; NSX-R intake
manifold cover and plate, mesh
engine cover, ECU bypass
Drivetrain: NA2 NSX-R transmission
input shafts and final drive
Suspension: NSX-R prototype suspension, front and rear sway bars,
chassis bars
Wheels/Tires: NSX-R wheels, continental tires
Brakes: NSX-R brake rotors; Project
Mu pads
Exterior: Downforce replica NSX-R
carbon fiber spoiler, vented hood,
rear diffuser; NSX-R front and rear
emblems, front bumper under-cover,
aluminum under-cover; JDM NSX
fender set and side markers
Interior: Sorcery dry carbon rear
window garnish, NRG short steering wheel hub, quick release; NSX-R
Recaro seats and rails, floor mats,
shift knob and boot, door badges,
sill plates, steering wheel, gauge
cluster set, tape deck door
Urban Whip - 41
‘08 Subaru Impreza WRX STI
“The Halo Car”
Output: N/A
Engine: Perrin intake system; Cobb tuning
ignition system, cat-back exhaust; Remus Racing header, downpipe; Mobile One engine oil;
pseudo front-mount intercooler
Drivetrain: Stock
Suspension: Stock
Wheels/Tires: Enkei NT03+M wheels, 18x8.5;
42 - Urban Whip
Continental ContiSportContact2 tires, 28540/18
Brakes: Stock
Exterior: Veilside front and rear bumpers,
sideskirts, vented hood; pseudo roof scoop;
custom black and silver paint, red vinyl pin
striping
Interior: Velside seats, steering wheel; Takata
harnesses; custom roll cage by Matt Sweeney;
Cobb AccessPORT (not installed)
“Purpose-built car” is a term we coin
regularly around here. Usually refering to
track-prepped rides, it’s easy to forget how
far-reaching the term can be. Take for example, a dedicated show car. While we feel
the Revolution RX-7 featured in this issue is the
type of car we’d rather get behind the wheel
of, there’s a lot to be said for the craftsmanship and vision that goes into a good show car
transformation.
But what about a car that is built only for the
purpose of looking good on film; a “screenprepped” car, like this one? Shottily applied
body kit and paint? Check. Race car sounds,
thanks to a test pipe and straight-through exhaust, but no race car performance to match?
Check. Colored electrical tape pin striping?
Check. Fake roof scoop? Check. This baby has it
all, but only because it didn’t need any of it to
get the job done. “This car’s whole reason for
being,” states chief car wrangler Dennis McCarthy, of DMC Auto, “is to get used and abused on
film. Beat-up through the desert, jumped offroad... it’s a very utilitarian car, both on and
off screen.” From what we can tell, the car’s
supposed mods are never discussed in the film.
Its hood is never lifted. And that’s a good thing.
Its engine bay is blue, and do you see that
front-mount intercooler? You guessed it--fake.
The STI was sourced only for filming, along
with seven others that were built identical
to it, and crashed in the “tunnel scene” that
awaits you in the theaters. Unlike the R34s
that had to be bought and imported, the STIs
h ad no buyer; they were contributed directly
by Subaru, and are pre-production models that
can never be registered and legalized for street
use anywhere--otherwise known as “crusher
cars”, for the ultimate fate they will suffer
after their usefulness subsides.
New to F&F4 is a rally influence--something
Subarus are undoubtedly proficient in, straight
from the factory. After a change of pace near
the film’s Third Act, this one becomes Brian
O’Connor’s car as he is forced into the sand
dunes south of the boarder. “The STIs held up
to all the abuse we put them through,” elaborated Dennis, “It’s funny--the one environment
that so many cars had to be modified to handle
didn’t shake the STIs one bit.” •
44 - Urban Whip