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Little boys need not apply


There is always the question of having too much power at your disposal, of whether the force already available is enough to claim anything and everything, or the fact that no amount of power is enough to satisfy our greed for more.

We have heard many stories regarding various types of modifications to gain more horsepower or torque, from forced induction to naturally aspirated tuned all the way to insane perfection. These mods included hybrid engine blocks, insane degree cams, bigger injectors, bigger turbines, bigger throttle bodies, basically playing around with big size stuff and higher revving.

Then we come face to face with forced induction upgrades, with hopes for higher boost and less lag to achieve crazy acceleration. The amount of power coming out from a 1.3 engine tuned to absolute perfection when boosting can be absolutely orgasmic, albeit the small capacity disadvantage.

Many a time, the same usual suspects found in the modification scene would be the popular Mitsubishi engines, preferably with a 4G93 block and a MIVEC head, or a K20 block found itself in a Honda EG6. The other usual conversion would be the evolution from SR engines towards the higher performance RB engines for the Nissan side.

Now having said that, only the most extreme can go all the way, and that includes playing with the big boys from the V industry. V-configuration engines have the advantage of extreme torque at low engine speeds compared to straight cylinder engines. You will be ready to scorch any tarmac on any given track, provided you have enough fuel to go about, that is, as V engines are widely known for their excessive fuel drinking problem.

We will be talking more on the V8 side, as you can see planted quite beautifully inside this monstrous Nissan Skyline R34 GT-T in menacing black is not the stock straight six mill it left the factory with but rather a V8 engine that goes for displacement, and this R34 is carrying around 4,000cc of engine capacity, with 32 valves and quad cams. The engine was taken from another Japanese cousin, Toyota, from the Lexus brand, first introduced with the Lexus LS 400, or known as the Toyota Celsior in some markets.

Boasting four liters of engine capacity, the engine was made for Toyota’s luxury brand with class in mind but the engine has the ability to perform well beyond its intended purpose. Highway cruising is the thing of the past once this engine has found its way into this R34. There are variations of power as the engine did receive minor adjustments between its introduction in 1989 and 2000, with the last application on the Toyota Aristo or Lexus GS 400.

The engine is able to develop more than 407Nm of torque, and that is delicious to say the least.
The engine found inside this R34’s engine bay has been given some healthy reinforcements to make sure the performance is up to par with the owner’s hunger for power.

The original hypereutectic pistons, which is made to allow tighter tolerance in the cylinders as the material has low expansion when heated up, has been replaced with CP pistons for higher compression. A Kelford crankshaft replaces the standard steel crankshaft found in the original engine. Kelford is a prominent brand coming from the aftermarket stuff industry, with superior grinding technology for cams and cylinder heads.

YL Engineering custom valves and valve springs are used. Most of the stuff found in the R34 are custom made to fit its purpose, such as the custom intake manifold and custom throttle body with custom fitment. MSD ignition coils are used for better firing and increasing engine’s response when needed. MSD coils provide optimum firing for better combustion in the engine, which creates higher output.

Koyo aluminium radiator does its work in cooling down the well-chromed engine, complete with custom pipes attached using Samco hoses for better reliability. The huge radiator is needed to make sure the V8 stays cool as the engine can generate intense heat from high-revving.

Adding more juice in the power section, a ZEX NOS kit has been installed and located in the trunk. Remember those Fast and Furious moments with the little red button? This will definitely make Paul Walker cry to his mommy. The battery has also been located to the trunk for better weight distribution, and also to contribute to the sexy clean engine bay look.

HKS F-Con V Pro standalone engine management system is used to control the fuel and timing tuning, and acts as a piggy-back system to the stock ECU. The V Pro is able to control up to 8 injectors and support up to 8 cylinder type engines, which is ideal for this V8.

The stock R34 transmission cannot be used with this engine, so the owner installed a Toyota R154 5-speed manual transmission to complete the package. Since the original housing cannot be installed in the car, YL Engineering did a fine job mating the manual tranny with the 1UZFE original automatic transmission housing. The setup allows the five-speed manual gearbox to be used together with the engine, as the engine came stock standard with automatic transmission only.

Chassis and handling has been left to stock, since the original R34 setup is already rigid enough for the owner’s liking. The original R34 was built with performance in mind, with extra rigidity and well balanced chassis contributing to its legendary status in the auto industry.

The braking system was also left with the stock 4-pot calipers. The idea is not to have insane late braking moments, as the engine itself is quite heavy which will definitely make the car understeer more if braking is applied too late. The stock 4-pots are well balanced for stopping power, especially when mated with performance pads. As the car weighs around 1,400kg, and that is with its stock engine, the brake system is enough to slow a heavy car down. Adding a V8 does not impair the braking power too much, as the owner confirms.

Wheels come in the form of four very beautiful Nismo LMGT4 18-inch at all four corners. These are forged lightweight one-piece wheel specifically designed for Nissan vehicles with 66mm diameter centric hub.

Done with the outer shell, we move on into the interior department and come face to face with the sexy R34 GT-R meter cluster. An Apexi turbo timer has also been installed for voltage monitoring and extra cooling time once the ignition key is taken out. A Nismo Teflon shift knob has also been installed for better finger caressing, as well as a Pivot engine start button. The interior is kept well into the standard zone, for now.

Coming towards the styling side, a complete GT-R conversion has been made. The whole car is painted with matte black paint, which is quite sinister and menacing.

This R34 is now huge on the torque department, and ready to thrash any wannabes tailgating in the rear. The rated output is nowhere near the stock output that came with the engine, but there are some side effects the owner had to live with when the V8 is dumped in.

The hood cannot be fitted properly, and as seen in the pictures, actually makes the car look much more aggravating. Also, if you look into the engine bay, the first thing to notice would be the strong white on black ‘V8 FOUR CAM 32’ engraved on the head. If you’re lucky, you might be able to hear the slow rumble that can only come from a V8 as the car prepares for a double century sprint, against your own mediocre machine.

Hyperfacts!
Car: Nissan Skyline R34 GT-T

Engine: Toyota 1UZFE V8, 4-liter 32V

Engine mods: CP pistons, Kelford crankshaft, YL Engineering custom valves and valve springs, custom intake manifold, custom throttle body, MSD ignition coils, Koyo aluminum radiator, ZEX NOS kit, relocated battery to rear boot,

Electronics: HKS F-Con V Pro

Transmission: Toyota R154 five-speed manual transmission mated with 1UZFE auto transmission housing by YL Engineering

Chassis & Handling: Stock

Brakes: Stock

Wheels & Tyres: Nismo LMGT4 18-inch

Interior: R334 GT-R meter cluster, Apexi turbo timer, Nismo Teflon shift knob, Pivot engine start button

Exterior: R34 GT-R conversion

Text: Syawal
Photos: Kenny Yeoh

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