1995 Nissan Skyline R33 GTR
1100hp+
Tuning specification:
HKS 2.8l Hi Deck engine
Cement grouted block
Trust TD06-25G turbo x 2 (Modified)
Racing wastegate x 2
Endless super surge tank
VeilSide 100mm throttle
APEX V-MAX Cams 280IN /290EX
APEX V-MAX head system
HKS/ATI crank damper
HKS Oil Pump
Increased sump approx 8 litres
HKS drag head gasket
1000cc injectors
Fuel pressure regulator
Trust 4 layer intercooler
Trust 16 layer oil cooler
OS Giken 6 sequential transmission (new and unused)
HKStriple plate clutch
ATSFront LSD
ATSRear LSD
7 point roll cage with additional side bars
Recaro SPG bucket seats
HKS F-CON Vpro
HKS EVC
Eboost gauge, Exhaust temp gauge, Fuel pressure gauge, Oil pressure gauge, oil temp gauge
Titanium custom exhaust
Various drag arms
Nitto 275/45-17�~�S
Bosch fuel pump�~2
Collector tank
Herst Line lock
Trust/Alcon 4pot calipers (front)
FRP Bonnet
Quantum Drag SPL Suspension
Attessa lock out bar
Boost pressure 2.3bar
drag gasoline
10,000rpm max safe limit

Here you can see the custom FRP drag wing

Engine nearly finished

Just rebuilding the turbos, and a better photo you can see HKS on the block

New OS transmission arrived

Veilside throttle, all very clean

Some nice modified turbos

ahhh just look "brests" of the engine

How loud?

This LOUD!!!

can you guess who won?..lol

Reving the car and exhaust note

4 min into the video, it runs.......well

This is the editorial that HPI ran on the car, some of the facts are incomplete/not true, such as the Engine, this engine is not a HKS High deck step 3 which alot of other cars run, this is one of the actual limited complete 2.8 blocks that HKS made, the reason for this is the block can be cement filled, something which is not possable suing the HKS spacer kit

Read on:
Captions:
2 (burnout): You can tell by the expressions of the guys in the background just how loud this car was on the burnout pad
2: The car's appearance is remarkably normal. In all white with minimal body modifications or stickers, you probably wouldn't turn to look at it on the street
1: Massive HKS 3040 turbos are capable of supporting 1200ps
36: Note single throttle-body for easier tuning. This RB26 is now an RB28 thanks to a spacer kit
4: Carpet and rear trim is gone, but the interior isn't as bare as some
6: When you're doing over 250km/h at the end of the quarter, you want some serious braking power to keep you off the wall at turn one. GREX 14-inch discs and fat four-piston calipers seemed to cope quite well
Endless Challenger
Story and photos by Ben Ellis
Of all the cars we saw at the HKS super drag meet, one GT-R stood out as being notably faster and more professional than the rest. Though it looks innocent enough in all-white, with relatively few stickers, the Endless street drag project was quite simply the meanest car there. A brief chat with the pit crew, revealed some interesting facts and one particularly interesting figure: 1200ps.
It is hard to believe many of the power claims heard in the pits, but the way this R33 went on street tyres, suggested this claim might not be far from the truth. In very hot and humid weather, which would certainly hurt its power output, the Endless GT-R posted a best ET of 9.18 seconds. This, despite smoking wheelspin (from all four wheels), over the first 100ft. Compared to some it ran relatively straight, but it was still clear that traction and stability were far from ideal. To run a 9.18 with a less than perfect 60ft performance, this car was probably pulling 155-160mph through the traps.
Top-end power is what Japanese drag cars are all about. As all of the cars at the drag meet we saw were using street-legal rubber, only so much could be gained off the line - most of the battle is over the second half of the track. Not surprisingly then, the Endless R33 is equipped with extremely large turbos. The HKS 3040 turbos are each capable of supporting more than 600hp (so the 1200ps claim rings true in this area). Mounted on a large-bore stainless exhaust manifold, they use 0.70 A/R compressor housings and no filters. As they are mounted at the same height, the outlet pipe of the first turbo goes in front of the compressor intake of the second, so there's nowhere to run an inlet pipe anyway.
The intercooler is a twin-entry design, so the 2.25-inch aluminium pipes from the turbo compressors are not joined. The intercooler itself is 5-inches thick and fills the opening in the front bar, though interestingly the bar itself does not appear to have been modified. There are no blocked-up holes, or extra air ducts for the turbos. Even the bonnet retains its metal frame, though the skin is now fibreglass, with a vent section behind the radiator. The only other body modification on the outside is a special bootlid spoiler, which raises the top of the bootlid to meed the height of the guards. Rather than using a GT-R style wing, the bootlid simply extends back an inch or so past the normal edge of the boot, which provides a clean edge to reduce attached airflow. Clearly the builders of this car were interested in functional aerodynamics, rather than ostentatious looks.
The radiator is an aluminium race-style core, 60mm thick, with a Trust oil cooler mounted between it and the intercooler. The plenum of the inlet manifold is not only much larger than standard, but is a totally different design, using a 100mm single throttle-body, doing away with the GT-R's usual 6-throttle design. Apparently at these power levels, it is much easier to tune the car with a big single throttle. A Trust fuel rail feeds enormous top-mount injectors that pour in fuel with all the subtlety of a concrete truck. Other visible mods include adjustable timing gears and a custom oil-breather set-up, but what makes this engine really tough lies inside.
Between the block and the head, a spacer plate has been fitted, which combined with block sleeves giving a wider bore, brings capacity out to 2.8 litres. This gives a substantial increase in midrange torque, so the engine doesn't need to be revved quite as hard to make peak power (some RB26-DETT race engines are taken to over 11,000rpm). All of the bottom-end hardware is replaced as part of the kit, including crank, rods and pistons, which are low-compression forged items. The head bolts are also replaced to hold in the huge boost that you need to make 1200ps.
Camshaft specs are extreme enough to make the engine idle roughly at 1800rpm, the massive head ports not helping intake velocity at low rpm. The engine management system doesn't need the air-flow sensors, obviously, but it does still seem to be based on a factory type ECU. A computer patch cable hanging out the back of the unit is a giveaway that it is in fact fully programmable. As such, the only 'modules' on the dash are an HKS EVC boost controller and a turbo timer.
The driveline has been swapped for a Holinger-built 6-speed, which is sold in Japan by Trust. Featuring even beefier gears, these boxes are able to cope with repeated 8000rpm launches even with this amount of power. The clutch is a triple-plate OS-Giken design and the differential centres have been changed to provide almost total locking front and rear, with more than 70 per cent of the power going to the rear wheels at all times.
With massive terminal speeds and no parachute, you need a very serious braking package. The popular GREX/Alcon kit uses massive 14-inch slotted discs with four-piston calipers on the front, while the oversize rear discs are also gripped by smaller Alcon four-spots. The forged Stark Touring Sport seven-spoke rims are extremely light, despite being 9-inches wide front and rear. The tyres are Nitto Extreme Drag NT555 275/40s, certainly the most popular choice for street-registered GT-R drag cars in Japan. The tread pattern is there to satisfy the law, but really these tyres are almost as soft as a full drag slick once warmed up. At the very low pressures these guys use, they present a fat, sticky contact patch to the track.
The suspension is still based on the normal Skyline double wishbones, with coil-overs that are adjustable in every way, using very soft spring and damper rates in the rear to help weight transfer. The only other really significant changes made for drag racing are in the cabin. All trimming behind the two front seats has been removed, along with the headlining, carpet and kickpanels. The console remains, with Recaro racing buckets on either side and green Takata four-point harnesses. No roll-cage has been fitted, nor does there appear to be any bracing for extra body rigidity (in fact the normal suspension tower braces have been removed). Clearly there isn't the same level of scrutineering for fast drag cars in Japan that we have in Australia, though their international-level cars must comply with NDRA rules.
The gearknob and steering wheel have been replaced with Veilside items, while five Defi gauges are arrayed along the passenger's side of the dash The gauges cover Oil tempreature, fuel pressure, oil pressure turbo boost and exhaust temp in that order. Interestingly a second boost gauge has been fitted where the stereo used to be (all ventilation controls and the ABS have also been ditched). This gauge has full recall functions and reads to 3.0bar (43.5psi). Like you, we'd love to know just how high the needle goes on a quarter-mile pass, but there were some things we just couldn't get the pit crew to tell us. Like their Endless Racing overalls say, they're into perpetual change, without ever looking back.