Feb 2014 SVM Hulk

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CIVIC HATCH ’CHARGED 86

Stanced EJ9 gets fruity B16B

Abbey setup road-tested

JAPANESE CARS

THE UK’S BEST-SELLING JAPANESE TUNING MAGAZINE

THE HULK THE ORIGINAL AND STILL THE BEST Currently running in full-fat mode, we revisit SVM’s angry and genetically enhanced R35 GT-R

NISMO FESTIVAL Fuji Speedway serves up another mind-blowing Nissan-specific event

IMPREZA GT

Classic Subaru restored and refreshed with 500bhp EJ257 setup

R34 SKYLINE

Stunning RWD GT-T treated to GT-R RB26 heart and styling @banzaimag

FEB 2014 Issue 148 £4.50

RB26-ENGINED 300ZX Nineties Z32 is beautifully reworked with clean styling and pounding Skyline GT-R power


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JAPANESE CARS

THE UK’S BEST-SELLING JAPANESE TUNING MAGAZINE


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R35 Nissan GT-R

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E R C N

E L B I D

I E TH

The Hulk is the one that started it all. It put SevernValley Motorsport on the map and paved the way for the European R35 GT-R tuning industry‌

HULK Words: Andy Basoo Photos: Matt Woods


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Kevan often likes his projects to be masters of all trades and this one was certainly following suit

Kemp travelled all the way up to Newcastle to pick up a brand-new MY09 Black Edition GTR. Despite being hundreds of miles from his house, Kevan made the journey because the Benfields dealership there had the shortest waiting time for R35s by quite some margin. Numerous imports were already in the country, but the UK’s official sales network was still in its infancy at the time, meaning very few examples were on the road. Kevan has been part the tuning scene since the mid-Eighties. Back then he used to head a smaller outfit known as Z Shed. As the

name suggests, 240Zs and 260Zs were his bread and butter back then, meaning Datsun/Nissan tuning has long been in his blood. That said, it was the Ford market that really took off in the late Eighties and Nineties, so with Kevan being the astute businessman that he his, he turned his attention to Blue Ovals. Big power forceinduced builds became the norm and it was with these that SVM really made a name for itself. By the early Noughties though, the Ford market was on the decline and Kevan decided to concentrate on establishing a

leading mainstream garage. Incidentally, this is still in full flow, now boasting 13 bays and four MoT ramps. But, with the immergence of the phenomenal R35 and a big tuning itch to scratch, Kevan found himself contacting Benfields and placing a GT-R order. While waiting for the call that his Ultimate silver MY09 model was ready for collection, Kevan began looking into whether or not the car that Nissan said was untuneable was indeed tuneable. Having been out in Japan for a good 12 months or so by this point, there was already a good selection of

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R35 Nissan GT-R

Syvecs controller allows for the allimportant adjustability when on the track, strip or road

aftermarket parts available for them but it was still early days really. Despite Nissan’s negative statement towards extracting more power, Kevan was confident the model would be dramatically over-engineered and that once the engine management hurdle had been overcome, he could really begin to exploit the brilliance of the GT-R with his own tuning methods. A target of 700bhp was set and promptly broken allowing Kevan to lay down a quartermile time of 9.81s at 145mph. What this highlighted was the GT-R’s physics-defying

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ability to put the power down. The R35’s staggering dual-clutch transmission and 4WD system mean less power is required to achieve breathtaking times. Over the next three years, Kevan’s car continued to set various UK, European and world drag records. What was most impressive about these, though, was that at no point was the GT-R ever fully stripped and converted into an out-and-out drag car. Kevan often likes his projects to be masters of all trades and this one was certainly following suit. Within R35 circles, the car

was making quite a name for itself, but it wasn’t until 2012 that it truly burst on to the wider tuning scene. After seeing a Ford Focus RS in the flesh finished in a searing Ultimate green hue, Kevan decided his GT-R needed a makeover. First though, carbon became the order of the day and the bulky body was put through a quick weight-loss program. Carbon front bumper, bonnet, side skirts, bootlid, rear wing and rear diffuser were all fitted. One item that wasn’t a simple bolt-on was an AMS carbon roof skin which required a special bonding


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The fact the Hulk was able to run an 8.54s quarter-mile with an almost complete interior makes the time even more impressive…

process to set in place. The shell was then painted in the vibrant green paint, with various bare carbon striations left on show. Striking the exterior may have been at the time, but it was the power figure that was writing the headlines. SVM claimed the GT-R was generating over 1200bhp and to say there were a few sceptics would be something of an understatement. These sceptics were about to get the proof that would put them back in their respective boxes. On a wet day in March 2012, SVM took the car to the RAF military base in

Marham, Norfolk for a top speed run. Armed with Racelogic VBOX timing gear, the Nissan clocked 218.01mph with only 1.01 miles to play with. You can watch the slightly terrifying video on SVM’s website (www.severnvalleymotorsport.co.uk), but what the day achieved was justify the GT-R’s new-found nickname: the Hulk. This green R35 wasn’t just immense in its appearance and stature, but it was now also the world’s fastest GT-R over a mile. It had flexed its muscles and its brutal force had been displayed for all to see.

The worldwide furore that followed was somewhat inevitable. So why are we revisiting the Hulk now? Surely this is all old hat right? Wrong. Two years is a long time in the GT-R tuning world. Stand still and you will be left behind. That was simply not an option for Kevan and the car that was at the pinnacle of R35 innovation. The Hulk would continue to be tested on and genetically enhanced, meaning as it stands today, it’s different in almost every conceivable way since its top speed run two years ago. Let’s start with the most important aspect

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R35 Nissan GT-R

Two years is a long time in the GT-R tuning world. Stand still and you’ll be left behind. That was not an option for Kevan

of the car: its VR38DETT. Previously, the Hulk packed a monstrous 4.2-litre version of the V6. Now though, it’s running an all-new engine, which interestingly is scaled back down to a 3.8-litre forged and blueprinted design. They say there’s no replacement for displacement, but clearly that expression doesn’t hold true by modern day tuning methods, because power is now upped to a massive 1600bhp! Internally, everything is forged and built to SVM Hulk specification by various leading specialists such as Carrillo and CP. That

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means the exact spec of the con rods, pistons, crank, pulleys, the lot, are only known by SVM, but they have all been dynamically balanced. What is clearer though is the exact specification of the turbos. SVM has gone up three sizes and strapped on a pair of Garrett GTX GT-3568FP ’chargers. You’d be forgiven for thinking these two huge blowers would extract the maximum potential out of the smaller engine, but in truth it’s the Garrett items that are nearing their ultimate performance. SVM already has plans to go

bigger, which surely highlights just how advanced that VR38 is. That’s also emphasised by the fact the V6 is more than happy to receive a full Wizards of NOS nitrous system too. With those two major additions in place, it was important that SVM got the breathing and fuelling right on the car too. In particular, SVM concentrated on the intake system. Huge K&N filters clean up inbound air, which is inhaled ferociously through a larger throttle body and intake plenum arrangement. The fuel system is uprated too, but more on that in a moment.


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Engine: SVM 3.8-litre 32v forged and

Active rear wing moves at preset speeds and is split to provide downforce to the tyre needing it the most

blueprinted VR38DETT V6 engine, dynamically balanced SVM Hulk-spec con rods, pistons, crank, crank pulley, wrist pins, second keyway, Nissan bearing and gasket sets, ID2000 high-flow injectors, GReddy fuel rails with twin motorsport fuel lines, Magna Fuel pressure regulator, twin 750l/ph fuel pumps, C16/E85/methanol compatible PTFE Goodridge Dash 10 anti-static fuel lines, Wizards of NOS nitrous system, SVM ram charge bumper bar, K&N air filters, SVM billet oversized 70mm throttle body housings, modified inlet plenum, SVM stainless steel 2” equal length manifolds, twin SVM-spec Garrett GTX GT-3568FP turbochargers with upgraded ball bearing cores and, Tial external waste gates, V-Band flanges, SVM 80mm downpipes with EGT probes, SVM silicone piping, 100mm MAF pipe with relocated sensors, 4bar stainless steel map sensor, SVM recirculating/open to atmosphere blow-off valves, GTC 102mm titanium exhaust system with 102mm GTC Y-pipe, HKS AFR and knock meters with twin additional oxygen sensors, Syvecs S8 standalone engine management with anti-lag and 2WD burn-out unit, LC6 gearbox software, SVM/Radtec Matron’s lightweight aerospace bar and plate intercooler 80mm hard piping, SVM/Radtec high-capacity engine and gearbox radiators, alloy power steering reservoir, high-pressure water header tank, twin SVM/Radtec power steering coolers, SVM water hoses, GTG ECU radiator program, 65º motorsport thermostat, Titek carbon cooling panel

Transmission: Uprated and strengthened Albins first to sixth gear set, Albins internals, 18-plate motorsport clutch system, upgraded 4WD gearlock system, SVM gearbox cooler with additional fan, thermal switch, Motul pump, braided lines, GTC billet high-capacity oil pan, SVM synthetic dual clutch oil Chassis: Custom 19” Image split-rims shod in Hoosier racing slick tyres, billet spacers, titanium wheel nuts, custom fully adjustable Nitron Race coilovers, Eibach front and rear anti-roll bars, SVM adjustable caster/camber arms, Dixcel carbon steel grooved front and rear brake discs with uprated pads Exterior: Full respray in metallic

Chassis-wise, things haven’t changed too much. The Nitron coilovers and Eibach antiroll bars are still in place, but the brake discs are now immense Dixcel carbon steel grooved items on both the front and rear. Mated to soft compound pads, stopping power is now at an all-time high. SVM adapts the Hulk for track, drag, road and top speed usage, meaning the wheels and tyres fitted change unbelievable regularly. Blink and you’ll miss it! For the purpose of our shoot, custom 19” Image split-rims with Hoosier racing slicks were selected, although you’ll notice

that by the time the Hulk hit the quarter-mile strip, a low-pressure drag-specific setup was already in place! Cosmetically, the Bayside blue colour change (inspired by Gundam) is the first thing you notice, but it’s the panels that paint is applied to that are most significant. The AMS carbon roof remains, but a clever blend of Top Racing and WALD products have significantly broadened the Hulk’s shoulders. The majority of items installed are constructed from carbon fibre, including the Top Racing front bumper, wide front wings,

Bayside blue, Top Racing carbon fibre front bumper, front wings, vented bonnet and rear bumper, WALD rear carbon diffusers, side skirts and rear arch extensions, Top Secret carbon gas bonnet Lifters, Top Secret front towing eye, Aeromotion S2 active rear wing, Aeromotion carbon bootlid, AMS carbon roof, GTC carbon race mirrors, carbon exhaust surrounds, MCR side markers, LED front and rear GT-R badges, angel eyes, running lights, headlights, Knight Rider-style grille light, fog and brake lights, carbon headlight surrounds, SD doors

Interior: Cobra Evolution carbon

front race seats, retrimmed rear bench, six-point roll-cage, TAKATA four-point harnesses, various panels retrimmed in Alcantara, privacy glass, 60mm 45psi digital boost gauge, two Dakota digital EGT gauges, Syvecs dash-mounted rotary map controller, Aeromotion S2 rear wing controller

Contacts/thanks: All the team at

Severnvalley Motorsport (01952 583917 or www.severnvalleymotorsport.co.uk)

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R35 Nissan GT-R

They say there’s no replacement for displacement, but clearly that doesn’t hold true because power is now upped to 1600bhp!

bonnet, rear bumper and WALD rear diffuser. The flanks see non-carbon WALD side skirts lead into those impressive arch extensions, also from the WALD catalogue. The boot and rear wing are both Aeromotion items. Despite being changed numerous times over the years, the carbon items have returned from the car’s previous incarnation. Particularly trick is the rear wing because it’s active with its stand alone ECU operating in harmony with that of the R35’s. It

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lifts and lowers at pre-programmed speeds and being split can even offer additional downforce to the wheel that needs it the most. It’s there for function, not form. So is that it for the Hulk? Has it reached its peak? In short, no. When Nissan designed the GT-R, it heavily over-engineered its mechanicals. SVM operates in a similar way and is always thinking of the next step when upgrading all aspects of its projects. Take the fuelling system for example. This is probably

the most complex part of the build. SVM estimates the carefully conceived setup is capable of flowing enough juice for a 4000bhp setup. That’s not to say Kevan and his technicians are planning on running such mind-blowing power. It’s just one part of the puzzle that is already in place for when the Hulk becomes even more angry. While SVM has got plenty of other big projects planned for this year, something tells us that this isn’t the last we’ll be seeing of the Hulk…


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