If ordinary Japanese citizens buying supercars like the Skyline GT-R at local used car lots wasn't a torturous enough thought, then we probably shouldn't tell you driving one modded as wildly as Cockpit Wako's on Japanese streets is perfectly acceptable. the Cockpit R34 was built for time-attack competition, but holds true to the shop's creed of enjoying the drive, along with the race. The car's carbon Voltex GT wing stays on at all times, but rather than switch glass to Lexan to save weight, the crew opted to replace the car's factory rear piece with the N1 GT-R's lighter version, lest they need to scrape ice off during winter touge sessions. Nismo GT LED taillights add a bit of flare for the daily commute, as does the car's flame-themed Key's Racing wheel-something we'd sooner expect from a power-crazed American.
Of all the qualities that go into defining the textbook supercar, "versatility" usually isn't one. Koenigsegg CCXs aren't known for their all-season performance, Miuras aren't known for anything but looking halfway decent and costing a ton, and McLaren F1 owners generally aren't known to do anything with their cars except cruise them to the occasional weekend show (even though creator Gordon Murray cites the NSX as his inspiration for the car). Yet, here we have two cars that could hand most any supercar its own rear bumper in a contest of its choosing, while retaining versatility and practicality of which the others can only dream. Maybe the GT-R and NSX aren't supercars after all. Maybe that's exactly why we like them.
The Best Of The Best
2NR's pick of the best GT-R release.
Nissan's response to the NSX-R was the R-34 Skyline GT-R V-Spec, which added the ATESSA E-TS Pro all-wheel-drive system; a revised, stiffer and lower suspension; front underbody diffuser and carbon fiber rear diffuser; carbon fiber hood; iridium center console; aluminum pedals; black cloth seats, and more. Homologation variants marked "N1" featured removed air conditioning and audio systems, removed rear wiper, trunk carpeting and sound-deadening material, and a re-worked RB26DETT, complete with fully balanced internals, 1.2mm top piston rings, improved water channeling in the block, a ported and polished head, upgraded Garrett turbochargers, and an over-bore varying from the stock 86mm to 87- or 88mm, depending on year. Power output was never officially released, but speculated to be around 350 hp and 330 lb-ft of torque.
'00 Nissan Skyline GT-R
Output 340 whp
Engine RB26DETT, 2.66L displacement; Nismo GT crankshaft, radiator; HKS pistons, oil pump, F-CON V Pro; Tomei connecting rods; Trust 13-row(!) oil cooler, front-mount intercooler, T517Z turbochargers (X2), turbo manifold; Cockpit Wako titanium intake, intercooler plumbing, turbo-back exhaust, aluminum radiator reservoir; Sard external fuel pump, radiator, cap; Aeroquip AN fittings; With Racing Project aluminum windshield fluid reservoir, carbon fiber radiator diffuser
Drivetrain ATS two-way carbon limited-slip differential, carbon twin-disk clutch, flywheel; Keys Racing shift knob
Suspension Sachs circuit-spec coilovers; Hyperco springs; custom urethane spherical bushings, control arms, end links, structural reinforcing foam; Nismo strut tower bars, sway bars
Wheels/Tires Prodrive GC-010G wheels (18x10.5, +22 offset, front and rear); Bridgestone Potenza RE-115 tires (265/35-18, front and rear)
Brakes Brembo 355mm two-piece rotors, six-piston calipers (front); 343mm two-piece rear rotors, four-piston calipers (rear);
Exterior Nismo GT carbon fiber hood, Z-tune front fenders, GT LED taillights; OEM Nissan Skyline GT-R N1 rear glass; custom dry carbon fiber front bumper, trunk, doors; Voltex dry carbon fiber GT wing; Mine's carbon fiber mirrors
Interior Recaro driver and passenger seating; Takata harnesses; Key's Racing shift knob, Fossa Magna steering wheel; custom carbon fiber center console, dry carbon fiber door panels; carbon-look arm rest cover, shift boot, handbrake boot; bolt-in roll cage
By Luke Munnell
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