Leave well enough alone.” For tuners, this is nearly impossible, especially when working with high performance vehicles. The temptation to modify turns seemingly innocent bolt ons into full-tilt engine builds. Just ask Jotech Racing’s Kenny Tran. Tran has built many high-horsepower cars for professional drag racing in addition to Japanese and European street exotics for clients. He was so impressed with the R35 Nissan GT-R that he decided to purchase one as a daily driver.
Text by Richard Fong // Photos by Pepper Perfect
Warranty Woes
Before Tran acquired his GT-R, he had heard about the various warranty issues. Utilizing the launch control or simply pushing the GT-R’s performance abilities could compromise the integrity of the factory driveline and possibly even void the warranty. While driving from Dallas to San Antonio to pick up his new GT-R, Tran contemplated simply putting wheels and an exhaust on the car to personalize it. Thoughts of simple customizations led to phone calls for the latest performance upgrades, ordering parts for a new car he didn’t even have in his possession. So much for the warranty.
Long Term Road Map
Tran expects to keep the GT-R for quite some time, so building it for the long haul made sense. After clocking over 10,000 miles on the GT-R in stock form, Tran prepped the VR38DETT engine for serious power production. The block was machined by Kim Barr Racing Engines to accept a set of Darton sleeves. Oversized 96.5mm Arias 9.0-to-1 compression pistons link to the factory crank by way of Pauter connecting rods. The 1mm oversized bore results in a modest displacement increase of 80cc.
Up top, Jotech Racing massaged the intake and exhaust ports before a complete Ferrea valvetrain was installed. To orchestrate the new valvetrain, higher lift and longer duration PONCAM bumpsticks from TOMEI POWERED sit atop each bank of cylinders. ARP head studs provide the clamping force to keep the heads from lifting while GReddy MLS head gaskets ensure a positive seal to complete the long-block assembly.
Bolt-on Boost
The performance aftermarket has been quick to answer the call of tuning enthusiasts. HKS was one of the first tuners to offer “staged” VR38DETT upgrades as well as a bolt-on turbocharger solution, the R35 GT800 GT II turbo kit. The included cast stainless-steel manifolds bolt up to the exhaust ports, feeding high enthalpy exhaust gasses into the turbines of a pair of GT II 7460 turbochargers. After the factory downpipe, Tran chose a GReddy 94mm titanium exhaust to route spent gasses to the atmosphere. On the cool side, Akuma Motorsports induction piping channels filtered air into the compressors of the 7460 turbos. Jotech custom aluminum piping directs the aircharge through a GReddy twin-inlet racing intercooler before distribution to the throttle bodies and intake manifold.
Transaxle Tribulations
The Getrag GR6 DCT transaxle that equipped the 2009-2011 R35s functioned reliably under normal driving conditions but was prone to failure when pushed hard or subjected to greater power input. Seals that ensured line pressure to the clutch were among the first components to fail, leading to premature wear of the clutch discs.
Clutch disc debris would then clog the filters and ultimately destroy the transmission. Even if the seals were sturdier, the stock clutch was not meant for significantly greater torque and horsepower production. Overpowering the stock clutch also accelerates wear; clutch debris in the fluid, clogged filters and again, complete failure. This GT-R benefits from a PPG strengthened first gear, Dodson Motorsports/Exedy Clutch 8-plate clutch upgrade, new seals and filters.
