Nissan Skyline GT-R Untold History and Myths

What You Should Know about Your Favorite Tuner Car

We get it, we live in an age bombarded with information on a daily basis though multiple platforms and devices. Couple that with the trend of no one trusting the automotive media with everyone and their mom being a content creator and proper historical information. Content creators mess up facts and don’t grasp the basics but can mask it with entertainment factor using adjectives or dropping phases like “dope spec” or “dude, so cool” on their videos. Without much bite to the content, the information about cars that were never sold here like the Nissan Skyline GT-R are muddled half-truths that just make enthusiasts or GT-R owners sigh. But here are a number of common myths and the untold truth behind the Skyline GT-R, a brand that really rocketed Nissan to the forefront of performance cars in the 1990s.

…the information about cars that were never sold here like the Nissan Skyline GT-R are muddled half-truths that just make enthusiasts or GT-R owners sigh…

GT-R Super Car or GT Car ?

We hear this one a lot. But by definition a supercar is going to have 500+ horsepower and an exotic platform and styling that is afforded by a mid-engine rear-transaxle car. In Japan, the GT-R was less of a Ferrari or Lamborghini and more of a Porsche or spicy 4-seat coupe that was comfortable and luxurious, yet a great performer. The term actually in the trim name (GT) Grand Touring and was purchased by businessmen new in Japan for ¥4,450,000 or $31,283 USD (roughly $66,000 adjusted for inflation). Even by the time the R34 GT-R wrapped up its run in 2002 it wasn’t Ferrari or Lambo money at ¥4,998,000 about $45,600 USD (a tick over $76,000 in 2022 money).

Skyline GT-R Can Handle 1000 Horsepower

Well, that is a “hell no” from us owners. The Skyline GT-R really isn’t all that exciting in stock form. Sorry to burst your tunerboi bubble but this was a 276hp car with embarrassing torque numbers from 1989 to 2002! It shared many components with Nissan cars like the S13 240SX and Z32 300ZX but the sum of its parts and that incredible ATTESA-ETS AWD system with screaming high rpm RB26 made for a spirited drive.

…The Skyline GT-R really isn’t all that exciting in stock form. Sorry to burst your tunerboi bubble…

But the GT-R needs to be uncorked and tuned. The bottom end of an RB26 can handle 500whp for a bit but early ceramic wheel turbos won’t get you there and will explode if you try. The later R34 steel wheel Garrett turbos can flow close to 500whp but the transmissions and clutches will not be happy. The R33 GT-R transmission was an upgrade from the R32 and the Getrag 6-speed in the R34 is pretty stout but not for high-horsepower abuse. Suffice to say all the big horsepower GT-Rs have built blocks and added displacement of stroker or the RB30 block.

Skyline GT-R R32s Were Single Turbo RB20 and Rear Wheel Drive  ?

Back in the 1990s, there was sparse information about this Japan-only car. Info had to be translated and/or scanned in from Japanese magazines as the fledgling internet didn’t have the volume of info. An ancient Geocities page cited the 1989-1994 Skyline GT-R as being single turbo and not AWD. This is correct for the GTS-T and lesser trims but this GT-R myth exists today. We regularly hear: “oh you converted to RB26 and the AWD,” it’s easier to just say “yes” and move on.

Nissan Stopped Making the Skyline in 2002

Wrong. The Skyline soldiered on, albeit awkwardly in Japan with cars like the anemic Skyline 350GT based on the G35 we tested in 2004. It was an embarrassment but there was also a 370GT based on the later Infiniti G37 and even a crossover version we will not speak further of. Then they resurrect the Skyline 400R nameplate on a Q50 sedan that although it has 399hp pumping from its VR30DDTT 3.0L V6 twin turbo, it just isn’t worthy of the R33-based 400R nameplate 

Another fact you can amaze your friends with, GT-R production kinda snuck on in 2003. The 2003 Nissan Skyline GT-R Z-Tune is stupid rare with only 19 ever made. Nissan bought back low-mileage (under 30,000km / 18,000 miles) and completely rebuilt them with all of the Nismo catalog of parts. One confirmed sold for over $500,000 in Hong Kong, another privately changed hands for over $1-million USD and another Australian buyer made an offer of $1.4-million but was turned down. Not bad for a $120,000 Nissan.

You can Legally Import Any Skyline GT-R After 25 Years

You can but definitely not on January 1 of your model year plus 25. The rule goes by month and year, for example 1989 R32 GT-Rs started rolling off the line in August 1989. We know one buyer who tried to be slick and roll across the Niagara Falls, Ontario to Buffalo, New York border at 12:01 AM January 1, 2014. He made it, a few months later the feds came seeking more documentation about the car that wasn’t legal until the build month on the VIN.

Another stipulation in the 25-year vehicle importation rule is that cars are not allowed to have motor swaps. They are also supposed to be relatively stock with not a load of aftermarket performance modifications on them. While not technically legal, the Feds either don’t seem to notice or be well-informed on what stock parts actually look like as all GT-Rs are modded.

You Can’t Insure a Right-Hand Drive GT-R

Obviously you can, and should. If your mainstream insurance carrier is giving you a hard time try collector car insurers like American Collectors or Grundy. It’s far less cost and they don’t really have many stipulations that some classic car insurers will. One of the issues you will run into is the VIN number since they JDM cars are 11-digit VINs while we have 17. But many insurance companies will want an inspection done and multiple pictures to justify your ancient Nissan being worth so much replacement value.

Skyline GT-R are Slow, Unreliable, and Blow Up

This is simply not the case. Myself and many owners have experienced years of amazing on-and-off track driving, while twitchy exotics are constantly in the shop. Any 1990s Nissan was well-engineered and can handle abuse. Plus when they do break, the Nissan F.A.S.T. parts system means you can get most parts at your local Nissan dealer. They won’t believe you and can’t look up year, make or model but give them a part number and they will be amazed.

Much of this myth perpetuated for two reasons. The first reason is many early Skyline owners either didn’t buy a GT-R but bought a GTS or the most broke-ass abused GT-R they could barely afford. There are over 43,000 R32 GT-Rs and a portion were poorly maintained, raced and improperly modified in Japan. The second angle to this myth is many of the cars blew up for very simple reasons, the wrong fluid and the wrong gas!  A responsible owner is going to replace all fluids with correct spec and capacity in their new-to-them JDM car.Many owners did not do this, or put the wrong stuff in, like gear oil in an ATTESA transfer case – try it out.

Then there is the pump gas issue. We measure our octane rating using the RON+MON system, which tops out at 91-94 octane depending on your state. Well the GT-R needs 100 octane but Japan has a different rating system so that number is closer to our 98. Don’t be putting 91 octane in a GT-R, upping the boost and try to be a JDM-hotboi. You will be melting a piston, spinning a bearing or exploding a ceramic turbine – 100% guaranteed.

Older Japanese cars will have solid maintenance due to Sha-Ken safety inspections and emissions tests. But once they have trouble passing, they hit auction for export – remember that. 

“mY bOy gEtS GT-Rs FoR 25K”

No he doesn’t. He probably doesn’t have a $25,000 net worth. Back when they were first legal, GT-Rs costing that much did exist but those days are over. Anyone claiming they can get a cheap GT-R shouldn’t be trusted anyway, there are many reVIN’ed cars, blackmarket cars or nearly destroyed and welded back together cars. There ain’t no Japanese CARFAX and most odometers have been replaced or stopped working. Verified mileage is rare, unmodified cars even rarer and example with both along with no accidents is an actual unicorn – buy it. But before purchase always do a Pre-Purchase Inspection (PPI). 

…Older Japanese cars will have solid maintenance due to Sha-Ken safety inspections and emissions tests. But once they have trouble passing, they hit auction for export – remember that…

GT-R prices are soaring, $25,000 won’t even buy you a new RB26 long block motor let alone a whole car. Nissan has introduced their heritage program to completely restore your R32 to factory specs with new OEM parts but charging upwards of $420,000. Collectible R34 GT-Rs are new fetching over $300,000 and guaranteed to be half a million dollar cars by the time January 1st, 2024 rolls around.

Why is the Nissan Skyline GT-R Illegal in the US

Most R32, R33, and R34 GT-R Fans Waited 25 Years!

You read about the Nissan Skyline GT-R in tuner mags, you saw the Skyline GT-R steal screen time in Fast and Furious Movies and heard Canadians started driving GT-Rs legally back in the mid-2000s. Yes, the Skyline GT-R is the Japanese GT car that captivated enthusiasts’ attention here in the United States and made it the goal of many fanbois of the Nissan badge. Hardcore JDM fans already knew the GT-R was dominating Japan Grand Touring races in Group-A as well as the streets Tokyo but we still couldn’t import the car to America. The Nissan Skyline GT-R was considered an illegal import in the US and Federal agencies have been on the case about shady imports by seizing cars and shutting down illegal importers.

Being an owner of a Skyline GT-R for nearly 18 years now, I’ve seen, driven and been offered to buy many questionable GT-Rs over time. But why are they illegal?

Before we get into it, let’s set a few facts straight. The Nissan Skyline has many trim levels, like the GTS-T and GT-T that were narrow-body, single turbo with rear wheel drive, others had no turbo or even AWD. There was the GTS-4 R32 4-door sedan and even a wagon with a carburetor! The R33 and more desirable R34 had sedan versions as well, lumbering 4-doors that in our opinion, only confused the brand. This left the Skyline GT-R trim and higher variants the most desirable and importers were willing to go to great lengths of illegal activity to get one here into the US.

A bit of history lesson first going back to the late 1990s. The Skyline was Japanese market only being right-hand drive and early cars had no airbags, no side impact beams, no side markers all compromising occupant safety. Meaning it couldn’t be exported outside Japan, but there was a company named MotoRex spearheaded by Japanese national, Hiro Nanahoshi in California that sought to change all that. At the time, MotoRex was the only company seeking to legally import the Skyline GT-R by performing National Highway Traffic Safety Administration (NHTSA) crash tests, DOT modifications, new VIN plate and any further requirements by the California Air Resource Board (CARB). 

MotoRex rose to prominence very quickly but there was a dirty underbelly to the company with a slick but criminal owner. What the public doesn’t know is that only the R33 chassis Nissan Skyline GTS was crashed in the tests. In Japan this was a cheap car to dispose of for frontal offset, side impact and rear crash tests required by the NHTSA and DOT. The R33 coupe failed the side impact tests and the beam was lowered to achieve a pass in 1999. Although approved, Federal regulators didn’t notice that MotoRex was later legalizing not only R33 but R32s and the super expensive R34 an most of which in GT-R trim. The trick worked and there are over 100 DOT legalized Skyline GT-Rs in the US which became super valuable after MotoRex collapsed amidst controversy and criminal activity. Even a MotoRex VIN plate is super valuable, as wrecked cars magically became roadworthy again.

…MotoRex rose to prominence very quickly but there was a dirty underbelly to the company with a slick but criminal owner…

After MotoRex, shady importers saw the pent up demand for Skyline GT-Rs only ever sold legally in the Japanese Domestic Market and wanted to cash in. The most common scam to get an illegal Skyline GT-R was the old ship as parts and re-VIN move. There are so many illegal R32s, R33s and the worth-the-risk R34s in the US using this method. A chassis was either totally disassembled interior and engine removed (or even cut in half) and then rewelded and assembled together. The GT-R might have been complete(ish) but still needed a 17-digit US VIN to make it able to register because JDM VIN plates are 11-digits. The shady importer would then harvest a similar year Nissan 240SX VIN and rivet it on. Don’t believe it? We’ve driven these cars and been offered them for sale, avoid them at every opportunity. 

Sure you might fool a cop or two but crash and see how fast your insurance company won’t back you. Or wait until the feds show up at your door to take it, if you still want to go ahead other countries can’t wait to buy it at auction for pennies on the dollar when it is sold off for export only.

However, much of that is in the past. Companies like Kaizen, Black Ops and Rivsu have all ceased operations, many cars have been seized and insurance companies got wise to the JDM-trickery. Back in Canada, the 15 year importation rule there meant cars would not require any special modifications to be legal and R32 GT-Rs came in legally as early as 2004. The R34 GT-R has been imported there since 2014 as many of the owners await the big day here in the USA. What is the big day? July 1, 2024 the month when the 1999 Nissan Skyline GT-R R34 chassis first rolled off the line (yes, the 25 rule is legal build month and year, not year alone).

For the sake of discussion, the R34 GT-R Chassis built from 1999-2002 is the most desirable and has become extremely valuable. That made R34 GT-R importation the primary goal of shady importers before 2024 and other wealthy owners who exploited another loophole. Show or Display law means that cars of historical importance and motorsports significance can be imported into the US with various stipulations. Currently, the 1999 Nissan Skyline GT-R V-Spec in the rare Midnight Purple II color and 2002-only Nissan Skyline GT-R M-Spec Nϋr. The Show or Display allows for a maximum of 2,500 miles per year to shows and events only. While some owners might adhere to that with regular habits, others have found questionable “methods” in these mechanical speedo cable-equipped cars.

There are also a number of illegal R34s from Miami to LA and all points in between that are rumored to be existing under their house of cards importation and VIN history. They will then come crawling out of the dirt with their original VIN plates, looking to be resold as fresh, new imports despite being here for year (or decades). If these cars do go legit, the will be far more valuable as many people avoid GT-Rs with Florida titles for example and a handful of other states.

But does it matter if you have a legal, illegal or gray market GT-R you want to buy? For many people, the prices are becoming absolutely unobtainable. BringaTrailer.com sold a 1999 Nissan Skyline GT-R V-Spec in Midnight Purple II for $320K, the M-Spec is going for around the same. The ultra-rare Nissan Skyline GT-R Z-Tune of which there are only 19 has changed hands privately for over $1-million USD. Even the overlooked R32 GT-R is already over $150-grand.

…But does it matter if you have a legal, illegal or gray market GT-R you want to buy? For many people, the prices are becoming absolutely unobtainable…

Before you go hit bid on the next auction, remember the 25 year importation rule has a stipulation than many avoid. Imported cars are not supposed to have engine swaps or heavy modifications. You can dispute all you want, but it’s there in black and white we just get away with it as no federal employee has a pulse on what a mod even is. Then again, RB26 blocks have no serial numbers either.

History of the Nissan Datsun Z and Fairlady

Long Live the new Nissan Z Car!

The Nissan Z and the Datsun Z have seen their moments of sports car glory and awkwardness over the cars 50 plus year history. With production gaps between models and riding the same platform for over a decade, the Nissan Z-Car was ripe for a shake-up or going to be sunsetted in a Renault-Nissan-Mitsubishi Alliance boardroom eventually. Turns out despite turmoil at Nissan and their fugitive ex-CEO, they still can make exciting products. Many thought the 370Z Z34 would be the last Z since the platform dragged on for 13 model years. Now, here we are on the dawn of the 2023 Nissan Z launch and we wanted to round up historical highlights of the 240Z, 260Z, 280Z, 280ZX, 300ZX and 370Z that preceded it.

The 240Z that Followed it All

It might be controversial to think today but the Japanese often copied Western world designs that were superior to their own, much like China does today. Japan did have a solid manufacturing base but after World War II, the country was destroyed creating many set-backs but one positive trait emerged. Stemming from thousands of years of Japanese culture, it is common practice to learn from your victors, adapt their ways and end up being superior to them over time. Which leads us to the 240Z, a car that looks like it was sketched by an Italian or more likely Brit designer.

The press and public couldn’t ignore that the Datsun Z, was remarkably similar to the Jaguar E-Type Coupe. Both had muscular rear hind-quarters, a long hood, bubbled rear hatch, bulbus front fenders extending to cut outs for circular headlights. Underhood both had straight-6 engines, manual gearboxes and SU carbs (well, SU-Style Hitachi units on the Z). Step inside and the door cards look similar, the center stack is full of gauges (with the Z being a bit more sculpted into the dash) right down to the three spoke steering wheel. But the 240Z aimed to do a lot with less power, less weight and half the cost – the Japanese way.

Named the Fairlady in Japan and offering different engines, the 240Z we know in the US was named after the displacement of the motor. The 1970 Datsun 240Z had the 2.4L inline-6 DOHC S20-motor that generated a decent 154hp  and sold well, especially in the US despite being sold in ground zero muscle car era. Still the compact Z could muster an 8-second 0-60mph time and reach 120mph while being able to carve corners better than a muscle car. Production numbers soared during 1971 to 1973 and continued on into the smog-equipped oil crisis of 1974. 

…the 240Z aimed to do a lot with less power, less weight, and half the cost – the Japanese way…

The 260Z is rare, since it only came in 1974 and although it ran stroked 2.6L version of the S20, the power decreased in the US to 139hp! Detuned with lower compression and revised camshafts and carbs for America, the Fairlady Z in Japan received a mild bump with the displacement to 150hp. Considered a forgotten stepchild, the 260Z developed an innovation for future Z-cars, the 2+2 option, with seating for four in a 30cm (11.8-inched) stretched frame). The 260Z still sold well with 53,451 units produced.

Datsun then bored and stroked the six to a total of 2.8-liters and branded it the 280Z (no, not the 280ZX, please hold). Engineers fitted it with reliable and efficient Bosch fuel injection system. Despite an increased weight resulting luxuries and larger DOT-approved bumpers, the car was quick since it now produced 170hp from 1975-1977. Don’t think that is a lot of horsepower? The 1975 Chevrolet Corvette C3 made 165hp… from a 5.7L V8. These were dark times indeed but they would get brighter.

The Turbo Age of 280ZX to 300ZX

By 1978, muscle cars were either badge-engineered shells of their former selves or were gone altogether. The Z-Car forged ahead with basically the same playbook it started back in the 1960s into the disco era. Not to be confused with the 2.8-liter cars, Nissan debuted the Datsun 280ZX with the L28 motor. Although the car was almost a cartoonish version of its former version, with T-tops and an odd gold-accented 10th anniversary edition equipped with gold wheels, leather, and headlamp washers in 1979.

But there were advancements that would define upcoming Z-Cars, like the 280ZX Turbo in 1981. The turbocharged car pushed the top-trim 280ZX to 180hp and 203 lb-ft of torque but with added weight, luxuries and an optional 3-speed automatic, there was a problem. Enthusiasts argued the sports car magic was gone and this was now a luxury 2+2 cruiser but who cared? The 280ZX set sales records and bagged a Car of the Year award in 1979.

…by 1978, muscle cars were either badge-engineered shells of their former selves or were gone altogether. The Z-Car forged ahead with basically the same playbook it started back in the 1960’s…

Back then enthusiasts thought the 280ZX looked awkward with dated 1960s sports car styling and Nissan had already planned big moves for the upcoming 300ZX. The motor was now a V6 but not just any V6 the legendary VG30ET. Sure the 3.0 Turbo produced 200hp in the US but it cranked 230hp in other markets and was capable of 739hp in the Nissan GTP ZX-Turbo IMSA race car. Yes, the same IMSA race car that defeated the venerable Porsche 962 on streets of Miami circuit in 1987 and won the Sebring 12hr in 1989 and 1990. Enter the modern era of the Nissan Z-Car.

The Rise of the Nissan 300ZX Z32

Sales numbers and world-beating turbo VG-engine aside, the 1984-1988 300ZX looked 1980s. Nissan rebadged it in 1985 to no longer be a Datsun in the midst of a staggeringly-expensive marketing campaign to lose the Datsun name. The new Nissan 300ZX was all Nissan and recalling the first time it was seen in person, looked like a spaceship in 1989. Nissan was on top of it’s game, the Skyline GT-R R32 was out in Japan, the 240SX was an excellent low buck pure sports car and the flagship 300ZX Turbo would set horsepower and performance records for the Z-Car.

Nissan finally figured out that it could divide a 2+2 Coupe with an NA motor and a fiery 2-seater with the new twin turbo V6. It later became popular to swap this VG30DETT into the 2+2 for extra occupants and cargo but retain the 300hp performance of the 2-seater. Fun fact, the 300ZX Twin Turbo made more horsepower in the US than Japan (capped at 276) for the first time. 

But sales were affected by the recession and rising inflation in Japan. A car that debuted at $33,000 was nearly $50,000 by the end of the production a trend affecting the rival FD RX-7 and Mk4 Supra as well, mean like them US sales were cut early and by 1996, the Z was gone.

But not before a couple special models popped up like the Final Edition limited to 300 cars in 1996, the rare-as-a-telephone booth convertible debuting in 1993 and the SMZ tuned car build by racer Steven Millen, the 365hp Nissan SMZ. Production continued on in Japan (just like the Supra and the stretched to 2002 RX-7) until 2000 when the Z-Car took a worldwide hiatus.

Back to Battle with the 350Z and 370Z

Nissan has gotten a lot of mileage out of their FM-platform. It might not do anything fantastic but it does everything good being the underpinnings to family haulers like the Murano, middle-management sedans like the Maxima and yes modified to be on the Z. The new VQ35DE engine might have lacked a turbo but it was up there for naturally aspirated horsepower and debuted when Sport Compact crazy was burning brightest in 2003.

The 350Z had ridiculous aftermarket support. Turbos and superchargers for the 3.5L V6 were everywhere, widebodies, strokers and scissor doors were not uncommon. The 350Z became a staple in the US drift scene with Chris Forsberg swapping an SR20DET into a Z33 and later winning the 2009 Formula Drift Championship in a Titan V8-swapped Z convertible! The wild success of the Z33, would translate to what in the 370Z trim.

We always liked the 370Z Z34 chassis from it’s launch in 2009. Classic lines, sharper styling, Nissan Flying-V family face, it was compact, more powerful and had a 6-speed manual box with innovated Syncro-rev. But even at 332hp, still felt like not much of a leap plus it went into limp mode on track immediately with its crowded engine bay not dissipating heat. We still were “meh” on the Nismo version of the 370Z at 350hp and for performance enthusiasts there were simply better options out there… with four seats. Plus SUVs and crossovers were the focus of the buying public and automakers looking to cash in.

Is the World Ready for the Reborn Nissan Z

We still believe it should have been called the 400Z. Sure Nissan carried the torch for displacement nomenclature properly (we’re looking at you BMW) but even though the new Z is powered by a 3.0L V6 twin turbo (again) it cranks 400hp, so it would still add up. Considering the Z34 chassis dragged out so long, we predict this is the last Z, heck they even still refer to it as the Z34. With retro styling from Z-Cars of the past, a twin turbo V6 and proper 6-speed manual gearbox – yes this will sell and bring media adoration to Nissan’s Z once again.

Rare JDM Cars at the 2021 SEMA SHOW

Million Dollar Skyline GTRs, Special RX7s, and Widebody Nissan Zs in Las Vegas

Spotting a Nissan or a Toyota is something you can do in your grocery store parking lot, but the ones you find at the SEMA Show are a little bit more special. Actually, that is an understatement, these are some of the most sought after JDM cars and some of the most popular styles in the Tuner scene. In terms of JDM and Tuner cars there is all sorts of stuff at SEMA this year, some of which you will never see, and others that you will probably see on retail very soon, with a couple only being JDM inspired. Come check out these JDM gems that we’ve spotted at SEMA 2021!

We never were sold any skylines in the US until Infiniti G35, and so to say that they are rare here is an understatement, especially for these two GTRs. This is the first R33 GTR 400R to come to the US and only 44 400Rs ever made. Named 400R because of its 400hp output, this was the rarest and craziest Skyline to come from the factory. Specifically this is a 400R in Sonic Silver making it a one of 5 ever made. Brought out by Top Rank Imports, this Skyline definitely stole the show

Vehicle: Nissan Skyline GTR R33 400R Sonic SilverThe other one is a Midnight Purple II V Spec GTR which cost about the same as Lamborghinis, one of the rarest color combos and trim packages for the R34 GTR.

We also spotted this Origin Widebody S14 Kouki with a 2JZ VVti Stuffed in it. It is hard to look past those stunning custom headlights though, but you’ll probably be staring at the tail lights of this thing if you caught it on the street.

You know the brand new GR 86/ BRZ? HKS is already making a new exhaust system so that you can sputter and bang your boxer as quickly as possible.

We also Saw this yellow RX7 from Fortune Auto, sporting a full RE Amemiya kit with the aero headlights.

Check out this S30 Widebody Z from Extreme wraps. It might look different from a standard 240Z or 260Z because of the slicker aero front end, referred to as a G Nose.

Finally here’s a couple BMWs that have adopted a lot a of the JDM tuner style and incorporated them into their Bavarian Builds.

Don’t Call It a Comeback:
The Resurgence of the Compact Truck

By “compact” truck, we really are discussing the modern, smaller-than-full-size pickup that is commonly referred to as a “midsize” model. Long gone are the days of the true mini-truck, so if you’re thinking those are making another appearance at new dealer lots, keep dreaming. The classic S-10, Ranger, Tacoma, Hardbody trucks are machines of a past generation. They had a great run, and are great projects if you can get your hands on a good specimen, which are still readily available. “Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick, but there are some bright sides to that reality. 

“Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick…

The Chevy Colorado is still going strong, and it is larger than ever. In 2019 Ford rereleased the Ranger back onto the market, which is great to see, but it too, is much larger than its last generation that phased out in 2012. Oh, and the Tacoma? It most certainly leads the midsize pickup scene, as it remains one of the most popular on the market. There are other established players in this category that boast devout followings and comparable specs, roomy cabs and available bed lengths that justify their respective MSRP figures, and there are new models trying their best to compete for a place in this very interesting segment. 

So what makes the midsize truck marketplace so exciting, anyway? Well, automakers really are looking to deliver the most bang for your buck in this category. Even though we can all complain that the cost of modern midsize truck are catching up with full-size pickups, these slightly smaller models will come in cheaper than their larger counterparts at the end of the day—there’s no doubt about that. A little sacrifice of space is par for this course with these models, however, these trucks can be jam-packed with features, which make maximizing their function and catering them to meet your exact needs becomes the fun part. 

…automakers really are looking to deliver the most bang for your buck in this category…

Right off the bat, midsize trucks are easier to maneuver than the big ones given their natural nimble size. Just because they’re a tad bit smaller though, don’t move too fast and assume these compact haulers can’t pack a punch to contend with the true heavyweights, because they absolutely do. If you need them to haul stuff around or tow heavy loads, they’ve got you covered. Looking to hit the trails and head off-road? You can do that with these trucks, no question. If you need a commuter vehicle, but want the true utility that only a pickup truck can offer, there are engine configurations with these midsize wonders that are ultra efficient and sip lightly at the pump. There really is a compact truck for every driver out there. 

Since muscle is an obvious concern when truck shopping, let’s take a look at some of the beefier compacts in the field. The Nissan Frontier, which is a familiar face in the compact genre, received a standard option motor upgrade last year, in the form of a healthy 3.8L V6 with a respectable 310HP output along with 281 lb-ft of torque. This engine will most definitely make its presence known while hauling, towing and ripping around off the beaten path. The Ford Ranger also puts up some impressive numbers from its 2.3L turbo 4-banger—270HP and 310 lb-ft of torque. It has proven to also tow and haul great, which is definitely something to consider when comparing to a full-size brute to get the same job done. 

Suspension wise, the Colorado/Canyon with its off-road-ready ZR2 package, is an upgrade that brings the price of admission up a bit, but don’t feel too guilty about over spending on your dirt hobby here, as the the ZR2 equipment also earns rave reviews on paved roads as well. The two-inch suspension lift utilizing quality components and the 3.5-inch wider track is an investment rather than an added expenditure, as the premium suspension package will serve its owner well during work and play. Same goes for the Tacoma with its TRD package, or better yet, its TRD Pro tier option. The latter selection comes correct with an upgraded skidplate under the engine, Fox internal bypass shocks, an electronic locking differential, an inclinometer with pitch and roll displays, 16-inch wheels with beefy A/T tires, improved off-road driving modes—and the list just keeps on going from there. 

While most buyers are interested in midsize trucks that do big truck things, there is another crowd that is interested in overall value and efficiency. These are mostly the folks who don’t intend to work their truck too hard, or play too rough with it either, but still want to have the utility of a truck on hand without it costing too much to operate. For these guys and gals, Ford has released an ultra affordable wildcard onto the market that may get mixed reviews from the truck audience. The Maverick is less expensive than the Ranger right off the lot as MSRP starts under $20K. The standard hybrid powertrain and impressive MPG will only continue to keep more money in wallets. Before this truck is prematurely written off for its lack of power, just know that Ford’s new budget-minded midsize truck is also available with a 2.0 turbo I-4 that boasts 250HP and 277 lb-ft of torque—definitely no slouch.

The variation of standard and optional equipment in the realm of midsize pickups is more than enough to assist in piecing together the right truck at a lower price of a comparably equipped full-size. This is what has made this segment of vehicles such a hot commodity among today’s truck buyers. While there may not be too many outright steals to be had at the dealership, there is plenty of room to better budget your money to get the exact truck that you need/want. Bigger isn’t always better, and the ever-growing fleet of midsize wonders are looking to drive that point home with everything in their power. 

2023 Nissan Z Revealed With 400 HP Twin-Turbo V6

Aug. 18, 2021 – In a global broadcast from Brooklyn’s Duggal Greenhouse, Nissan revealed the all-new 2023 Nissan Z sports car, only about five miles from where the original 240Z debuted. As you may have noticed, the new future classic is the first of Nissan’s line of iconic sports cars to not have a numeric designation, and will simply be known as the “Z”. Although this new Nissan may have lost some numbers, it definitely gains them back in horsepower!

The design of this new 2023 Nissan Z was of utmost importance to the brand, with a need to create a sleek and attractive exterior with a silhouette that pays homage the original models. This look features a long hood and low rear stance. Moving to the inside, the cockpit is extremely driver-centric, including a 12.3-inch customizable racing-inspired meter display, available leather sports seats and 8-speaker Bose audio system. 

The 2023 Nissan wouldn’t be a Z without the classic shape and style, but what’s really going to attract the masses is what’s under the hood. Equipped with a 3.0-liter V6 twin-turbo engine, the Nissan Z puts down a solid 400 horsepower, about 70 more horsepower than the 4th-generation 370Z. When it comes to the transmission, two choices are available. For those looking to get a classic Z experience, a 6-speed manual transmission is available with a motorsport-inspired EXEDY high-performance clutch. On the other hand, you can opt for a new 9-speed automatic transmission with aluminum paddle shifters. 

The 2023 Nissan Z will be available with multiple packages, including Sport, Performance, and “Proto Spec” edition which is limited to just 240 units. Nissan says the price will start at a price around $40,000.

The New Nissan Z Proto Reveal: Coming Very Soon

September 1, 2020 – The new Nissan Z car is coming. And it won’t be long til we get to see what it looks like. Dubbed the Nissan Z Proto, the new car was teased in a video highlighting the heritage of the beloved Z badge. It also has a beautiful group rolling shot of all of the past Zs(minus the 370z) that’ll bring a tear to your eye.

The video features clips of Nissan’s past Z models like the 240z, 280zx, Z31 and Z32 300zx, and 350z, and shows off the Z’s deep ties to racing. Though they didn’t show any more of the Z Proto than we’ve already seen, this teaser video lets fans rest assured that Nissan is acknowledging the Z’s roots and is dropping something that will respect that. Set to reveal on Spetember 15th at the Nissan Pavillion and on the NissanNext.com, the Nissan Z Proto will be showing its face very soon. Hopefully during the reveal they give us some details on performance aspects of the Z, but right now much is to be under speculation. Will it be a hybrid electric? Will it have some update to the VQ engine? Will it even be called the 400z like everyone thought? No clue. But regardless, we’re happy to see Nissan reviving a classic and much loved sports car.

Nissan Announces New Vehicle Subscription Service Called Nissan Switch

Feb 19, 2020 – In an age of countless subscription services offered from the 50 billion video streaming platforms to basic things like socks, there can’t possibly be anything else interesting we can shell out a monthly fee for right? Nissan thinks otherwise. With their new subscription service, Nissan Switch, they’re offering a way for the average consumer to select a car to drive one day and switch (get it?) to a totally different ride the next day. And the lineup of cars to choose from isn’t going to be some old beaters and neglected rides; they’re all going to be from the current model year. We know what you’re all thinking and the answer is yes, you can get a GTR. For an additional cost, of course.

The monthly fee for Nissan Switch kind of depends on what selection of cars you want. After an initial membership activation fee of $495 you can choose from a couple subscription levels:

SELECT – $699/mo

• Altima
• Rogue
• Pathfinder
• Frontier

PREMIUM – $899/mo

• LEAF PLUS
• Maxima
• Murano
• Armada
• TITAN
• 370Z

If you want the GTR, you’ll have to get the premium subscription and pay the additional cost of $100 a day for a maximum of a 7 day rental. Despite the seemingly high fees, what’s included in the price is quite valuable. Your monthly subscription to Nissan Switch includes delivery, cleaning, insurance, roadside assistance, and regular maintenance. On top of that, you’re allowed unlimited switches as often a new vehicle each day. With this subscription service, you can drive a Leaf for the daily commute of the week and a 370z on the weekends. Or maybe you have a camping trip planned and want to swap out for a Titan. Maybe you want to take your kid to soccer practice in a different crossover or suv every time, sure why not. There are so many possibilities available to fit whatever convenience you’d like to have.

Nissan is carrying out initial testing of the Nissan Switch program in Houston, TX and gauging the public’s interest. On the surface level, this seems to be a solid deal for those with the dough and extremely diverse needs. It’s no news that Nissan has been struggling these past couple years, but will this new service spark the fire they need?

And the Winner Is? 2JETZ

There isn’t a car kid in America that doesn’t know the name Hot Wheels (HW), heck, we’ve all stood on one of them with our bare feet. Back in 1968 when the line was launched, the first 16 cars were called the “Sweet Sixteen” and they supposedly reflected the prevailing trend in car design. They included Ed “Big Daddy” Roth’s “Beatnik Bandit” and several mildly customized production cars.

To celebrate their 50th anniversary, HW launched a nationwide search for the latest “Sweet 16” with the 2018 Legends Tour that began at HW HQ in El Segundo, California, and visited 14 Walmart stores across the U.S. in car-culture-centric cities such as Detroit. At each stop, judges that included members of the Hot Wheels design team, automotive influencers, and Walmart store managers cast their votes.

The winner from each stop won a trip to the 2018 SEMA Show where their car was displayed at the Hot Wheels Legends Pavilion. There, one car was chosen to be made into a die-cast and the ultimate winner was Luis Rodriguez’ entirely home-built, aircraft-inspired 2JetZ.

Airplanes have often provided the inspiration for automobile styling and designers such as GM’s Harley Earl looked to the skies for inspiration. Earl was so enamored of the Lockheed P-38 fighter that little bumps fashioned after the plane’s tail fins appeared for the first time on the rear fenders of 1948 Cadillacs. Those little bumps grew into the fins that we so fondly associate with fifties styling.

…a radical, mid-engine, Hemi-powered, open-wheeler with a fighter plane-style cockpit.

Luis Rodriguez of Hope, New Jersey was likewise inspired by jet planes and the land speed racers saying, “I came across a stunning conceptual design called ‘The Face Peeler’ by Dwayne Vance. I contacted Dwayne and with his permission, I adapted his artwork into something I could build.”

Dwayne’s concept, of which he also made a model, was a radical, mid-engine, Hemi-powered, open-wheeler with a fighter plane-style cockpit. It took Luis a year and a half to complete, working in a one-car garage where he fabricated a custom chassis using 4130 Chromoly tubing, a 1990 Nissan 300ZX donor car and a Toyota Supra in-line six, DOHC 2JZ-GTE engine.

The engine, however, is far from stock having its iron block “shaved” to reduce weight and fitted with Wiseco pistons, adjustable Chromoly pushrods, BC cams with aluminum cam gears, Ferrea valves and BC valve springs, retainers, and locks. It also features an AEM V1 engine management system and boost controller, an HKS ignition, a Titan high-pressure oil pump, a GReddy Kevlar timing belt, and ARP fasteners.

Rather than the stock Supra twin-turbo set-up, Luis opted for one PTE 6262 turbo with a Nissan Q45 throttle body, a K&N filter, and a Tial water-cooled wastegate. Weighing in at only 1,650 pounds, the 2JetZ with 627 horsepower at high boost on 93-octane gas enjoys a very favorable power-to-weight ratio.

The drivetrain comprises a custom 1-inch aluminum adapter plate, a custom Fidanza flywheel, an ACT 6-puck clutch and ARP flywheel bolts. The gearbox is a six-speed Subaru STI unit converted into a transaxle with the rear output welded shut. It is fitted with a Quaife limited-slip assembly and Driveshaft Shop 1,000 HP axles.

Keeping the monster cool is a pair of Honda Civic aluminum, three-row radiators mounted in the side pods assisted by Spal electric fans. Meanwhile, a custom 4 by 24-inch intercooler is mounted in the bottom of the scoop behind the cockpit.

The exhaust was also ingeniously fabricated by Luis using 3-inch stainless steel tube, a Magnaflow muffler, and a “restaurant grade” stainless steamer basket that is cable operated from the throttle. It opens and closes as the throttle is activated and adjusts the pitch and tone of the exhaust. According to Luis, “It helps quiet the motor so that it’s comfortable to drive until you hit the gas and it opens up.”

Up front, there is race car-inspired cantilever suspension made from aero tubing angled forward at 30-degrees to increase downforce. Speedway coil-over shocks are mounted horizontally along the inside of the body.

The braking is handled by more 300ZX take-offs including the aluminum hubs, calipers, master cylinder, and booster. It worked for Nissan. It works for Luis.

Luis hand-formed the fuselage using 6061 aluminum sheets attached to the sub-structure with 3,000 aluminum airplane rivets. The sectional canopy tilts up from the rear allowing ingress and egress and was likewise hand-formed using Lexan and features a remote, keyless entry system.

…it’s comfortable to drive until you hit the gas and it opens up.

The steering is a narrowed dune buggy rack-and-pinion unit that connects to a collapsible column and a generic 14-inch, quick-release, wood-rim classic-style wheel. Other cockpit accouterments include a 300ZX pedal assembly, a Toyota MR2 shifter with an STI knob, and a generic race seat fitted with an RCi quick-release four-point harness. The heads-up instrumentation is from Autometer.

The front and rear wheels are 17-inch RAYS Volk Racing forged monoblock CE28Ns fitted with 255/45-17 Sumitomo tires up front and M&H 275/50-17 drag radials at the rear end.

Externally, Luis’ street jet fighter is decorated very much in the style of a fighter plane from its vintage-style “Slightly Dangerous” nose art, through the NO STEP sign on the side pods, to the words “Honor Those Who Serve” that say everything about Luis’ reason for building this project.

Despite being built on a budget in a tiny garage, Luis’ 2JetZ will be made into a Hot Wheels that you can buy in any Walmart.

The Inaugural Japanese Automotive Invitational

The Best of JDM at Pebble Beach

For the first time ever, Japanese makes had a headlining event during Pebble Beach Automotive Week. The inaugural Japanese Automotive Invitational presented by Infiniti brought out some of the best JDM cars from across the US.

To coincide with Infiniti’s fifth year in partnering with the Pebble Beach Concours d’Elegance, an exclusive event was created just for the best Japanese restorations, race cars, and museum pieces. While it was an event done by Infiniti, that didn’t limit it to just Nissans, Datsuns, or the presenting mark. You had amazing cars from Mazda, Toyota, and even a Dome prototype.

Toyota brought out their big guns in both racing and vehicle rarity. The most stunning was the 2000GT Convertible, a car with only two made just for You Only Live Twice. Supposedly, it was made because Sean Connery was just a bit too tall for the closed cockpit or targa versions of the car. Despite the film’s popularity, Toyota never made a production version of the convertible, but it was considered for a while. There were also only 60 cars made for the US. A little-known fact about the 2000GT is that Carrol Shelby entered a pair of them in the 1968 SCCA C Production Category.

However, the predecessor of the 2000GT was the Sports 800, which could be considered the original “Hachi” from its nickname, “Yota-Hachi” or Toyota-8. The Sports 800 was only sold in Toyota Public Stores in Japan and it’s not hard to see why. With only 790cc (48.2-cubic inches), the 2U-B flat-twin engine only produced about 44-horsepower. It made up for that lack of power by only weighing 1,279-pounds. If you’re wondering, yes, the Toyota 2U is technically the father of the 4U used in the Toyota 86. We say “technically” because the 4U is based on the Subaru FA20.

Of course, you couldn’t present the event without bringing some of your best stuff in your racing and sports car history. You had the classic racecars like the Brock Racing Enterprises (BRE) Datsun 510. It was in the #85 guise once driven by Bobby Allison in the SCCA Trans-Am series in the Under 2.5-liter class. The BRE 510s raced against the best from BMW and Alfa-Romeo but proved to be too much. After two championships in the class, BMW and Alfa dropped their factory efforts in the Under 2.5 Championship.

There was also the Clayton Cunningham Racing Nissan 300ZX that ran in the IMSA GTS-1 class. This was the one that won the 1994 24 Hours of Le Mans in the IMSA GTS Class, 12 Hours of Sebring, and took home the IMSA GTS Class Championship for Nissan. It ran with what would become an all-star driving team: BRE’s legendary driver John Morton, Stillen’s IMSA Champion driver Steve Millen, and future Corvette and Cadillac Racing star driver Johnny O’Connell. This car was the one that made the VG30DETT the legendary and desirable engine it has become today. It proved to be a very reliable block that could put out 800-horsepower. The next year, 1995, IMSA declared that the VG wasn’t eligible in the GTS Class by way of an allowable horsepower mandate. So, the twin-turbo V6 was out and was replaced with a Nissan V8 based on the VH45DE that debuted in 1990.

For a long time, people wondered when we would see a Japanese-only event during the Pebble Beach Concours d’Elegance. We finally got it and it was a classic event worthy of Pebble Beach Automotive Week. While it was presented by Infiniti, we still got great cars from the Land of the Rising Sun. You couldn’t have asked for a better way to represent the best of the best of JDM.

Black Gold: The 240SX S14

Jose Gutierrez’s 1997 Nissan 240SX

The later 1997 to 1998 S14 chassis 240SX captures an aggressive character that early S-chassis cars just don’t seem to exude. That’s why Jose Gutierrez had to have one and build it into his dream car.

It’s been a six-year labor of love. Through that time, this car has retained the character that Jose desired. While drifting at spots like Grange Motor Circuit doesn’t require a ton of power, Jose wanted more than what the original KA24 was putting out. So Jose went with the tried and true SR20DET engine. 

The SR20DET was the original equipment engine of the Japanese Domestic Market 180SX and Silvia. The S14 chassis like Jose’s came to these shores as a 240SX with a KA24DE engine, not the tried and true SR20DET that other regions got. The SR20DET lends itself very easily to upgrades and in stock trim with bolt-on parts like larger injectors, turbo, and MAF sensor which can make just shy of 400WHP—not too shabby. It has its limitations however, such as less than stellar torque. And in the sport of drifting, torque is king.  

Jose is swapping the SR20DET, shown above, with another proven platform, but it isn’t what you would expect. Jose isn’t going with a VQ or RB six-cylinder engine nor is he going with an LS V8—He is going with an inline 6 from Toyota: the 1JZ-GTE. The 1JZ, like the SR, is a proven platform with a lot of potential. These engines love single turbo swaps and Jose’s 1JZ will have a single Tomei M8280 turbocharger. That, of course, will require new intercooler piping and an exhaust system. Custom charge piping is being made by Richard Lopez from Rival Auto Works, to which a BLITZ blow off valve will prevent compressor surge. A BLITZ Nur Spec exhaust will complete the oval exhaust also made by Richard. Wastegate exhausting will be handled by the Future Fab turbine elbow that dumps wastegate gasses into the atmosphere.

The transmission is a nearly bulletproof Nissan RS5R30A five-speed from a Z32 300ZX. It’s not a straight swap for the 1J, as you do need an adapter with a flywheel made for the bellhousing adapter. To take the abuse of clutch kicks, an ACT Six Puck Clutch will sit in between the flywheel and pressure plate. An aluminum one-piece driveshaft will connect the RS5R’s output shaft to the differential.

The Milestar MS932 Sport is a high-performance tire that keeps a grip through long drift sessions, but they won’t do anything unless you keep them planted to the ground. That’s why Jose uses a set of Feal S14 coilovers for dampening control. SPL control arms and Voodoo13 tension rods control the direction of those suspension movements. Those curved Voodoo13 rods are required as the Rival Auto Works Knuckles would cause those beautiful 18×9.5 -37 WEDS Kranze LXZ wheels to contact OEM-style straight rods. The R33 Four-Piston front brake calipers get the S14 slowed when needed with a pair of Z32 calipers on the rear. An additional pair of Z32 calipers is modulated from the ASD hydro e-brake in the cabin.

To maintain the looks of the S14 while still making it unique to Jose, a D-MAX Type 3 body kit and hood were used with a black and gold flake clearcoat paint job. The wider front fenders come from Origin Lab while a set of Charge Speed rear fenders hug the rear tires. Custom LED corners, turn signals, and rear tail lights come from Luminous Lighting and, for kicks, a custom strobe light is installed. Can’t be serious all the time, you know?

Inside, Jose controls those Rival knuckles with a Vertex steering wheel and he runs through the gears with a GReddy GREX shift knob. A set of GReddy gauges allow him to monitor the engine while more custom LED lights keeps the interior interesting during night sessions. A custom switch panel by Rival Autoworks turns on everything he needs within reach and a Cusco cage keeps him safe if the worse should happen.

With the combination of the S14’s distinct nose design, a JDM bodykit, and the sound that only a 1JZ can make – Jose Gutierrez made sure his modified 240SX stayed aggressive. We can’t help but look at this S14 and agree with him. It’s a timeless look that he’s taken advantage of, now with an even more aggressive sounding engine.

This Nissan 240SX S13 Is a Drift Classic!

Brian Macias’ 1989 Nissan 240SX S13 Coupe

The Nissan S13 240SX is seen by many as the go-to chassis to get for a beginner drift car. With the plethora of parts available for it, it’s hard to argue against it. So, how did Brian Macias decide to build his? For fun and reliability to get him from the track and back.

“Personally, and financially,” said Brian, “the Nissan s13 with sr20 has been a preference for me over the years.” He’s been in different cars throughout his years of drifting and learning, so while those cars and engines were great, “it’s just easy to find parts for sr20s that just makes thing easy enough to just be able to take the car to the track, beat on it all day and still drive home.” It was about reliability and seat time since those are what matters the most to him.

It’s also one of the easier swaps for the S13 240SX since the SR20DET came in the original Japanese model. However, this engine is not stock, if the S13.4 valve cover didn’t give that away. The rotating assembly is the same as it was from the factory, which you can’t go wrong with since it was overbuilt by Nissan from the factory. The top end is also mostly factory but is improved with a set of Tomei 256 PonCams.

These cams are named for the 256-degrees of duration with 11.50mm (0.453-inch) of lift on the exhaust and intake camshafts. This is 16-degrees more duration (valves are opened longer) and 2mm more open on the intake and exhaust over the stock SR20DET camshaft. To allow for more abuse at higher RPMs, a set of GReddy Rock Arm Stoppers are installed. These prevent the rocker arms from opening the valves too far (causing valve float) because rocker can continue to open after the camshaft has gone past its apex, leading to damage to the engine.

The S13’s turbocharger was changed from the stock Garrett T25 with a .64 A/R to a Garrett GT2871R with a .64 A/R. This sounds like it’s not an improvement, but the newer GT2871R uses a ball bearing on the compressor shaft rather than a journal bearing on the T25 for better efficiency and reliability. Fueling this SR20 is done with a set of 550cc/min Subaru STi injectors fed by a Walbro 255-liter/hr fuel pump while the spark plugs are fired off an OE S15 SR20DET ignition coil packs. Controlling the spark and fuel is an Apex-I PowerFC and tuned by Koji over at Auto Talent.

Of course, if you’re drifting, you need angle and the right amount of grip. This very nearly completely built off the Parts Shop Max catalog with their Pro Coilovers, front and rear control arms, steering knuckles with inner tie rod ends, and rear solid subframe bushings. The front crossmember is modified by Bside Fabrication while the rest of the bushings are polyurethane.

Nissan Z32 300ZX brakes replace the S13’s brake system, including the master cylinder, and uses the Z32 internal parking brake assembly, which is part of the brake backing plate. Depending on what he needs, Brian uses several different wheels. Pictured here are a set of Enkei RPF1s in 17×9.5 front and 18×10.5 rear wrapped in Milestar Tires MS932 Sport Tires front and MS932 XP+ tires.

Inside, Brian sits in a Sparco Grid 2 seat with a set of Bride seat rails while his hands control a Sparco R 215 steering wheel and a GReddy shift knob. The passenger sits in a S14 Kouki OE Passenger seat with OE rails. The dash is covered by a Coverlay dash cover while the floor is covered by a set of Garage Moon Power floor mats. Making sure he keeps an eye on the engine is a STACK cluster that is custom fitted to the OEM dashboard gauge cluster.

Outside is classic S13 drift car looks. Clean, simple, but wider than stock. The bodykit, 55mm wider fenders, and roof spoiler all come from Fineline Tuning. D’Max is used for the hood while their corner, tail, and front bumper lights replace most of the OE parts and complete the Silvia conversion. The headlights and inside the D’Max tail lights are custom LEDs, the headlights are a pair of off-road light bars while the tails use Status LED panels. The GKTech Aero Mirrors finish off the modest exterior.

That’s all he really needs. It’s no show car, as you can see from the battle scars, but it’s a car that will get you to the track, get time behind the wheel, and drive home. “This car was put together with reliability in mind,” says Brian, “I never really cared about making huge amounts of power, always just wanted more seat time, and in the end that’s what matters the most to me.” Honestly, if you’re trying to get experience, this is what anyone should focus on. Getting seat time and you can’t do that with a car that isn’t reliable.