KW automotive » Drifting GT-R

Drifting GT-R ( 11.11.2009 )

It’s only logical, with converted all-wheel-drive platforms like the Subaru Impreza WRX and Mitsubishi Lancer Evolution almost common place in professional drifting, it was just a matter of time before someone committed to turning the infamous turbo AWD Nissan GT-R into a drift car.

What is a surprise is that this time the Americans were first to step up to the challenge. In a cooperative effort between Hankook Tire, Nissan North America and the team at Dynamic Autosports in Irvine, California, preparations for the Hankook Nissan R35 GT-R drift car have already begun. Unveiled this year at the 2009 SEMA show, the GT-R will prove to be an interesting evolution in professional drift.

Fortunately, there is already a wealth of experience in the hands of Hankook and Dynamic Autosports when it comes to drifting. Currently, they already campaign a RWD Subaru WRX STi (piloted by Irish driver Eric O’Sullivan) and a Nissan 350Z (piloted by Japanese mechanic and driver, Robbi Nishida.) The plan is to have the car ready and sorted out by the beginning of the 2010 Formula Drift season with Robbi Nishida behind the wheel. With any luck, the GT-R will live up to the legend even on the drift course.

While previous generation Nissan Skyline GT-Rs have proven their worth as viable drift platforms, the new R35 presents is own share of design and engineering challenges. Unlike previous GT-R platforms, where two wheel drive operation can be as simple as a matter of unplugging a fuse for the transfer case controller or removing a half shaft, the making the R35’s run on two wheels is a totally different challenge. The new GT-R uses a rear trans-axle design which integrates the transmission with the rear axle and the final drive. This means the transmissions is not only located in the back of the car, but the entire rear-wheel driveline comes as one piece.

The team at Dynamic Autosports have the challenge of replacing the rear trans-axle with an alternative manual transmission and axle in place of the stock GT-R’s dual clutch design. This means that much of the rear subframe will have to be reworked to neatly tuck in the new hardware while retaining the near stock suspension pickup points (per Formula D regulations.)

Another major challenge is the near 4000-pound curb weight of the R35. While much of this comes from the luxury amenities that will undoubtedly be dumped, the sheer size of the car means that there will be a lot of sheet metal. We’ll have to wait to see whether or not the Dynamic team will be able to take the car down to a competitive weight.

Few details have been released thus far but we’re sure the engine will be capable of the much needed power required of a top level car. The major advantage of the GT-R’s new VR38DETT engine is its instantaneous torque which will help it compete against other V8 powered vehicles in the field. What few details we do have is that the car will be clad in a light weight dry carbon fiber skin courtesy of Seibon and run on KW 3-way adjustable competition coilovers.

checkout the video interview from SEMA Show 2009