An APEXi Power Intake kit costs around $550/£450 and comes compete with all the mounting brackets and hardware needed for hassle free installation. Check out some top air filter options, here.Ībove this level, however, you will then be reaching the flow limit of the stock airbox and will need to ditch it in favor of a pair of aftermarket cone filters, one for each of the RB26’s twin turbochargers. This is a very simple and cheap upgrade, with most aftermarket panel filters generally costing less than $70/£50, and is perfectly capable at power levels up to about 500bhp. To complement the freer flowing exhaust, an uprated panel filter element fitted to the stock airbox, modified with the bung removed from the side of it, is a great addition. For a closer look at some of the best aftermarket exhaust options available for all generations of the GT-R, click here.Įlsewhere on the exhaust side if you want the ultimate in exhaust gas flow, then for around $1100/£900 you can get a pair of Tomei Expreme manifolds, which come with a 41.5mm diameter and offer significant gains over the stock Nissan N1 manifold and are suitable with both stock and aftermarket stock fitment turbos. If you want a sports cat that will pass the MOT emissions test, then you can swap the de-cat for a $1375/£1120 HKS metal sports catalyzer. A full 3in or larger system with a de-cat pipe (or a free-flowing sports cat) and new turbo downpipes will improve throttle response, let the motor come on boost faster, and can increase power by around 25bhp.Ī full R33 GT-R performance exhaust system including the downpipes, de-cat, and cat-back system is not a cheap modification, with a Fujitsubo equal length downpipe retailing around $770/£630, a Tomei Expreme Ti de-cat pipe around $360/£300 and a 3.75in HKS Silent Hi Power exhaust coming in at around $1350/£1100, depending on supplier. Just like almost all turbocharged cars, the R33 GT-R is strangled by the standard exhaust. Producing a claimed 276bhp straight from the factory (although the actual figure is likely somewhat more), it is capable of making well into four-figures with the right supporting modifications. The 2.6-litre, twin turbocharged, six-cylinder RB26DETT is right up there with the most iconic engines ever made. We’ll show you which parts you’ll want to upgrade – as well as which ones work fine from the factory – to let you know the essential areas to spend your cash to make this extremely capable car even more pant-wettingly potent. To help you choose the right path to Nissan nirvana, we’ve broken Nissan Skyline GT-R R33 tuning into its component parts to give you specific advice on how to maximize each area. But don’t feel you to have to take everything to the limit, as even with modest power increases the R33 is a truly formidable machine. The transmission is similarly tough and, with the exception of the standard clutch, is generally happy with handling upwards of 500bhp too. In fact over 500bhp is perfectly feasible with just bolt-on upgrades, as long as it’s healthy and well mapped, of course. In particular, Nissan Skyline GT-R R33 tuning is relatively easy thanks to the standard crank and rods being very tough able to withstand 8000rpm and over 600bhp with ease. From a tuner’s perspective, that means the standard specification is practically crying out for upgrades. What is the R33 GT-R Really Like?Īlthough somewhat bulkier that its R32 predecessor, the R33 is still surprisingly nimble and, like most ’90s Japanese sports cars, wildly overengineered. As you can imagine, it was a tuner’s dream and being the first GT-R to be officially imported into the UK, it also satisfied Gran Turismo players’ thirsts for a real version of their favorite pixelated coupe. The V-Spec (‘Victory SPECification’) offered a more advanced ATTESA PRO four-wheel drive system, an active limited-slip differential, 17in BBS rims and Brembo performance brakes to help rein in the claimed 280bhp from the RB26, a 2.6-litre, twin turbo straight six engine. Hot on the heels of the all-conquering R32 GT-R – the first of Nissan’s RB26-engined homologation specials that dominated Japanese Group A touring car racing – the Nissan Skyline GT-R R33 (check out our R33 buyer’s guide here) arrived in 1995 and set the world ablaze as the first production car to set a sub-eight-minute lap at the Nürburgring. Here’s how you can get the most out of your R33. While it’s considered less-desirable than the R32 and R34, tuning the Nissan Skyline GT-R R33 to maximize its potential is no harder than its siblings.
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