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The Unknown Cousin

Written by Red

Monday, 16 November 2009

There is this fairly comprehensive hatred towards Cefiros made in the early 90s. Honestly, it's ugly, the engine will get you to 100km/h from stand still in, say, 6 days, the suspension is rubbish. It occasionally understeers and more often than ever, oversteers when you're busy texting on your mobile and it feels as if it should be a part of our public transportation, that however, is eliminated due to the fact that it is over 20 years of age. A young age possibly for your girlfriend but not your car. It's the kind of car you wouldn't be proud of, like a very fat wife on the contrast of you being amazingly attractive but chances of that isn't happening either is it.

- written by RED

And yet, amongst all these drawbacks there are things that changes the entire scenario almost instantaneously. Its temperamentally convenient chassis, the fact that it's real wheel drive and you'd required to sell only one kidney to actually afford it.

The Nissan Cefiro A31 is a never ending canvas. Due to its ability to fit in anything from the Silvias and the Skylines and still maintain it's subtlety. In the appearance aspect, mind you. It's definitely not a chick magnet unless a chick is literally on the car, which sadly, will never happen. It's unbalanced weight distribution with the lighter tail has made it very happy, along the lines of a forklift towing a hamster on rollerblades. And the fact that it has four doors means grandfathers would be able to live longer and not break their backs too soon. In addition, the Cefiro's real wheel drive ultimately allows you to go sideways, even when you don't intend to.

Both cars you see are as similar as half boiled eggs. Almost everything is half done. The white as an example, only part of the intercooler piping heading towards the intake manifold is wrapped, the front wheels consists of 4 lugs each while the rear has 5. The pink one has its front bumper cut out only to make the intercooler fit, the passenger of the car suffers on a stock standard seat and no one is allowed behind unless they are comfortable staring at factory welds.

Both cars, however, have been build with the engine as top priority in mind. They both have a RB25DET each, both taken out from a Skyline R33 GTS-T but there is a 100hp difference between both cars.

Not only does it look subtle, Red's white cefi is, in fact, subtle. The only bar it has is an ARC rear strut bar. Its suspension, a semi-adjustable KYB suspension which according to Red, "Very bouncy yet hard. So I have no idea." With Malaysian fabulous roads in mind, there might just be an advantage. The entire braking system is savaged from a R33 along with the almost balding Hankook RS2 rear wheels.

Inside, you'll see almost nothing. So much of nothing that anyone planning to break into would actually change their minds unless they have the skills to dismantle the R32 GTR seats in under 10mins. Engine internals are stock standard, despite that fact he is boosting 1.4 during happy hours with 440cc injectors assisted by a TOMEI fpr and Walbro's 255lph. Oxygen consumption is through a HKS Power Flow, a hybrid journal-bearing turbine and Infinite intercooler. Exhaust gases to spin the turbine is flown out from the engine by a not-advisable Ceramico coated cast-iron below-mounted exhaust manifold and boost is controlled by a TIAL 38mm wastegate and a silicon hoses with holes in them. Power is then transferred to the Nismo flywheel, to a brutally tortured semi-racing clutch and 340hp heads over to the rear wheels after its APEXi Power FC is tuned.

Tommy's pink cefi is actually trying to very hard to hide things though unfortunately, with it's intercooler prominently out, it's stance and the sound it makes, we don't think so. We think he should stop trying. Suspension was changed to KEI OFFICE adjustable suspension with drifting purposes in mind along with CUSCO's rear camber arms.

You are not required to see what's inside, to know that there's a rollcage. Another prominent feature even from the outside. Velocity's point rollcage sits nicely from within and comforts the person sitting in the OMP TRS Plus seat. In it's heart you'd find TOMEI 260º cams pushing the valves slightly deeper with 1.0 bar of boost in mind. Fuel is fed via 560cc injectors with help from hks fuel rail, SARD fpr and also a Walbro 255lph pump, which, is also assisted by a Velocity fuel surge tank. A K&N 6" filter garbage to prevent unnecessary suction by the Garrett GT35, cooled down by a Greddy intercooler, a throttle body, possibly bigger than most holes you see and into a Velocity customised intake manifold. Exhaust gases are flown out by Tonnka top-mount manifold and boost is controlled mechanically by a Tial 44mm wastegate and electronically by a Blitz SBC ID boost controller. Power produced then heads over to the TODA flywheel along with a TRINITI clutch and here we have 420hp on the rear wheels after it's HKS f-con v pro is tempered with. Tommy claims that "420hp is much more scary than fun right now."

Like all thing half boiled, we're just waiting for the final product of these two.