Endless Total Tune and Performance is not the kind of place you'd expect to find some of the world's fastest Skylines, at least we didn't. Far from the busy city life of Osaka, roughly an hour and a half's drive northwest, garages that keep an extensive stock of R32s, 33s and the always-elegant R34s seem to stick out like sore thumbs amid the serenity of the countryside. We suspect if anyone wanted to phone the cops because of noise complaints, it'd be because of these guys. The back roads, we're told, are just barely wide enough to fit one car, leading out of the driveway and to various points unknown. They are used regularly to fine tune these GT-Rs and, in fact, are so fast that Endless has had several of their demo and customer cars join the ranks of RH9, an exclusive club of legal street cars from various manufacturers with one common characteristic: a running time of 9-seconds.
Although this R32 is one of the oldest members of the GT-R posse, don't assume it can't hang with its younger brothers. It's taken Endless nearly 14 years and $70K to get it up to current spec. And, as you can probably guess, it's been worth every penny, er, yen, spent building this GT-R. Rather than fussing with aerodynamics or anything on the exterior, Endless focused solely on the RB26DETT itself, crafting it from the ground up with Japan's strongest tuning parts. The 2.6L bottom end still uses a stock crankshaft, but also includes HKS forged pistons and Trust/GReddy H-cross section connecting rods for added durability. Next, the cylinder head was tweaked with custom work to the combustion chambers, ports and valves before A'PEXi V-Max 280/290-degree camshafts, valve springs and retainers were put in. What looks like your usual Trust intake manifold is actually an original Endless creation, with a Super surge tank to pull in greater volumes of air. A stock throttle body was plucked from a Nissan Q45 (Infiniti if you want to think USDM) with exhaust components consisting of a Trust header and a one-off Endless titanium exhaust system (no cat-backs, mind you).
What is genuinely Trust, though, is the fuel rail, which feeds into 1000cc SARD injectors from a pair of Bosch fuel pumps and a SARD regulator to control flow. The two things that really bring the Endless GT-R to life are the two TD06SH-25G GReddy turbochargers, which replace the weak factory ceramic turbos and appear large enough to power two separate cars if they had to. Endless also welded their own piping to a Trust intercooler and used a Trust oil cooler to keep oil temps low, uh, cool. Endless completed their RB26 construction with a custom-made oil pan capable of holding 8-liters of oil. As a total drag racing car, the stock drivetrain would probably have difficulty handling 963hp the RB26 produces, so Endless replaced it with a six-speed, sequential Holinger transmission. An ATS' LSD precisely displaces the power to the wheels, while a HKS triple-plate GD clutch keeps it intact.
The actual chassis itself has had little modification, with a roll cage welded into the interior along with a Recaro SP-G for the driver. To the undercarriage, Buddy Club Drag special coilovers were modified with Endless and Cusco's rear upper arms and rear drag tension rods. The R32 rolls on a set of white 17x9 Rega Master EVO wheels (odd seeing these on another car besides a Civic) in a +17-offset with 275/40R17 Goodyear tires. The stock Brembo calipers from a R34 were bolted in place of the R32's OE brakes. This almost seems dangerous since we'd think larger brakes would be needed to stop a car this fast, but Endless seems to know what they're doing by simply upgrading to Luvix brake pads and R's lines.
It's uncertain where it rates in speed within the RH9 circle, but on Endless' score board it's their second fastest in-house GT-R with a 9.466 e.t. on a 0-400Km/h track (not quite a quarter-mile, but nearly equivalent) at 245Km/h. But, Endless enters both HKS' drag meetings and AMKREAD's* drag battles regularly, finishing in the top three of every race.