2003 Infiniti G35 - One Shot , One Kill
02-24-2007, 07:36 PM
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2003 Infiniti G35 - One Shot , One Kill
K&N’s Turbocharged, Purpose-built Time Attack G35
The name K&N Engineering is synonymous with some of the most widely used aftermarket air filters, oil filters and cold-air intake systems. But, after the debut of this reworked 2003 Infiniti G35, the K&N name will soon be associated with racecar engineering, attention to detail and blinding speed. More than just your average, run of the mill, body kit-equipped tuner G35, K&N’s time attack monster is a painstakingly planned out machine. Built for a single purpose, the K&N machine fires in anger one fast lap at a time, and at only one racetrack in the world—Buttonwillow Raceway.
Home of the annual Primedia Time Attack event, Buttonwillow’s desert curves are the reason why K&N designed, fabricated, and built this G35. With a 1,200 wheel hp supercharged Viper in-house that has blasted the Silver State Classic and a tube-frame dragster assembled solely for the quarter-mile, K&N already knows a thing or two about building fast project cars. But to dominate the sport compact field, K&N decided to take the top times away from such time attack heavyweights as GM Racing’s big dog Cobalt, the powerful Cyber Evo, and the color-shifting Signal Auto Skyline GT-R.
From the second we stepped into K&N’s top-secret race shop facility, we knew that we were standing on hallowed ground. Three hydraulic lifts, a herd of machining equipment and a massive carbon-fiber autoclave rested within view. Hidden from view, even from the prying eyes of automotive journalists, were the laboratories where the military jet aircraft and M1 Abrams tank air filters are created. With a full professional race shop available, K&N Sport Compact Business Manager James Yim told us that the only unmolested parts remaining on the G35 are the headlights, e-brake, taillights, and spindles. Virtually everything else has been chopped, painted, reworked, or replaced with a bolt-on piece. And by bolt on, we mean CAD designed, machined from solid billet and then bolted on with aerospace-grade hardware.
A complete volunteer effort, the G35 was built after hours at K&N headquarters by employees James Yim, Max Lopez, Bret Kingsfather, Nestor “F&F” Cabrera, Julian Hinojos, Kevin Summers, Rene Torrez, Chris “White Snake” Neprasch, Jere Wall, Mark Keninston, Rick Daniel, and John Hudson. One of the very first Infiniti G35’s to arrive in the U.S, K&N’s model was a development chassis that arrived complete with what could be the world’s only left-hand drive G35 dashboard covered in the same suede material that Japanese models receive. Not that it matters now.
Torn down to virtually nothing, the G35 was stripped of so many parts; K&N could easily build another G35 out of the pile. A custom rollcage was fabricated by K&N, with technical input on the design from scheduled driver Terry Borcheller. Borcheller, a veteran Grand-Am, World Challenge and American Le Mans champion, had specific requests about the positioning of the door bars for protection of his legs. Devoid of any interior for a reduction in weight, the only luxuries inside are a Sparco Circuit racing seat, Sparco harness, and the AiM Sports MXL Pista digital dash display/data acquisition system. Capable of displaying, recording, and uploading pressure, temperature, accelerometer, RPM, lap times, and split times, the MXL Pista system allows Borcheller to playback and analyze his driving after every session. Built to accommodate the MXL Pista, a custom fabricated carbon-fiber dashboard is fitted with a carbon-fiber center console that holds a host of switches as well as the HKS F-Con V Pro engine management system. Striving to loose as much weight as possible, the K&N G35 uses lexan windows and carbon fiber enclosed gutted door skins. With the engine bay completely bare, but with full glass and complete doors, the G35’s chassis weighed in at 1800lbs. without breaking a sweat. When the car is ready to run, the plan is to have the Infiniti weigh in slightly under 2800lbs.
Tweaked by XS Engineering of Huntington Beach, California, the HKS F-Con tunes the crown jewel of K&N’s masterpiece. Lifted from its resting place, the VQ35 engine was sent over to world-renowned Cosworth Engineering to be assembled and blueprinted. With plenty of Formula One, WRC, Champ Car, and street car building experience, Cosworth had no problem building up K&N’s engine. But the three-day turnaround that Yim requested was impressive, nonetheless.
Disassembling the motor down to the bare block, Cosworth machined the 3.5L motor to accept larger 96mm bore forged 8.5:1 CP pistons with CP Plasma Moly ductile iron piston rings. The Pauter connecting rods are a 4340 billet vacuum chromoly forging, CNC machined, and fit with 220,000 psi tensile strength rod bolts. The crankshaft remains stock, aside from being balanced and micro-polished by Cosworth. Remarkably, the oiling system also remains stock, right down to the oil pan itself, and is deemed up to the task of lubricating this monster—aside from a blueprinted and balanced oil pump.
The cylinder heads were sent to BCE Racing Heads in Las Vegas, Nevada, for a port and polish job, then returned for final assembly. Supertech Performance double valve springs, titanium retainers, titanium keepers, and upgraded valves were installed to support Nismo 262 intake and exhaust camshafts. Supertech provided black nitride-coated stainless-steel intake valves and a set of drool-inducing Inconel exhaust valves. The same material that Formula One exhaust manifolds are fabricated out of, Inconel is ideal for turbocharged applications because it can withstand greater exhaust heat and helps reduce combustion chamber temperatures, allowing for more ignition advance and greater power.
The name K&N Engineering is synonymous with some of the most widely used aftermarket air filters, oil filters and cold-air intake systems. But, after the debut of this reworked 2003 Infiniti G35, the K&N name will soon be associated with racecar engineering, attention to detail and blinding speed. More than just your average, run of the mill, body kit-equipped tuner G35, K&N’s time attack monster is a painstakingly planned out machine. Built for a single purpose, the K&N machine fires in anger one fast lap at a time, and at only one racetrack in the world—Buttonwillow Raceway.
Home of the annual Primedia Time Attack event, Buttonwillow’s desert curves are the reason why K&N designed, fabricated, and built this G35. With a 1,200 wheel hp supercharged Viper in-house that has blasted the Silver State Classic and a tube-frame dragster assembled solely for the quarter-mile, K&N already knows a thing or two about building fast project cars. But to dominate the sport compact field, K&N decided to take the top times away from such time attack heavyweights as GM Racing’s big dog Cobalt, the powerful Cyber Evo, and the color-shifting Signal Auto Skyline GT-R.
From the second we stepped into K&N’s top-secret race shop facility, we knew that we were standing on hallowed ground. Three hydraulic lifts, a herd of machining equipment and a massive carbon-fiber autoclave rested within view. Hidden from view, even from the prying eyes of automotive journalists, were the laboratories where the military jet aircraft and M1 Abrams tank air filters are created. With a full professional race shop available, K&N Sport Compact Business Manager James Yim told us that the only unmolested parts remaining on the G35 are the headlights, e-brake, taillights, and spindles. Virtually everything else has been chopped, painted, reworked, or replaced with a bolt-on piece. And by bolt on, we mean CAD designed, machined from solid billet and then bolted on with aerospace-grade hardware.
A complete volunteer effort, the G35 was built after hours at K&N headquarters by employees James Yim, Max Lopez, Bret Kingsfather, Nestor “F&F” Cabrera, Julian Hinojos, Kevin Summers, Rene Torrez, Chris “White Snake” Neprasch, Jere Wall, Mark Keninston, Rick Daniel, and John Hudson. One of the very first Infiniti G35’s to arrive in the U.S, K&N’s model was a development chassis that arrived complete with what could be the world’s only left-hand drive G35 dashboard covered in the same suede material that Japanese models receive. Not that it matters now.
Torn down to virtually nothing, the G35 was stripped of so many parts; K&N could easily build another G35 out of the pile. A custom rollcage was fabricated by K&N, with technical input on the design from scheduled driver Terry Borcheller. Borcheller, a veteran Grand-Am, World Challenge and American Le Mans champion, had specific requests about the positioning of the door bars for protection of his legs. Devoid of any interior for a reduction in weight, the only luxuries inside are a Sparco Circuit racing seat, Sparco harness, and the AiM Sports MXL Pista digital dash display/data acquisition system. Capable of displaying, recording, and uploading pressure, temperature, accelerometer, RPM, lap times, and split times, the MXL Pista system allows Borcheller to playback and analyze his driving after every session. Built to accommodate the MXL Pista, a custom fabricated carbon-fiber dashboard is fitted with a carbon-fiber center console that holds a host of switches as well as the HKS F-Con V Pro engine management system. Striving to loose as much weight as possible, the K&N G35 uses lexan windows and carbon fiber enclosed gutted door skins. With the engine bay completely bare, but with full glass and complete doors, the G35’s chassis weighed in at 1800lbs. without breaking a sweat. When the car is ready to run, the plan is to have the Infiniti weigh in slightly under 2800lbs.
Tweaked by XS Engineering of Huntington Beach, California, the HKS F-Con tunes the crown jewel of K&N’s masterpiece. Lifted from its resting place, the VQ35 engine was sent over to world-renowned Cosworth Engineering to be assembled and blueprinted. With plenty of Formula One, WRC, Champ Car, and street car building experience, Cosworth had no problem building up K&N’s engine. But the three-day turnaround that Yim requested was impressive, nonetheless.
Disassembling the motor down to the bare block, Cosworth machined the 3.5L motor to accept larger 96mm bore forged 8.5:1 CP pistons with CP Plasma Moly ductile iron piston rings. The Pauter connecting rods are a 4340 billet vacuum chromoly forging, CNC machined, and fit with 220,000 psi tensile strength rod bolts. The crankshaft remains stock, aside from being balanced and micro-polished by Cosworth. Remarkably, the oiling system also remains stock, right down to the oil pan itself, and is deemed up to the task of lubricating this monster—aside from a blueprinted and balanced oil pump.
The cylinder heads were sent to BCE Racing Heads in Las Vegas, Nevada, for a port and polish job, then returned for final assembly. Supertech Performance double valve springs, titanium retainers, titanium keepers, and upgraded valves were installed to support Nismo 262 intake and exhaust camshafts. Supertech provided black nitride-coated stainless-steel intake valves and a set of drool-inducing Inconel exhaust valves. The same material that Formula One exhaust manifolds are fabricated out of, Inconel is ideal for turbocharged applications because it can withstand greater exhaust heat and helps reduce combustion chamber temperatures, allowing for more ignition advance and greater power.
02-24-2007, 07:37 PM
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With the engine returning to K&N’s Riverside, California, facility, preparations were made for final assembly and installation. A custom designed ATI Performance Products zero balance crank pulley and Unorthodox billet pulley set were attached to the front of the engine before it was dropped back into the G35. With the arrival of the XS Engineering T04 X2 turbocharger, the fabrication began for K&N’s single snail setup.
Custom exhaust manifolds, up-pipes, and downpipes were made at K&N to hold the front-mounted turbocharger. Supported by a beautiful CNC machined billet bracket, the XS turbo blows into a XS Engineering intercooler core fit with custom K&N endtanks and piping. A Tial 44mm external wastegate regulates boost pressure, while a Tial blow-off valve releases pressurized air on the intake side. Although the VQ35 breathed through a custom Typhoon intake system at the time of our shoot, the G35 will hit the track with a custom carbon-fiber airbox that takes fresh breaths directly through the front bumper. The custom stainless-steel exhaust system with Tanabe Ultra Medallion titanium mufflers was also fabricated by K&N purely for show purposes; for track use, a simple side exit dump will be utilized.
Designed to push more than 650 wheel hp on Sunoco 104 octane fuel, the K&N G35 needs massive fuel flow. RC Engineering 750cc/min fuel injectors are used, fed by an Aeromotive Eliminator external fuel pump, Pro-Series Boost Reference EFI Regulator, Russell ProRace stainless-steel braided lines, and trunk mounted ATL Sports Cell fuel cell with surge tank and feeder pump. The ignition system remains stock, with NGK spark plugs as the only modification. But, if you’re a G35 or 350Z owner, then you’re wondering about the polished wonder sitting dead center in the engine bay. CAD designed and fabricated in-house, the one-off intake plenum was meticulously designed and re-designed by K&N numerous times in order to provide a mere 1cfm difference in airflow between all six cylinders.
Designed solely as a time attack machine, the K&N G35 is not able to sustain more than 3-4 hot laps at a time, and that’s counting one warm-up and one cool down lap. Sandwiched v-mount style with the intercooler is a PWR radiator sourced from a Hayabusa sandrail application. The only unit that could fit into the space that K&N allowed, the PWR radiator combines with a HKS oil cooler to provide sufficient cooling—three laps at a time. The transmission remains stock internally, just fit with a B&M short shifter and Motul fluids. Tilton provided a custom 4.5-inch triple plate sintered metallic racing clutch to hold down more than 650hp to the wheels, and the lightweight flywheel is by Tilton/Performance Nissan. Farther down the powertrain, power meets asphalt through a Quaife limited-slip differential and Driveshaft Shop Level 5 axles. Even with this much torque available, turning power into forward acceleration is not a problem for K&N.
Compared to the golden powerplant, the bodywork upgrades remain relatively simple. Yim told us, “Everybody is doing a widebody. We wanted to follow the natural lines of the car.” A Ken Style front bumper, Ings+1 front fenders, Ken Style side skirts, and a Ken Style rear bumper were fit to the G35. K&N then had the entire car painted in House of Kolor Sunset Pearl. Once returned from the body shop, the front bumper was fit with quick disconnect Dzus fasteners that fitted lightning fast removal of the Ken Style piece from the custom chromoly front end support beam. The Seibon hood and stock trunk were painted gloss black, and the hood was shipped off to Killerpaint airbrush studio. It was there that Mike Lavallee, the infamous airbrush artist, gave the G35 hood a K&N logo that appears to be flaming out of the depths of hell itself. With all the bodywork nearing completion, C-West side mirrors were mounted using custom K&N carbon fiber pieces, and a massive C-West GTII carbon-fiber wing was attached.
Without any extra fender flares or extreme rolling work, the K&N G35 is still able to swallow 18x8.5 front and 18x9.5 rear Volk Racing LE37 wheels covered in 245/40/18 front and 275/35/18 rear Toyo Proxes RA-1 racing rubber. Resting directly behind the forged spokes are front and rear 13-inch four-piston brakes by StopTech. Although engineered to provide the perfect front to rear bias rates, K&N fitted the StopTech brakes with twin Tilton 75 series master cylinders, one for the front and one for the rear. With an adjustment of the bias valve, the driver is able to tune the brake bias between front and rear, with greater accuracy and less heat buildup due to the use of two separate master cylinders.
Veteran time attack suspension manufacturer TEIN was contacted for the job of supporting this beast at all corners. A set of custom-valved Flex coilovers were built with 15kg/mm front and 12kg/mm rear springs. The front coilovers utilize a special inverted cup upper mount that gives enough space to attach an EDFC damping controller on top. The rear shock towers of the G35 were reinforced and tied in to the rollcage in order to prevent any potential damage from the switch to a full rear coilover system. Ditching the stock rear design of a separate spring and damper setup, the switch to custom TEIN rear coilovers was made so that K&N could select from the near limitless selection of universal 2.5-inch diameter coilover springs. Stillen adjustable swaybars help fine-tune the balance of the G35, while Stillen front upper control arms and rear camber adjusters allow the perfect alignment settings to be dialed in.
In time attack competition, only one lap counts—the fastest one. With the dedication, power, grip, brakes and driver already sorted, K&N’s G35 looks like the car to beat. Thoroughly designed with some of the latest racecar engineering tools, this Infiniti has the entire field eating dust; on paper, that is. But since, as of this printing, K&N has not yet invaded Buttonwillow Raceway in anger, results are still a mystery. With just three laps to prove itself, can this G35 defeat all others to be the fastest in the West?
Import Tuner Mag
Custom exhaust manifolds, up-pipes, and downpipes were made at K&N to hold the front-mounted turbocharger. Supported by a beautiful CNC machined billet bracket, the XS turbo blows into a XS Engineering intercooler core fit with custom K&N endtanks and piping. A Tial 44mm external wastegate regulates boost pressure, while a Tial blow-off valve releases pressurized air on the intake side. Although the VQ35 breathed through a custom Typhoon intake system at the time of our shoot, the G35 will hit the track with a custom carbon-fiber airbox that takes fresh breaths directly through the front bumper. The custom stainless-steel exhaust system with Tanabe Ultra Medallion titanium mufflers was also fabricated by K&N purely for show purposes; for track use, a simple side exit dump will be utilized.
Designed to push more than 650 wheel hp on Sunoco 104 octane fuel, the K&N G35 needs massive fuel flow. RC Engineering 750cc/min fuel injectors are used, fed by an Aeromotive Eliminator external fuel pump, Pro-Series Boost Reference EFI Regulator, Russell ProRace stainless-steel braided lines, and trunk mounted ATL Sports Cell fuel cell with surge tank and feeder pump. The ignition system remains stock, with NGK spark plugs as the only modification. But, if you’re a G35 or 350Z owner, then you’re wondering about the polished wonder sitting dead center in the engine bay. CAD designed and fabricated in-house, the one-off intake plenum was meticulously designed and re-designed by K&N numerous times in order to provide a mere 1cfm difference in airflow between all six cylinders.
Designed solely as a time attack machine, the K&N G35 is not able to sustain more than 3-4 hot laps at a time, and that’s counting one warm-up and one cool down lap. Sandwiched v-mount style with the intercooler is a PWR radiator sourced from a Hayabusa sandrail application. The only unit that could fit into the space that K&N allowed, the PWR radiator combines with a HKS oil cooler to provide sufficient cooling—three laps at a time. The transmission remains stock internally, just fit with a B&M short shifter and Motul fluids. Tilton provided a custom 4.5-inch triple plate sintered metallic racing clutch to hold down more than 650hp to the wheels, and the lightweight flywheel is by Tilton/Performance Nissan. Farther down the powertrain, power meets asphalt through a Quaife limited-slip differential and Driveshaft Shop Level 5 axles. Even with this much torque available, turning power into forward acceleration is not a problem for K&N.
Compared to the golden powerplant, the bodywork upgrades remain relatively simple. Yim told us, “Everybody is doing a widebody. We wanted to follow the natural lines of the car.” A Ken Style front bumper, Ings+1 front fenders, Ken Style side skirts, and a Ken Style rear bumper were fit to the G35. K&N then had the entire car painted in House of Kolor Sunset Pearl. Once returned from the body shop, the front bumper was fit with quick disconnect Dzus fasteners that fitted lightning fast removal of the Ken Style piece from the custom chromoly front end support beam. The Seibon hood and stock trunk were painted gloss black, and the hood was shipped off to Killerpaint airbrush studio. It was there that Mike Lavallee, the infamous airbrush artist, gave the G35 hood a K&N logo that appears to be flaming out of the depths of hell itself. With all the bodywork nearing completion, C-West side mirrors were mounted using custom K&N carbon fiber pieces, and a massive C-West GTII carbon-fiber wing was attached.
Without any extra fender flares or extreme rolling work, the K&N G35 is still able to swallow 18x8.5 front and 18x9.5 rear Volk Racing LE37 wheels covered in 245/40/18 front and 275/35/18 rear Toyo Proxes RA-1 racing rubber. Resting directly behind the forged spokes are front and rear 13-inch four-piston brakes by StopTech. Although engineered to provide the perfect front to rear bias rates, K&N fitted the StopTech brakes with twin Tilton 75 series master cylinders, one for the front and one for the rear. With an adjustment of the bias valve, the driver is able to tune the brake bias between front and rear, with greater accuracy and less heat buildup due to the use of two separate master cylinders.
Veteran time attack suspension manufacturer TEIN was contacted for the job of supporting this beast at all corners. A set of custom-valved Flex coilovers were built with 15kg/mm front and 12kg/mm rear springs. The front coilovers utilize a special inverted cup upper mount that gives enough space to attach an EDFC damping controller on top. The rear shock towers of the G35 were reinforced and tied in to the rollcage in order to prevent any potential damage from the switch to a full rear coilover system. Ditching the stock rear design of a separate spring and damper setup, the switch to custom TEIN rear coilovers was made so that K&N could select from the near limitless selection of universal 2.5-inch diameter coilover springs. Stillen adjustable swaybars help fine-tune the balance of the G35, while Stillen front upper control arms and rear camber adjusters allow the perfect alignment settings to be dialed in.
In time attack competition, only one lap counts—the fastest one. With the dedication, power, grip, brakes and driver already sorted, K&N’s G35 looks like the car to beat. Thoroughly designed with some of the latest racecar engineering tools, this Infiniti has the entire field eating dust; on paper, that is. But since, as of this printing, K&N has not yet invaded Buttonwillow Raceway in anger, results are still a mystery. With just three laps to prove itself, can this G35 defeat all others to be the fastest in the West?
Import Tuner Mag
07-15-2009, 12:19 PM
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neways guys just trying to get a good size crew togo with this summer to all the meets please join us on facebook search for us toronto car club and join its open to everyone to pass the word around thanks "TORONTO CAR CLUB" on facebook
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