【Speedhunters译起看车】无中生有：GT-R R34诞生记

原作者：Toby Thyer

原标题：The Smart Way To Build An R34 GT-R

Picture this, it’s 2005 and the factory warranty on your BNR34 Nissan Skyline GT-R V-spec II Nür has just run out. What do you do?

想象一下：现在是2005年，而你的BNR34 GT-R V-spec II Nür刚过保修期。你会做什么?

I dare say, V-spec II Nür owners at this time would be split down the middle. Those who would feel liberated at the loss of warranty and start modifying to their hearts’ content, and those with either a little more restrain, or a crystal ball to see into the future.

我敢说，V-spec II Nür的业主在这个时候会被分成两派。一种人会在失去保修机会后如脱缰的野马，大刀阔斧地展开改装工作，另一种人则会更克制一点，仿佛预测到了未来。

The latter would have, foreseeing the model’s future value, locked their GT-Rs away in a safety deposit box at their local investment bank. V-spec II Nür values are either sickening or a blessing depending on whether you currently own one or not. If you are unfortunate enough to not own a Nür – or even a ‘regular’ R34 GT-R – you better get yourself a paper bag or a bucket now.

后者预见到了这款车型的未来价值，于是选择把他们的GT-Rs锁在投资银行的保险箱里。V-spec II Nür如今的价值要么令人厌恶，要么则是一种祝福——这取决于你目前是否拥有一台。如果你很不幸没有Nür，甚至没有“普通的”R34 GT-R，那么在阅读下文前，你最好现在就给自己准备一个呕吐袋。

Back in 1999, you could buy a new GT-R V-spec for around US$70,000 in today’s money. Today, the cheapest V-spec I can find on Goo-Net (a used car platform here in Japan) is being offered at US$102,000.

在1999年，你只需要相当于今天的7万美元就可以买到一辆崭新的GT-R V-spec大。而如今，我在Goo-Net(日本的一个二手车平台)上能找到的最便宜的V型车售价为10.2万美元。

It gets a little more nauseating when you look at the more desirable models like the GT-R V-spec II Nür, which had a Nissan dealership price of around US$79,328 in today’s money. Today, low-mileage examples are fetching well over US$400,000

当你看到更特殊的车型，比如这台GT-R V-spec II Nür（当年，日产经销商价格约为今天的不到8万美元）时，你会觉得更加恶心：如今，低里程数的车可以卖到40多万美元。

These cars were, and still are in some ways, Mr. Emperor Penguin. They deserve to be up there with the Ferraris and Porsches, although the most expensive Porsche of the same vintage I could find on Goo-Net (a Freisinger 993 GT2) was just over US$300,000. It’s apples and oranges, but some sobering perspective nonetheless.

从某种程度上说，这些车过去是，现在也是，汽车中的帝企鹅。它们理应与法拉利和保时捷相提并论，尽管我在go- net上能找到的同年份最贵的保时捷(一辆Freisinger 993 GT2)才30多万美元。两者风马牛不相及，但仍然引发出一些发人深省的观点。

When the R34 GT-R was new it was considered a complex, technologically-advanced machine straight from the minds of crazy Japanese boffins. But today, despite its all-wheel drive system, all-wheel steering and twin-turbo setup, it seems a lot more simple and analogue. It seems more like it’s just a car. No longer is it seen as some advanced alien life form from the Planet of the Rising Sun.

当R34 GT-R横空出世时，它被认为是一个复杂的，技术先进的机器，仿佛直接从疯狂的日本研究人员的头脑中迸发出来的一样。但今天，尽管它有全轮驱动系统，全轮转向和双涡轮设置，它似乎更简单和普通。看起来更像是一辆普普通通的车。它不再被视为来自旭日之星的高级外星生命形式。

Still, the model commands some of the highest used car prices on the planet. Which is why most sane people aren’t really modifying R34 GT-Rs anymore. And that brings us to the point of this story.

尽管如此，这款车型仍然是全球二手车价格最高的车型之一。这就是为什么大多数理智的车主不再修改装R34 GT-Rs了。这就引出了今天要讲的这个故事。

If you want to build the ultimate customised R34 GT-R like this one owned by Koichiro Yamashita, you need to start with an ER34 Skyline 25GT Turbo coupe. Even better if you can find one already in Bayside Blue.

想像Koichiro Yamashita先生一样把一台R34改装到极致，你需要从SKYLINE ER3425GT涡轮版本开始。当然，如果是湾岸篮的就更好了。

Koichiro-san has fully transformed the grandpa-spec 25GT Turbo using original GT-R front and rear bumpers, front and rear fenders (the later being OEM panels welded onto the original body shell) plus all the other GT-R-spec trimmings.

通过加装GT-R的原装前后保险杠与挡泥板（后者是用OEM面板焊接到原始车身外的）以，及所有其他GT-R外观套件，Koichiro-san已经完全改造了这台“祖父级”的25GT涡轮跑车的外观。

I don’t think the GT-R was ever intended to be a collector car. It was never designed to sit in a gallery, or worse still, in someone’s garage, and not be driven. The BNR34 was meant to be a driver’s car from the minute designer Kozo Watanabe was given the green light from Nissan’s top-floor execs.

我不认为GT-R是用来收藏的。它的设计初衷从来不是永久停放在展台上，或者更糟的是，放在某人不见天日的车库里而不被驾驶。BNR34从设计师Kozo Watanabe的图纸被日产高层高管批准的那一刻起，就注定是一辆驾驶者之车。

Not only was the R34 GT-R meant to be driven, it was meant to be driven hard. The drivetrain in stock form was built to withstand well over double what the stock engine could muster, which in turn means it was always meant to be tuned up to 11.

R34 GT-R不仅是为驾驶者打造的，而且是为那些技术过硬的车手而生的。动力传动系统在原厂形式就准备好承受远超过两倍的发动原厂动力，这也意味着，她的实力远不止账面数据。

Koichiro-san’s 25GT has been turned up to 11, and then some. Pushing over 700PS to the wheels from a fully-built RB26 with a single turbo hanging off its side, this car can be driven like the GT-R was supposed to be, not pampered and protected like some endangered animal on the brink of extinction.

Koichiro先生的25GT甚至更加极端。一颗完整完备的RB26心脏，外加一颗大涡轮，榨出了超过700匹的轮上马力。这款车可以像真正的GT-R一样经受激烈的驾驶，而不是像濒临灭绝的濒危动物一样被宠爱和保护。

Having the liberty to modify as he likes has also allowed Koichiro-san to choose a configuration which suits his driving style perfectly.

在车身和内饰这些细节方面，GT-R为车主提供了自由发挥的空间。Koichiro桑选择了于他的驾驶风格相符合的改装方案。

He believes that FR (front-engined, rear-wheel drive) is the purest form of motoring, especially on the circuit. While the GT-R may offer monster grip in all weather conditions thanks to its all-wheel drive, the FR configuration in the 25GT Turbo demands a little more engagement to keep thing in check. Koichiro-san has swapped almost everything else from a GT-R, but by sticking with rear-wheel drive it’s a little more tail-happy and not as heavy.

他认为FR(前驱，后轮驱动)是最纯粹的汽车形式，这一点尤其体现在赛道上。虽然凭借全轮驱动系统，GT-R可以在任何天气下提供怪物级的抓地力，但25GT涡轮的FR特性更加显著（为了减少成本）。Koichiro-san已经加装了GT-R所拥有的全部配置，唯独坚持保留后轮驱动，这使她的尾部比GT-R更加轻快，而不那么沉重。

The full-custom suede interior is another modification that GT-R owners today might think twice about executing in their garage-stricken investment. That’s a bit of a shame, because, let’s face it, apart from the computer-game-esque multi-function display, the interior of a stock GT-R is pretty dull. Like most similar Japanese cars from this period, you’re paying for performance not plush trim

全定制的麂皮内饰是另一个不同之处，而这一点让当初的GT-R车主无不嫉妒。这有点遗憾，因为，让我们面对现实吧，除了电脑游戏式的多功能显示器，普通GT-R的内部是相当乏味的。就像这个时期的大多数类似日本车一样：你为性能而不是豪华内饰付钱。

Speaking of performance, this is one area that Koichiro has elevated the humble 25GT Turbo to the god-tier standards of a hard-tuned GT-R. While it might not run the N1 block used in the Nür of which this car is badged as (Koichiro-san confesses without remorse as it’s purely a fashion accessory) this is an almighty RB26 bored out to 2.7L and built from the ground up.

说到性能，这是另一个亮点。Koichiro桑已经把卑微柔弱的25GT涡轮升级为神级而调教完美的RB26。虽然它可能不会运行N1块使用的Nür，而这是一辆车的标志作为(Koichiro-san坦白毫无悔意，因为它只是一个纯粹的时尚配件)。这部全能的RB26被扩充到了2.7升。

Sitting at the 7-Eleven, the car idled like a delirious elephant thanks to the 272-degree HKS cams. I think this Skyline would rather be at the race track than posing for photos in the city.

车子停在7- 11便利店前，由于有272度的HKS凸轮，它就像一头神志不清的大象一样空转着。我觉得Skyline宁可在赛道上，也不愿在城市里摆姿势。

The price tag of Koichiro-san’s 25GT Turbo may not be as obscene as a real GT-R V-spec II Nür , but I say it has as much, if not more, of the same spirit.

koiciro 桑的25GT Turbo的价格可能不像一个真正的GT-R V-spec II Nür那样“猥龊”，但我敢肯定，在GT-R精神的传承方面，它有过而无不及。

It’s driven on the track (which is where the GT-R smashed records at the Nürburgring) regularly. It’s making ridiculous amounts of power for a street car. And most importantly, it’s fulfilling its destiny as a driver’s car, customised for its intended use and used well.

它经常在赛道上行驶(这正是GT-R在Nürburgring打破记录的原因)。作为一台街车，她有充沛的动力。最重要的是，它正在履行作为一辆驾驶者之车的使命：改装空间极大，改装方法得当。

It’s also given Koichiro-san the experience of building his ultimate GT-R, and that is priceless.

她也给了Koichiro一段亲手创作自己独一无二的GT-R的经历，而这本身便是无价的。