Learning the Nurburgring takes years, and thorough understanding of every crevice, every camber, every unconventional line, and even the areas where the car temporarily leaves the road will give a dedicated student the ability to hang with the hardest track toys around. It’s got to be a massive compliment when a man in a mildly-fettled drift car can keep a current GT3 in their crosshairs—but if it can happen at any circuit, it’s at the hyper-complex Nordschleife.

One of those motivated ‘Ring meisters, a man by who goes by Hachirokumeister, knows every pockmark on this 12.9-mile track. Just as critically, he wears his ’91 Nissan 200SX like a well-worn set of work jeans. Sturdy but flexible, this tuned drift toy turns out to be a handy grip weapon when sorted properly.

Work hard at driving, and even a 200SX can rise to great heights. Photo credit: hachirokumeister

To make it effective and able to put down its power, he took care to modify the footwork appropriately. Federal 595 RSR tires; just 235-sections, dot each corner, as do Ksport coilovers, R33 Skyline GTS-T brakes, and Energy Suspension bushings. Hardly a lengthy list, but they turn the aging drifter into something agile and comforting.

Power’s not something this has in abundance, but a decent amount of torque is all this ~2,600-pound Nissan needs. That shove comes not from the typical SR20DET, but the 1.8-liter CA18DET. Mated to a T28BB turbocharger, and supported with a custom 3″ exhaust and downpipe, the boost comes on quickly and linearly. Critically, it doesn’t often overwhelm the rears; the camber curves with this car’s rear suspension isn’t ideal for supreme traction. Additionally, that ~300 horsepower is harnessed with an S15 Silvia’s helical differential.

Though its rear still squirms over surface changes, the Nissan looks surprisingly sure-footed through the fastest sections of the course; it’s composure through Schwedenkreutz is unbelievable. That gives him the confidence to attack the downhill Fuchsröhre section, which is off-camber, slippery, and requires several high-speed direction changes. Even held up by traffic, it’s his undaunted approach which allows him to close the gap between a quick car and a bonafide supercar: a 991 GT3.

It’s really familiarity with the ever-changing circuit that differentiates these two cars’ performances. While the man in charge of the Porsche is no slouch, he’s less committed to attacking the corners. The odd missed apex and conservative braking suggests an unfamiliarity with the course; he’s playing it safe. With the price of one of those Porsches, it’s hard to fault him.

In his defense, his lines are fairly tidy, he capitalizes on his traction advantage and exits corners well, and is no shrinking violet among the slower cars. Yes, 500 horsepower help stretch a gap in the straightest sections, but not by much. When the advantage in propulsion falls away, Mr. GT3 courteously leaves the door open and admits he’s been beaten. It’s just a track day after all, and no reason to take excessive risks.

Finishing the lap by buzzing the track staff while sideways.

Yet, that little romp gives Hachirokumeister the gusto to push for the remainder of the lap. High on adrenaline and underdog pride, he puts the car very sideways alongside a service truck (7:44) in the style of an unabashed hooligan—the perfect way to crown an valiant drive.