If there’s one engine to define Japanese horsepower in the last twenty years, it has the be the RB. Some might say Toyota’s 2JZ holds the heavyweight title, but it’s the Nissan six-pot that has been most involved in the world of professional racing. Lighter and happier to rev, the RB26 is no slouch in most forms in motorsport, and its accessibility and ease of upgrading have made it a tuner favorite.

The R32 GT-R has had a massive impact on the world of not just tuning, but racing since its inception in 1989. So dominant were the Group A GT-Rs that they were banned only after a few years of racing. Even to this day, the R32 GT-R is prized in the time attack scene for its smaller dimensions and racing heritage.

One way to get jollies with the R32 is to remove the front driveshafts and transform it into a nimble FR. This was what Bee-R decided to do with their car, and it’s evident from Tsuchiya and Orido’s reactions that it steers well and offers more agility than the GT-R typically does.

The successor to the R32 was larger, heavier, and more reserved in styling. It also boasted an active LSD and was the first production car to break the 8-minute barrier at the Nurburgring. Hosaka Tuning Factory took a simplistic approach to modifying the least-loved member of the RB26-powered Skylines, and bolted on a set of massive IHI turbos. The response and low-end torque suffers, but the poise and corner-exit traction has to be seen to be believed.

Akira Iida manages the understeering Hosaka R33 at Ebisu East.

Orido, Tsuchiya, and youngster Wakisaka continue to do what they do best: goof off while driving like consummate professionals. Before the fun is over, the group gets to sample two intriguing examples of highly-tuned R34s, as well as a hybrid that might have some Z fans salivating. Watch and see.

As expected, the most responsive GT-R around, Mine’s R34, makes a bold appearance.