Appearances can be deceiving. After spending some time in Japan you learn to never underestimate any car you see on the street. No matter how sedate the exterior is, never assume anything. And if the ride in question happens to be a Skyline GT-R, then tread very carefully. Take the Duke Racing-built R33 GT-R you see on these pages. A very nice clean example-stock bodywork, a set of obligatory Volk Racing TE37 wheels-but nothing that really hints at what it may be capable of. Look a bit closer and you might see some minor details like a front race car-like tow hook or the faint silhouette of a full rollcage through the side windows. You can guess all you want but you are never really sure until you pop the hood. There is never a bigger surprise than finding a pair of top-mounted turbochargers sitting aside the legendary RB26. One second is all you need, then you knowingly nod and admire with respect.
The Duke name might be familiar to those with a passion for drag racing. To this day they hold fourth place in the international 4WD drag records (on slicks) with an 8.326 sec. pass. That car, an R33 GT-R, runs twin HKS GT3540 turbines. The white Duke "R" we have here is not quite up to those standards but with a fully rebuilt motor and a pair of HKS GT3037S' it is one of the most insane street cars we've come across.
The owner of this stealth powerhouse wanted something a bit special and wasn't particularly bothered about creature comforts. So out went most of the interior trimmings, including the rear seats and floor carpeting to give way to a bolt-in rollcage. Despite this lack of amenities it remains a very comfortable car, easy to get in and out of. You might even begin to assume it may not be too bad for the occasional ride down to the grocery store. That is, until you turn the ignition. It takes a couple of seconds while the six huge 1000cc injectors try to spray a bit of fuel into the cylinders, and then all of a sudden it happens, the RB26 catches and comes to life. The thunderous note of the full Duke drag spec exhaust fuses with the ear-piercing hiss and whine of the twin Bosch fuel pumps and you realize that there is absolutely no kind of sound deadening in the cabin. The idle quickly settles to around 1000 rpm, but constantly hunts up and down in typical race car fashion.
Duke rebuilt the engine with HKS balanced and forged internals to guarantee a tough foundation for the bolt-on parts. A lot of work went into porting and polishing the head as well as making sure the engine could take the full 9000 rpm at full boost. The GT3037S turbines are fed through HKS stainless steel manifolds and are controlled by twin external wastegates, again from HKS.
Boost on the HKS EVC Pro was only set at 1.2 bar during our test drive but it was more than enough to get a glimpse at what more than 800 horsepower feels like. Don't expect electrifying response on a setup like this, it takes a while for the turbochargers to spool up and there is an enormous drag-spec intercooler to "fill up," not to mention the large-capacity GReddy intake plenum. But this sluggish low-end response becomes trivial once you hit 5,500 rpm. Keep the accelerator planted and what follows will leave most people totally astonished.