The dry-carbon dashboard was molded from the stock item, but was additionally extended in order to push the driving position back. This allowed the Bride Zeta III carbon bucket seat to be mounted in line with the B-pillar to offer the driver additional safety in the event of an impact, but primarily to balance the front/rear weight distribution. As a result, the Momo Race steering wheel had to be fitted to an extended custom made boss, while the stock pedals were rendered obsolete and therefore replaced by a fully adjustable AP Racing pedal-box. Finally, the gear linkage had to be modified and extended in order for Taniguchi to reach the shifter from his new driving position. A carbon transmission tunnel was built to hold all the required mechanisms, which now offers a much more direct, play-free shift quality, thanks in part to the Ralliart gearbox internals.
All of the stock instruments were relegated to the trash and replaced with a line-up of HKS DB Meter RS dials. Nob can now keep an eye on the engine revolutions on the large-diameter rpm meter that is positioned on the center console. Interestingly, the gauge is rotated so that the 8,000 rpm shift-up point is on a vertical position. Next to it sits the HKS EVC boost controller module, which is connected to the red scramble boost button on the steering wheel for that extra punch of power when Nob requires it. The HKS Knock Amp Meter just below the EVC keeps an eye on the performance of the combustion in this prototype engine. Three additional gauges - water temperature, oil temperature and oil pressure - are only a glance away while a fourth dial displays the pressure from the ACD unit. Exhaust gas temperature and fuel pressure readings are given by the final two gauges on the passenger side of the main dashboard. The most important instrument on this car is the HKS circuit attack timer, which has found its home right where the stock instrumentation would be.
With almost two years at their disposal since the crash, HKS has had plenty of time to fix things up in the bodywork department. Reusing all of the old molds from the TRB 02, every single body panel was recast in dry-carbon and then painted in the new red livery. This is where you can really admire the painstaking attention to detail. The fit and finish of the custom carbon panels is outstanding to say the least. Every mounting point has been fabricated from scratch and features race car-like quick-release attachments making it extremely easy to remove any part. The front bumper design has a lot in common with the stock shape of the Evolution 8, but HKS has elongated the nose section to allow for a more aerodynamic profile. This, coupled with the thick carbon splitter and diffuser, not to mention the canards, adds substantial front-end downforce - just what you need to maintain a tight trajectory in the final right-hander at Tsukuba. The hood features an almost identical split air-outlet as on the stock car but has been bulged higher in order to generate more turbulence, therefore aiding in extracting hot air from the engine compartment. The front wide fenders help push the wheels out further, which, thanks to extremely large spacers, manage to fill the arches nicely.