Scorpion Exhaustswww.scorpion-exhausts.comThor Racingwww.thor-racing.co.ukJDM Garagewww.jdmgarageuk.comSynionicwww.synionic.comHosetechnikwww.hosetechnik.com

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nissan cedric

114 January 2011 Japanese Performance

Welcome to JP’s latest project car. Several feet of ’91Y32 Nissan Cedric, to be precise. Just about as JDM asit’s possible to get and the perfect basis for all sorts ofmodifications and improvements. Buckle up – this isgoing to be a fun ride!

VIPWords: Paul Cowland Photos: DC Photography

115Japanese Performance January 2011

Bet you weren’t expecting that,were you? To be fair – neither was I!Blame it on a combination oflate-night eBay surfing, severalbeers and a Nissan Laurel-sized

space on the driveway. The upshot?Committing to buy this epic barge on anabsolute whim. Oops!

On the upside, the purchase price was anot unpalatable £900, the buyer seeminglyone of the nicest guys in the world and –best of all – when we went to pick it up(only 30 miles away), almost everythingseemed to work. Trundling back with thewarm, fuzzy glow of a valid MOTensconced in the glove box and the £500receipt for a recent cambelt service andpads nestling in the centre console, I wasfeeling pretty smug with my purchase.

Sure, the gearbox is lazier than a fatstudent and the vast flanks have moreparking dents than an Afghan taxi, but onthe whole she’s a level old bus and ripe fora bit of modifying.

There are some great period designdetails on these Y32s, such as the ‘clickand drop down’ control panels for everydayessentials like the mirror adjustment orantenna extension. 0/10 for ergonomics,but 11/10 for true gadget factor. Then thereare really lovely JDM touches like Japanesescript on the heater controls and real woolfabric on the seats, which makes you feelas if you’re sitting on somebody’s veryexpensive suit. All in all, I’m in love with italready and particularly partial to theresponse it creates every time I fill it up –which is a lot, by the way!

Nobody has a clue what it is, withsuggestions ranging from Munich’s finest– even Coventry’s – through to Detroit. ‘Nomate, it’s a Nissan.’ To achieve such sheerexclusivity and public-baffling ability forsuch a modest outlay is money well spentindeed.

Having modded all sorts of J-Tin overthe years, some of which even made it onto these hallowed pages, I have been spoiltwith the ease of the splendidly diverse UKaftermarket. Having worked through aseries of GC8 and GD8 Imprezas, a 22B,several Evos and even a Z32 300ZX, youbecome accustomed to the fact that tuningyour car, put simply, is little more effort thansaving your pocket money and thenchoosing which of the many fine-tuningemporiums you want to spend it with.

In Association withSynionic Lubricants

Tech: Project VIP

116 January 2011 Japanese Performance

Whatever your preference, a quick flick through JP’s own ad pagesreveals that you’re pretty well catered for. Start to modify somethinglike a Y32 however, and things aren’t going to be so easy. Althoughmuch of the running gear is shared with the Z32, which opens up afew very knowledgeable doors, when it comes to suspension,exhaust, styling and trim, there’s nothing outside of the US orJapan. So expect some leftfield solutions along the way. Wheelsshould be easy enough, but as soon as you start to look at thingslike suspension, it all gets a little tricky.

So, what’s the plan? Well, that’s obvious, isn’t it? With theselovely old Cedrics or Glorias, you can only really go down onepath – VIP style! On the deck, plenty of camber, a fat set of big,dished rims and an interior that would make a Ferrari owner weepinto his Nappa. With a VG30DE lump already nestling under thehood, the Ced’ Sled is no slouch, but rest assured you can expectgreat things there, too.

So, set your alarm and join us back here. Same place, sametime every month, as we tackle probably one of our most ‘different’and difficult projects to date. If you have any comments, advice or

suggestions, please feel free to write to me care of the magazine,as you may be of more help than you could ever realise! It’s goingto be a long, but hopefully enjoyable voyage of discovery, I think!

Until next time! �

ContactSynionic – www.synionic.com Tel: +44 01628 828473

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118 February 2011 Japanese Performance

Since I first introduced thesomewhat rare Y32 Nissan Cedricto these hallowed pages lastmonth, I am delighted to reportthat I have been racking up some

serious miles on the old girl. As a firmbeliever that cars should be driven, some1200 comfortable, blissful miles havepassed beneath the Cedric’s somewhatwayward Chinese tyres in a little over fourweeks.

I always approach this section of a newproject car with an equal mix of joy anddread. Like any new relationship, thoseformative journeys together enlighten youto the things that you really like about eachother... and of course, serve to highlight thepotential problems that might lurk aroundthe corner.

The Cedric is somewhat of a mystery onthe service front, having only a single cambelt service invoice to represent its sumtotal of 19 years on the planet. The caroutwardly appears to have been fairly wellcared for, but there are a few mechanicalniggles showing through already thatperhaps suggest that the previous ownersmay have strayed away from the religiousservicing disciplines that the factorysuggest. Not wanting to chance my luckany further, I thought that a prudent movewould be to have it all checked over by asuitable specialist. Cue THOR racing, inCanley, Coventry. This capable outfit is nostranger to the pages of JP, having hadnumerous features in this fine mag over theyears. Perhaps even better known for theirsublime Toyota V8 and Nissan RB30 engine

conversions, the firm also offer routineservicing on any Japanese andperformance marque. Also, having justmoved to some sparkly new premises, justan hour from the Cedric’s garage, theyfitted the bill perfectly.

They say that you can be judged by thecompany that you keep, so it was areassuring sight to see that my Nissanwould be rubbing flanks with a plethora oftrick race and fast road machinery. A roll-call of engine swapped classic Celica andSupra, race Integra and Skyline, widebodyV8 Altezza, BMW M3 and concours Evo 9told me I had made the right decision. Mycar was definitely the poor relation here.

After sitting down in the plush waitingroom, I chatted over a welcome brew withboss, Peter Betts, outlining a couple of

VIPWords and Pictures: Paul Cowland

119Japanese Performance February 2011

Tech: Project VIP

problems that I had noted and listening tohis sage words of advice. ‘We’ll do a fullcheck and a change of all fluids. We’llcheck the integrity of the cambelt that’sbeen fitted, to be on the safe side, changeand gap the plugs and also have a realgood look around the car to identify anyother areas to be worked on at a later date.’Having previously identified the correctservice parts required the day before, it wasimpressive to note on my arrival that a neatpile of filters and fluids were stacked in theworkshop ready to go.

Moving the car into the workshop,THOR’s technician Zeca began acommendably thorough series of checksand tests – the usual bulbs and tyrepressures – before commencing on themore exciting matter of the trick lubricants

that we were going to use. ‘Synionic’ is thenew brand name for Prolong andshowcases a whole new set of tricks for theoil market. Favoured by three times JPTuner Of The Year, Roger Clark Motorsport,with the very same oil to be found coursingthrough their ‘Gobstopper’ race car, thiswas a bit of a no-brainer really. The newSynionic formulation is very clever. Actuallybonding to the metal surfaces within theengine at an ionic level, it reduces thefriction co-efficient, but not simply byinserting a hydrodynamic wedge like mostlubricants do. These are ‘surface modifyinglubricants – and as the name suggests,they stick to the metal and become part ofit, rather than simply keeping twojuxtaposing components apart. The muchhigher film strength of Synionic (22,000 psi

vs. the 5,000 of a high-quality synthetic)also means that when running underextreme temperature or pressure, thelubricant cannot break down as somelesser formulations can. As well as 5 litresof their engine oil, I also clicked to theirwebsite (www.synionic.com) and treatedmyself to their gearbox treatment,lubricating spray and grease. We weregoing to give the thing a full hit.

Boss Pete had spotted something on theprevious visit that confused us all –particularly as the car sports the VG30DEengine code here, there and everywhere –and that was a dump valve. Surely, thatwould be on a DET code, right? Well, as wejacked the old girl up to have a squintunderneath, sure enough, a small butperfectly formed ‘charger was found lurking

In Association withSynionic Lubricants

Thor MD Peter Betts makes a pre-servicecheck list. Essential on a random spec carlike the Y32 to ensure that the correct spec

parts are ordered!. This one’s doesn’tfeature on any UK parts lists

Front bushes beyond shot andnot long for this world

Thor technician Zeca checkingfor play in the wheel bearing andHICAS system. There was lots...

Synionic lubricants usedby Roger ClarkMotorsport in theirfamous ‘Gobstopper’.More than adequate forthe old Nissan then

120 February 2011 Japanese Performance

underneath. Something of a bonus, as wellas a genuine surprise, with no boost gaugeon the dash, like the Z32 sports. However,this should bode well for ease of tuning at alater date.

As well as running Synionic lubricantsthroughout, THOR also drained andreplaced both the brake fluid and coolant.After bleeding both through to ensure thatall air had been expelled, the service sheetwas getting an encouraging amount ofticks. Several other niggling jobs like thecracked mounts on the rear mudflaps werealso sorted at the same time. The brakefluid was pretty discoloured as we poured itaway, and the coolant didn’t look especiallyclever either, so these were both timelytasks.

Looking underneath, the generalconsensus was that the car was in prettygood shape, although at some point in thepast, it has evidently been jacked up

carelessly, and it appears as though it hasnever been properly undersealed.Something I am keen to rectify fairlyquickly, as I plan to use the car through thedepths of winter. Plugs were also removedand checked and although they look okayfor the time being, you can count on usupping the ante here at a later stage. Dittothe factory air-filter, which trivia buffs will beintrigued to learn is exactly the samedimensions as an Impreza Turbo.

It’s not all good news though. The rearHICAS system contains a world of play, andthe front wishbone bushes contain morefresh air than they do rubber. Thankfully,both of these parts look likely to cross overto another member ofthe Nissan family, sowe can also effectsome suitableupgrade here furtherdown the

development road.After spending an enjoyable day within

the welcoming environs of THOR’s facilities,I was itching to get back behind the wheeland see whether the car felt any different.I’m delighted to report that it did. The mostnoticeable change was the quieter idlenote. The Synionic oil makes many claimstowards smoother, more efficient running –which I will report back on over time, butfor now at least, it’s made the car notablyless audible at idle, and seemingly betterunder load, which could also be due to thefact that the ‘box and diff are also full of thestuff. Either way, I’m far more confident inthe old girl now. Until next month. �

ContactTHOR Racing, www.thor-racing.co.uk, 0330 555 45 45Synionic, www.synionic.com, 01628 828473

All latches and hinges treatedwith Synionic SPL spray. Think ofit as the mutant spawn of WD40

Oil filterVERY hard toaccess

THOR’ superb workshop packed withveritably pornographic bedfellows…

122 March 2011 Japanese Performance

With all the ‘sensible’ boxesticked after a thorough service,it’s time to endow our Rising-Sun rarity with a little extraoomph! Cue the ‘A-Team’

music, fire up the welder – and prepare tofeel exhausted!

It’s an age-old debate amongst allpetrolheads: ‘Which is the ideal first mod?’ Somefavour the instant aesthetic gratification of a setof wheels and tyres. Others prefer the combinedvisual and dynamic charms of upratedsuspension. Some even dive straight in with thestyling. When saving up your money to improveyour chosen steed, taking that first step can often

be the most bewildering one of all.Having paid my dues in an unusually sensible

manner last issue, our Nissan Cedric now had aclean bill of health, thanks to serial Nissanfettlists, THOR Racing. As I drove away fromtheir Canley premises, happily listening to themuffled woofle of the V6, I knew straight awaywhat the first mod was going to be – revealingthe un-muffled woofle of the V6.

With so few tuning parts available for theCedric, the list of potential suppliers available isneither long nor distinguished. We were going tohave to be creative – and, more importantly Ithink, look to more home-grown talent to engineeraround our problems. To my mind, the list was

NISSAN CEDRIC – PROJECT VIP

And Breathe

project

Words & photos: Paul Cowland Additional photos: Scorpion Exhausts

IN ASSOCIATION WITHSYNIONIC LUBRICANTS

Even with a comprehensive list ofmodel fitments available,unsurprisingly the Scorpionbrochure didn’t list the Cedric

123Japanese Performance March 2011

TechStaffCars

only ever going to contain one name: ScorpionExhausts.

Why Scorpion, I hear you cry? Well, take alook at some of the top-table Jap names that italready supplies. Currently an OEM manufacturerto Subaru and Prodrive, it also creates thebespoke systems for some outfit called RogerClark Motorsport and has even been selected byHonda UK to provide some seriously saucysystems for their 2011 BTCC campaign. Its list ofJap fitments is fairly extensive, covering mostSubaru, Mitsubishi, Honda, Nissan and Mazdatuning applications, with all of its systems beingdesigned and fabricated here in the UK. Best ofall, they serve a really decent brew when you getthere!

Despite this impressive list of models covered,we were all fairly unsurprised to learn that it didn’thave anything ‘off the shelf’ for the Cedric.

However, with an extensive R&D department at itsdisposal and a team of fabricators that can wielda welder like a magic wand, they invited us downso they could build something on to the car.Despite having to juggle its three BTCC clients,all of whom were clamouring for their 2011systems for pre-season testing, chief designerGreg kindly came in on a Saturday to help us hitour editorial deadline. What a guy! Knowing thatthe turbo would add a degree of silencing onits own, our brief was simple: ‘Just one box,free-flowing and a tasteful rear finisher.’ The restwould be up to him. Leaving the car with them inthe depths of the bad weather, we also took theopportunity to test the smart new Richbrook seat

The free-flowing single-boxsystem is all hand made in-houseat Scorpion’s headquarters

Understatement is the keyto the VIP style of tuning

124 March 2011 Japanese Performance

projectcover that had been sent to the offices. Engineeringshops and light-coloured wool fabric do not makegood bedfellows!

As the pictures show, the old system wasmassively restrictive, and incredibly heavy! Withcats, additional boxes and extraneous flapperyabounding, Greg was keen to streamline andsimplify the new system to improve gasflow and,of course, the exhaust note. His exquisitelyengineered solution was to be a relatively straight70mm pipe, in T304 aerospace grade stainless,flowing straight off the manifold, via a custom-fabbed box, through a Y-pipe and terminating in apair of Scorpion’s exquisite twin-walled Daytonatrims. Our intention with this car is definitely an‘OEM-plus’ demeanour, and this idea was righton the money for us.

Watching the system being fabricated, entirelyby hand, was an impressive sight. Everything hadto be made as a one-off, and using only thevisual reference of the old system – and decadesof experience – Greg quickly bent the pipeworkto suit, before turning his attention to the rearbox. This was a tricky one, thanks to the crazyoffset nature of the OEM system. The silencerbox can only sit in one place, meaning that aneccentric rear plate had to be cut and punched toaccept the Y-piece, allowing that to exit neatlythrough the factory bumper aperture, looking as if

Nissan has always designed it that way.When we went to collect the car, we were

hugely impressed with the work that had beencarried out. Not only was the quality of fit andfinish quite outstanding, but details like bracketsand clearances had clearly been extremely wellthought out and executed. But forget all that – weall wanted to hear how it would sound. Theanswer, predictably, was BLOODY AMAZING!With the engine and turbo now free to voice theiranger straight out to the atmosphere, the exhaustnote contains a noticeable turbine whine andfantastic bass-enriched growl. It finally soundslike a proper V6, and not unlike my old belovedZ32 with its full sports system. An amazing job.Thank you, Scorpion!

The drive home revealed what a verysatisfying and self-indulgent first mod the exhausthad been. Gunning the throttle up and down therev range, just to hear the fantastic symphony ofcombustion now available at any speed,doubtless added significant fuel costs along theway, but when the soundtrack to your journey isthis good – who cares? So, when consideringyour first mod, have a think. Wheels? Can’t beenjoyed from the driver’s seat. Suspension? Noadded fun on the daily commute, but an exhaust?That works on every level. It’s aural, dynamic andvisual. The ultimate ‘feelgood’ first improvement!�

Massive thanks to;Scorpion Exhausts

www.scorpion-exhausts.com01773 744123

The new Scorpion twin-tip systemlooks great and sounds amazing

126 April 2011 Japanese Performance

Sometimes modifying is as easy asopening a parcel or popping to yourlocal accessory shop and simply fittingyour purchase. Other times, it takes agreat deal of head scratching and more

than a little skill. This month has definitely falleninto the latter category.

Last month’s fitment of a bespoke Scorpionexhaust had added a huge grin factor on manylevels. As I wrote about its impressive fabricationin the last issue, I’d only had the pleasure of arush-hour commute home to evaluate its worth,but now, with a full month’s driving and severalcross country-spins under its belt, I can add acouple of extra features and benefits to the list.The first is a noticeably improved fuelconsumption figure. Something that has arrivedas a by-product of removing the quite ridiculousamount of restriction from the factory system,which passed through several boxes, arecirculation system and a big old catalyst,before egressing to the atmosphere. Now, withjust a free-flowing backbox twixt the turbo andthe ether, the engine’s new-found ability tobreathe is rewarding me handsomely with a risefrom 26 mpg to around 29-30 on a run. At around£1.30-a-litre, that’s some relevant news!

This new aerobic ability also added a muchmore predictable outcome. You can really hearthe turbo spinning up and down through the revrange now, and with less to hold it back, the carhas significantly more mid-range grunt and is farmore rewarding to drive. Naturally, this means I

have been pushing on a bit, which sadly, hasonly served to highlight how bad other areas ofthe car are.

The principle offender in the ruination of mydriving enjoyment was the factory HICAS system,or High Capacity Actively Controlled Steeringsystem. Unlike the later, electronically-controlledunits, which aren’t half bad, these earlyhydraulically-operated systems were considereda little intrusive for ‘press-on’ driving back in theday. Add in two decades of wear, slop andinaccuracy and that acronym should reallydenote Hideously Inaccurate, Completely AwfulSteering. It really is terrible. Significant bumpscan give the whole rear of the car a 2-to-3in‘shimmy’, which feels truly unnerving, whilst high-speed sweeping bends reveal that the rear of thecar feels as if it’s almost entirely disconnectedfrom the front. Although the worn bushes aren’thelping, the recent pre-service inspection atTHOR Racing in Coventry had revealedsignificant play in this component. Time toremove it then.

Luckily, another hugely respected name inNissan tuning circles, JDM Garage, produces aHICAS removal kit. Although there are many kitsavailable that replace just the centre rack part,the JDM kit is pretty special as it is totallyinclusive, with fully adjustable track rods, all boltsand collars and even race-quality rose-joints toensure precision in operation. JDM offer a greatrange of tuning parts for all manner of J-Tin, butare also breaking all manner of Jap exotica on a

NISSAN CEDRIC – PROJECT VIP

A Bum Steer!

project

Words and Pictures Paul Cowland

IN ASSOCIATION WITHSYNIONIC LUBRICANTS

It may look like nothing more thana couple of red rods, but JDMgarage’s HICAS removal kit hastransformed the Cedric’s handling

127Japanese Performance April 2011

weekly basis, meaning that whatever you need,particularly for Skyline models, these guys haveit first. Being based in Devon, most items can bedelivered the next day.

JDM’s Mark was a great help during my initialcalls and mails, and after measuring thedimensions of the car, he was fairly confidentthat their R32/Z32 kit would fit, with the strictproviso that we would need to move the weldedbrackets that affix the main unit to the car. Onpretty much every other Nissan, these arearound 300mm apart, however, on the veryunique Cedric, they have ‘conveniently’ madethem 335mm!

Suitably forewarned, when the kit arrived atTHOR’s premises, the welder and grinder werealready out for some swift surgery. As acompany that fits V8 engines into cars that reallyshouldn’t have them, simply for fun, THOR’scertified welders made short work of cutting off,cleaning up and re-welding the brackets intotheir Cedric-specific positions, before a judiciousbout of rubbing down, etch priming, painting andlacquering to restore the finish and attempt tomatch the quality powder coating of the JDMoriginal.

With that suitably adjusted, Grant at THORquickly removed the old HICAS system; carefullyblanking off the old hydraulic unions with boltsand copper washers, in case we ever want toreverse our decision. The rack came off inseconds, but the lower ball joints needed a littlemore persuasion. The offside unit needed someserious heat and hammer love, whereas thelanguage and techniques required to remove thenearside one are probably best left unwritten.After many lost hours (and knuckles) Grant was

finally able to wind in the lovely new turnedcollars that fit precisely into the hub uprights.With those in, it was simply a case of assemblingthe nuts and bolts through and tweaking theadjustable rods to get the correct fitment. Granthad sensibly measured from rack centre to theoutermost point of each rear rim, so he was ableto approximate a decent benchmark setting toroll the car out on, but I think we will probablyalign the whole lot once we have sorted thebushes out anyway.

After carefully torquing everything up, it wastime for a quick road test. Although deadline waspressing once again, it was immediatelyapparent, from even the first corner, that the JDMGarage kit has made a huge difference to theprecision of the rear-end of the chassis. The oldHICAS could add up to a degree of steeringinput when new. When worn, it was probablyadding two or maybe more. Now, the rear end isjust sitting where we’ve bolted it, doing as it’stold and obediently following the front. I’msuitably impressed. It fitted easily and worksperfectly, and despite being rose-jointed, hasn’treally added any noise or harshness into thecabin. Which, when added to the excellent finishof the kit, makes it something of a ‘must have’item. If you’re running a HICAS car, don’t sufferthat mid-corner sinking feeling any more. Thereis salvation!

Massive thanks to JDM Garage and THOR fora hugely successful mod!

Until next time!�

The old HICAS system was lookingworse for wear and giving asloppy, disconnected feel to therear end. But not anymore!

Massive thanks toThor Racing

www.thor-racing.co.uk0330 555 4545

JDM Garagewww.jdmgarageuk.com

08450 647726

TechStaffCars

The recent additions of the Scorpion exhaust and JDM GarageHICAS lock-out kit have done wonders for the Cedric’s demeanour.Whilst one could never call it nimble, I’m really starting to enjoy the‘B’ road performance of the old girl. However, all this point-to-pointactivity has highlighted an issue with the brakes.

Despite the discs and pads being passed as A1, they stillweren’t inspiring much confidence. To solve the issue, it wasdecided that a change of brake lines, to remove the flex that creepsinto the rubber construction over the years, was the answer. Whenold hoses ‘balloon’ under pressure from braking, efficiency is lost,meaning that what you put in at the pedal end, is often lost by thetime it reaches the pad.

Luckily, Forge Motorsport has just opened an ultra high-performance brake-line production facility down at itsGloucestershire base. This new company, called Hosetechnik,produces custom lines for cars and bikes, covering any

commercially available fitment onthe planet. And as every hose iscompletely hand-crafted, they wereconfident that they could tailorsomething to sharpen up the Cedric.

Hosetechnik’s chief technicalbod, Bill, removed the tired factoryhoses in order to create the newlines. As Hosetechnik use Teflonlines, braided stainless steel hose,and a bewildering array of toughPVC outers, it allows you to createsomething truly unique. We chosered to match the HICAS lock out.

After cutting the new hose to

length, the PVC shrouding is carefully removed to allow the correctends and fittings to be added. Hosetechnik has records of prettymuch every vehicle ever made, so most of these hoses can bemade without the need for this reference exercise. The ends arethen clamped on under pressure to create an air and fluid-tight sealin both unions. The rears were straightforward, but the OEM frontscontained an ugly elbow joint, presumably to allow the lowerportion of the hose to remain in a constant position relative to thecaliper, and allowing the upper part to move with the suspension.Bill’s elegant solution was to create a longer coiled hose that ‘P’clipped to the strut and still allowed the full degree of movement.

The Hosetechnik team then bled the air out of the system andtoped up the brake fluid. With the wheels back on, a spin round thelocal back roads highlighted that the pedal is far more positive now,with a greater degree of modulation and far less effort required tobring the car to a halt.

For around £50-£60 for most standard fitments, the hoseupgrade is definitely a good investment, and as your car is almostcertainly covered on Hosetechnik’s neat online configurator, itmeans that you can get your own ordered from the comfort of yourarm-chair. However, even if you run something as eclectic as theCedric, they can even engineer a bespoke solution for that.Massive thanks to:

Hosetechnik0845 838 5364 or www.hosetechnik.com

+the garage

129www.japaneseperformancemagazine.co.uk

Projectv.i.p.THE CEDRIC GETS DOWN WITH

SOME DIRTY (BRAKE) HOSE

Words Paul Cowland. Pics DC Photography/Pro-Motiv

the cedric’s newstopping power hashighlighted a problemwith the suspension,meaning new bushescould be on the cards

THE HOSETECHNIKLINES ARE A BIGIMPROVEMENTOVER STOCK INBOTH LOOKS ANDPERFORMANCE

nissan cedric

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