HKS has done a very good job of keeping this one quiet! I’ve heard it said so many times: ‘Why doesn’t HKS bring out the CT230R again and try and fend off Under Suzuki’s continual resetting of Tsukuba record?’ Well, the HKS team have been observing things in the background it seems, noting how aero technology has evolved and deciding when the right time to jump in was going to be. And after much R&D and work during the course of 2016, this is what the legendary Japanese tuner has come up with. It’s called the HKS GTS800.
If you’ve been following Under Suzuki’s attempts at Tsukuba, you will no doubt instantly assume that this car must be built for lap times in the 40-second range – and you’d be right. It just boggles my mind how far times have dropped at Tsukuba since the first times I headed out there in the early 2000s for Super Battle events. A 59-second lap and you and your car were seen as gods; a 57-second lap and you’d be on par with the Mine’s BNR34. The Cyber Evo and the M-Speed GT-R then came, dropping times into the 55-second zone, before Pan Speed and Revolution brought the rotary noise and dropped that down another second. Then, in 2007, HKS put an end to it all with a 53.589 Racing Performer CT230R before the rumored million-dollar project was retired.
A decade has passed since then, and this new Toyota 86-based time attack build was the last big project Hasegawa-san, the late president of HKS, approved before he passed away. Quite simply, the Tsukuba record has to be won back and nothing can be left to chance.
This car represents a whole new level of time attack car for HKS, and while the team took care of the mechanicals, the aerodynamics side of things was left to someone who knows a thing or two about putting together a winning package, namely Andrew Brilliant of AMB Aero.
HKS kindly allowed me to check out the car even before the Japanese media, and as this story goes live on Speedhunters the first presentation on the car will have just wrapped up at HKS Premium Day. I was here yesterday when the car was unloaded, so a huge thank you must be extended to the guys at HKS for allowing us this exclusive sneak peek.
There is a lot of secrecy still surrounding this project, but plenty we’re able to talk about, starting with the aero.
Generally speaking, conventional front wings generate downforce at the expense of drag, but with years of development and fine tuning, that’s been remedied. The design here has been refined to eliminate all the drag while making lots of downforce, but at the same time reduce any further drag.
It’s a little confusing, but just take it as a new generation of aero management. Of course, the vast exterior of the 86 was made by HKS in-house using dry carbon fiber.
I was blown away by the tolerances; the panel gaps are right on par with the Lexus LC500 GT500 race car I spotlighted at Tokyo Auto Salon.
What may possibly become a game changer are these AMB Design ‘Infiniti Wings.’ While we’ll find out exactly how they work in an interview I’ll be doing with Andrew Brilliant, they’re effectively an added element to the wing design that help boost lateral downforce. The whole wing and bumper package has been designed and sculpted to channel air in the corners towards them, helping them do their job. Like I said, this is next level stuff!
And compared to some of the wildest time attack cars we’ve seen in Japan and around the world, the HKS GTS800 looks remarkably clean. The final body shape is more flowing and smoother all over, hinting that downforce is being generated in a more efficient way. Gone are the days of multiple winglets, spoilers, louvers and outlets to ruin a car’s overall look.
This is also the first time attack car in Japan to run carbon discs. The setup comes courtesy of Endless and features beefy 6-pot calipers in the front and 4-pot calipers at the rear.
Just like on Under Suzuki’s S15, the exhaust system exits out of the side of the passenger door.
Wild Aero, Pleasing Design
But let’s continue our tour around the car…
If rear wing size directly correlates to the amount of front downforce able to be generated, the GTS800 must be pushing those front wheels right through the tarmac! HKS has floated the number 3 ton’s worth.
The massive triple-element wing along with the integrated trunk spoiler work in synergy to interact with the underbody, developing downforce and stability at the rear end.
This is a bit of an exaggerated wide angle, but you get the picture. At speed, all that force pushes down on 18×11-inch Advan GT wheels shod in 295/35R18 Yokohama Advan A050 semi-slicks at all four corners. One-off HKS dampers with ridiculously high spring rates to counteract the effect of the downforce are employed, and each hub is suspended by custom double wishbone suspension arms.
The roof, along with the panels that replaces the rear and quarter windows are also made from thin and very light carbon fiber, and are all secured in place with spring-loaded DZUS fasteners.
This is a good angle to gauge just how much wider the rear fenders increase the 86’s dimensions, but the most dramatic part of the rear end have to be the massive tunnels that manage and make optimal use of under-car airflow.
This is the first time a modern day time attack car of this caliber has remained so faithful to the original car it’s based on. It’s almost as if the aero has been designed in an organic way.
Looking inside, I noticed how only the top half of the doors actually open, a byproduct of the sill having been boxed and lifted up, not to mention all the chassis strengthening that’s been carried out. This is pretty much standard practice on Super GT cars.
Nobuteru ‘NOB’ Taniguchi, who of course will be doing the driving, hasn’t really got much to distract him. There’s a Nardi steering wheel, the AiM digital display and a brake bias adjuster.
And he sits in a lightweight Bride seat, which was made especially for this project.
The center console is where the switch panel lives, as well as the cut-out switch for the electrics. Seeing the cabin is sealed off right behind the driver, the carbon fiber partion doubles up as a nice location to mount the HKS F-CON V Pro engine management system.
The pedal box has been set as far back as possible in the somewhat cramped interior, and in doing so helping to provide the optimum driving position for Taniguchi.
Here’s a wider shot of it all.
The inverted bowl-like contraption on the fuel tank is there to seal off the fuel filler, a curious addition that Andrew Brilliant told me instantly reminded him of R2D2 in an X-wing fighter. Maybe it’s meant to be Taniguchi’s co-pilot?!
Under The Hood
So what powers something that’s been built to rewrite the Tsukuba lap record?
Well, a quick look at the front air dam and the opening in the hood obviously hints at forced induction. It would have to be boosted obviously; big power is required to lap Tsukuba as fast as this car has to with all that aero pushing it down to the ground.
And in true HKS philosophy you won’t find an engine swap – that would have been too easy. What you will find is one of the most modified 4U-GSE/FA20 engines ever created. It’s been stroked to 2.5L, dry-sumped and dropped down and as far back in the chassis as it possibly could be.
That’s opened up space to allow the intercooler to sit flat to make full use of air that’s directed to it through the complex inner shroud, which on its lower section also houses the radiator.
The piping is extremely short, meaning the HKS supercharger which generates the boost doesn’t have to fill up an overly large volume of pipework to get the intake charge moving.
There are two HKS blow-off valves on the intake end tank…
…And another two on the s-pipe that feeds the intake plenum. It’s a curious modification, and one that probably hints at the speed the supercharger is able to deliver that boost.
There is no other information on the engine right now, but as the name of the car suggests, the ‘800’ in GTS800 has everything to do with the power figure the team is shooting for.
For the time being we’ll just have to be content with having seen the car in all its visual glory, but you can be sure Speedhunters will be heading out to Tsukuba for HKS’s first series of tests with the car. In the process we’ll find out more about what makes the GT800 one of the most advanced racing machine that Japan’s biggest tuning company has ever built.
Dino Dalle Carbonare
Instagram: speedhunters_dino
dino@speedhunters.com
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It'd looks awesome with those 90s HKS liveries!
I for one would want this to beat the Tsukuba record.
i just shat my pants lol, can't wait for the post of it on the track i want to know more wowwww. whats this thing weight wow.
I am so glad I clicked on Speedhunters.com right now!
Does anyone know if this conforms to the WTAC regulations and if it would make an appearance there?
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That front wing is genius! I'm curious to see how HKS deals with that much downforce without a 3rd damper though, or perhaps the shock technology are so advance now that it can be solved with just high spring rates.
Hey Dino, semi-off-topic, but I noticed in the TAS coverage that a few of the cars have welded and gusseted roll bars/cages like this one has. Have you noticed if these have been becoming more common in Japan lately over the "meccano" style roll bars, or if it is just those few high-dollar builds that have them?
James1010 Yeah people are learning and getting way better, especially those with bigger budgets. Amateurs are still fitting bolt in cages though
AmirIzham No third dampers, but very hard springs, I guess...
BrockHarvison No, HKS have decided not to build it for that. Tsukuba only at this point
Dino, when you interview Andrew, please ask him why they don't raise the centre of the front splitter in the middle on all of these cars.
Look to any of the very high end cars and you'll see what I mean. It's all well and good to have tunnels and a big diffuser but if the front splitter is on the ground, there's no air flow. And THAT'S what makes those tunnels work.
speedhunters_dino BrockHarvison Could at least come out for demo laps
Mitsuru Oh they will, it is HKS + Taniguchi + Andrew Brilliant after all!
REMOVE ALL OF THE POUNDS!
oh i bet nob will be rubbing both of his hand with widest grin...
speedhunters_dino I'm guessing the damper tech is so good now that they can make super hard springs feel supple. Especially if HKS is considering to enter WTAC which uses spec tyres. Now, the only thing we need is a video of this car around Tsukuba.
From what I have read about this subject, the raised center part is not for increased air flow, but for reducing te sensitivity of roll. Now I'm not sure what high end cars you refer to, but I'm guessing it is road cars or at least road legal cars.
Point being road cars, even quite modified trackday cars have a lot of body roll compared to a ground up build like this. The point of the tunnels underneath are to speed up the air that goes underneath and to keep it from spilling out and along the sides.
jfree83 ...while saying, finally! lol
Ztaal31 I'm not a professional but I have an unhealthy interest in aerodynamics. Search google for "GT race cars" then look at the front splitters. When they're flat, it's because there are more benefits in stopping air getting under the car and they discourage it, they prefer it to go over and around the body. With tunnels, you are creating a venturi but a venturi needs air to breathe so they either have a step along it's length or a subtle arch on some. You'll see it on LMP2 and LMP1 cars too.
We're seeing ALOT of porpoising on some cars into Turn 1 at WTAC because they're experiencing the same thing early aero engineers experienced in high end race cars. Pitch sensitivity. At speed, the front end creates increasing amounts of downforce until it touches the road surface then very quickly, springs up because airflow is cut off. Once airflow is reestablished, the cycle repeats. It creates downforce again until it touches and springs up. That step or arch I described above means that no matter the ride height, there is uninterrupted air flow under the car. The flat floor section itself creates downforce too, not just the tunnel so you want that very close to the ground but not touching it. This creates downforce across the whole surface area.
From memory the RP968 was particularly bad. Watch an external video of it.
Search "porpoising aerodynamic", there's a link to Michael Fullers book Inside IMSA Legendary GTP Race Cars which gives a bit more detailed description.
The teams at the top end are repeating what has been done before so the info is out there!
Lukus Ztaal31 Maybe air is fed to the tunnels from elsewhere?
Dritt Fiske Lukus Ztaal31 Looking at the head on pic, it is actually *slightly* raised in the middle. Maybe that's as much as they feel they need, I hope they don't experience the issues I've described.
Dritt Fiske - Again, while I'm not an expert and I'm happy to be proven wrong because I'll learn, there aren't many options. The air inlet in the front bar feeds the radiator and intercooler which is then vented out the bonnet and behind the front wheels. There may be a slot that mixes that air with the underbody but it wouldn't be the major source, especially after it's passed through a heat exchanger.
Awesome car and article. Minor typo should you be able to correct it.
"What you will find is one of the most modified 4U-GSE/FA20 engines every created. " Should read "...ever created"
This is sick. I LOVE time attack and the insane attention to detail that goes into each car just to shave milliseconds. It's my favourite aspect of motorsport atm. The engineering is so innovative and interesting. I understand how extreme Formula 1's are but time attack has less rules so you see engineers pushing cars to the limit of design. Not to mention the fact that there are such a wide range of cars used for it too.
Awesome read like usual Dino! Cant wait to see how it goes around Tsukuba.
such out of box thinking on the front splitter end fence !! love it.
I'm wondering how he keeps the vertical fence wing from stalling, since it's almost vertical.
great to see this build but it also just highlights just how much Under 'punches above his weight'
It's going to be great watching a mega company build vs mega personal build battle to be first into the 40's
Is this now based on a Subaru BRZ or Toyota 86? For me it is a Subaru because of the Boxer Engine!! What do you think about it?
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Lukus I assume very hard springs effectively prohibits the pitch movement of the car, hence there is no need to raise up the center part (which u r right it was used to counter pitch sensitivity). It sacrifices in control but gains in maintaining a consistent aero platform to work with. F1 uses FRICS to achieve this. Hope that is the case with ur ques.
Wow Dino, what a post! Love this car! It is really a beast! Thanks for sharing it!
LipHanTan Absolutely, they use very high rates to cope with the additional force as speed increases but all aero cars use high rates. Some cars were just better developed and more dialled in than others. We'll see these cars evolve very shortly. Shock tuning and bettr understanding of the tyres will be very important. Hopefully we don't see any tyre failures...
I see more and more cars going towards the Tilton front splitter. That and understanding more about how the rear diffuser and rear wing interact to really get the floor working. I think wings will start moving further back to increase leverage and possibly lower on some cars. We'll see them come to grips with having a more stable platform (better mechanical design and set up) with less shifting of the centre of pressure so the car is more predictable.
It's just time, or they need to find the right people who've encountered these problems in Group C and arenas like that. They did this 30+ years ago.
Are you referring to the M-Speed's, Dino?? http://www.speedhunters.com/2008/11/car_feature_gt_gt_mspeed_gt_r/
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Yeah as I was trying to say by it being purposely built with aero in mind the spring rates will be extremely high and with much stiffer chassis it aims to avoid pitch and roll sensitivity. Many front splitters will also have mechanical stoppers incase of to it going to close to the ground, exchangeable plastic or carbon sliders that keeps a small gap.
I'm not saying you don't need air under the car to activate the diffusers, but that you want most of the air to go on top. The air that you keep under neath your body you want it to stay and don't spill out and just make it move faster than the air on top, that's why the diffusers have an angle to them. The venturies help the air stick to the diffuser with a greater angle. Also some front splitters will have small diffusers in front of the tires, as this part of the airflow will get messy and slowed down by hitting the tires, then it is vented on to of the side sills instead of back under the car.
And as Andrew has a pretty huge amount of experience I'm sure it is done with intent and highly calculated.
Also I'm no expert on the topic have just read a lot before I started making some basic aero on my trackday car U0001f600
Hmm. I'm 41 years old yet am positively giddy over the fact it's got 4 SSQV's. I shall spend the rest of today making "pshh-pshhh-pshhhh-pshhhh" noises. That is all.
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Lukus yes my apologies. Theres only so much you can do with conventional spring and damper before resorting to third spring setup, so it will be interesting to see how this car would cope. I can see where your going, your concern and questions seems more viable now that i had more thought into it.
I like how the comment section here on the article is in much better shape than the comment section on the Instagram post.
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I'm sure Andrew has a very good reason behind everything, he is after all one of the best aerodynamicists in TA racing and in wtac alone has 2 of the 3 fastest cars ever created which are MCA s13 and unders s15.
Ask him yourself he has a fb page called AMB aero.
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Fantastic car, it's a exceptional piece of gear. It is quite unfortunate it doesn't fit in with world time attack challenge regulations, nor do they want to even bring it down to Sydney, but I'm watching this one very closely, it should be a absolute weapon around Tsukuba with that much aero and very responsive supercharged engine. I really do hope it smashes 50sec, would be a incredible accomplishment and hopefully gives even more coverage and hype towards TA.
Awesome to see HKS properly back on the game
Under runs AMB aero, has even more power and runs a more complex ecu that may help it gain slight advantages. Should be interesting!
I for one hope they do, setting goal posts further only creates more hype around the scene, can never be bad.
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But I think the main question on everyone's mind, is can it take down the Gasosphere Time Attack Car? :p
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Just being an asshole lol love the write up and pics
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This is amazing. These TA cars are reaching F1 levels of carbon fibre aero work. Nice to see it still has 3 pedals though
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Twitch_6 Yeah I was quite surprised it didn't have paddle shifters.
sprinterGLS ?
Gasosphere What on earth is that?
AaronCruz6 lol
cyberfella I've been doing the same for 2 days now...lol
bb88 Yes.
Ariandesign Grazie!
RobertBurger It's the Toyota version of the car
And70 True, if all goes well for Under he should be able to do that this February
RandyTheSavage Let's keep that one for the interview
DinoSawr Indeed. It's certainly thrown an unexpected level of excitement into it all. Thanks!
333pg333 Corrected, thanks.
AmirIzham speedhunters_dino Tyres would be the same
My miata lol.
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And the new Gran Turismo can't come fast enough so we can take this holy beast around Tsukuba, like we did with the HKS CT230R in Gran Turismo 4
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Gasosphere at first I read 'grasshopper' lol
cyberfella wonder if they harmonize
RandyTheSavage There's a small gap, might have something to do with it
This needs to be in all the video games! And those panel gaps make me happy.
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I would like to see Hasegawa-san pics on the car...
echology The car was even displayed at his funeral
Gasosphere Oh, right on!
I wonder if the 800 here meant the weights of the car too?
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bluestreaksti maybe that'll have to be the name of the car lol
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Would the 800 be horsepower or Kws? I'd guess the former but I'm not super knowledgeable.
JimmyD101 PS most likely (metric horsepower). https://en.wikipedia.org/wiki/Horsepower#Metric_horsepower_.28PS.2C_cv.2C_hk.2C_pk.2C_ks.2C_ch.29
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Wow.. Well 800hp from a 2.5l with supercharger seems a little bit much to me.. But i have no doubt with new technologies and know how of HKS it will be something achievable! What's more interesting than boost itself for me is, how much volume of air this supercharger can pump into the combustion chamber. The 800hp must be thanks to the volumetric efficiency of this supercharger. Otherwise some turbo must be hidden under the bonnet to give it the Lancia Delta S4 layout, but according to the inlet piping this is not an option
Fact is, with 4 SSQV's under the bonnet there must be a lot of pressurized air in the game....
Makes me wonder how fast it will be!
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Game changer. I want to see this at WTAC
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I would be willing to bet this thing is twin charged. Even at 800hp I don't see why you would need four bov"s. Two sure but four? Either they are running two superchargers or the supercharger feeds into the turbo and then to the intercooler. It will be interesting to see exactly what they have done and how fast it really is.
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Take the wing and splitter off and I'll drive it to work!
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3 ton of downforce........ not a chance.
Amazing build tho!!
speedhunters_dino zackspeed333 Just thinking outside the box here. You could put two small variable vane turbos on it. I just don't get how it needs four blowoff's.
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Gianluca FairladyZ Whilst it's certainly not impossible to get that from a 4 cyl having seen quite a few fairly beastly Evo's, (granted with a dirty big turbo) it's not necessarily 800bhp straight up, could be per ton (I would be very surprised if this is over 1000kg).
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Gianluca FairladyZ Will be interesting to see what the final figure is but 800hp is definitely possible, Olly Clark's Gobstopper 1 Impreza runs a 2000cc 780hp EJ20. Pretty impressive what can be squeezed out of these engines when you want to. http://rogerclarkmotorsport.co.uk/gobstopper-I
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