Well, I guess you could say that we went and did a “thing”. I guess you could also say that it probably isn’t the smartest, or most logical thing we have ever done either! After being sick of only pushing 545rwhp with the Subaru 4 Cylinder donk, we have gone and shoehorned a Twin Turbo Nissan R35 GTR motor into our Toyota 86 with the help of Tim and Dave from GT Auto Garage.


In 2012 we purchased our Toyota 86, brand new with plans to modify it into a mild street/track car cross over. In 2013 it started getting a little bit more serious when we threw a rocket bunny kit on it (becoming one of the first Rocket Bunny 86’s in Australia).



If you aren’t interested in the build process, and just want to see the latest pics, scroll to the bottom! Otherwise, read on for the details.

Now you have probably all seen Rocket Bunny wide-body kits get bolted on to cars before, so we won’t bore you with too much of that, but we feel it’s important to give a little history, since this is one of the few in the world that have the fenders moulded on instead of bolted on like some kind of afterthought.


Here’s the mild girl when we started:

sfx86 (1)


Now a couple of the obligatory “mid-rocket-bunny” pictures.




Fresh out of the paint booth at Cameron’s Bodyworks:




For the next year the car had the FA20, in various states of tune. From AVO turbo kit, to Forged performance Turbo kit, to the complicated twin-charge (turbocharged and supercharged) setup.

Plagued with issues ranging from Direct Injection failure to head gasket problems, the best power we made on the old 4-cylinder was 545rwhp on E85. Turning the boost up past 21psi just wasn’t resulting in more power. This is when we decided to do away with the FA20 Subaru donk, and some serious talks started with GT Auto Garage.

GT Auto Garage is renowned for their work on Nissan GTR’s of all variants. For years they have become the ‘go-to’ guys for anything R35 GTR. With cars being shipped interstate to their QLD workshop. So the logical option was sourcing an R35 GTR engine, since well, it had never been done before, and we are a little bit insane.

Being that GT Auto Garage is a premium HKS distributor, we agreed that the stock 600hp R35 engine was not enough. As Raoul Duke says in Fear and Loathing in Las Vegas, “Anything worth doing, is worth doing right”. 

It wasn’t long before Tim had convinced me we should not just put any old 3.8L VR38DETT in, but instead to build a 4.1L HKS Stroker complete with a GT1000 HKS Symmetrical Turbine kit.

For several months we weren’t even sure this “idea” would be possible due to the sheer height of the engine, it was nearly three times as tall as the factory FA20 Boxer motor that Subaru threw in the engine bay.


VR38 (Nissan V6) on the left, FA20 (Subaru boxer 4 cylinder) on the right.


The only way we were going to make this work was make the V6 shorter.. MUCH shorter. So the guys at GT Auto Garage liaised with companies until we were able to track down a sump kit from Dailey Engineering in the USA that would convert the VR38 sump and front diff to a RWD only dry sump (doing away with the front diff completely). This cuts around 150mm (6 inches) from the height of the V6 engine.





The next challenge was sourcing a gearbox capable of being strapped to the back of the 4.1L HKS power source. We happened to be planning our VR38 build at the same time as the Motive DVD Erubisu VR38 R34 GTR, so Andrew Hawkins from Motive DVD hit up Albins Gearboxes for a 6 speed sequential for both of our projects.

If you haven’t hear of Albins, they are responsible for the gearboxes in every Australian V8 Supercar Race car. The power and torque specs of the box were higher than all of the other sequential boxes that we considered, putting this unit at the top of our “want” list. Thanks to Albins, they came to the party and made a custom bell-housing to suit the VR38.

Not being satisfied with a regular 6-speed sequential (personally finding the giant gear levers in the car distracting), we decided to hit up Motec and source an air-powered paddle shifter kit. This will give us super fast shifts and no ugly gear stick. The clutch pedal is still used for start/stop/reverse, but the ECU will rev match between gear up/down shift, so no clutch is needed once we are rolling.




Now that we had the key ingredients, the car, engine and box all went back to GT Auto Garage to actually get the engine and box fitted. Using the parts bins from other Nissans, Dave fabricated some engine mounts (using Nissan S15 Silvia parts), and modified the factory cross member. A new gearbox cross member was also required, as well as some cutting to the transmission tunnel to accommodate the much wider and taller gearbox. Surprisingly this gearbox is about half as long as the factory 6 speed manual Aisin unit that came stock in the Toyota and Subaru.

The guys from Direct Clutch have been very helpful and are building us a multi-plate clutch that will suit the sequential box and power requirements.

So, we test fit the engine and box with the new sump, and magically we still have a around an inch to clear the hood.



Dave from GT Auto is quite the handy man with the welder, and whipped up some pretty neat exhaust manifolds to accommodate the HKS turbos and wastegates, sitting them low and forward. The position of the turbos will give minimal lag, by having very short intercooler piping.





The engine in these pictures is actually a spare engine that we are using to test fit into the car while a fresh set of forged 4.1L HKS internals get installed into a brand new block at JHH Engineering. It was important to source a new block direct from Nissan, as these engines have a plasma coated bore, which means they can not be honed or machined internally. The HKS Stroker kit includes forged pistons, a new billet form forged crank with the extra stroke and forged rods. The standard bore of 95.5mm is retained, only the stroke is altered and increased to 95.5mm. The forged pistons are 80 grams lighter than the factory items.



The ultimate goal of this car is a combination of time attack (circuit), street use and roll racing. Not being built for one specific purpose will mean there are sacrifices for every category, but given the level of engineering and thought that has gone into this build, with a power goal exceeding 1000whp on Martini Racing E85 – it should comfortably be able to be used for a bit of everything.




The car will retain a full interior (albeit with a roll cage), stereo, dashboard, and we are even planning on retaining air conditioning (by use of an electric compressor from RenCool, since there is no room for a belt driven unit with the dry sump pump taking the place of the alternator).






Power will be fed to the rear wheels via a 8.8 inch Ford Mustang diff using the Full Blown Motorsports diff conversion kit, driveshaft shop axles running Porsche style CV’s, and 5×114.3 hubs.





For more pics of the build progress, see WTF86 build facebook (StreetFX 86)  and for earlier pictures of the exterior, see 86Forums.

A short video of the car, showing that the hood indeed can close, can be found here:


Special thanks to Mitch Hemming for these pictures of the car.


At a glance:


2012 Toyota 86 GTS

Engine and Driveline
Nissan VR38 (HKS 4.1L VR41, assembled by JHH)
2x HKS wastegates
2x HKS Ball Bearing GT2-7867 Symmetrical turbochargers (GT1000 63T Compressor, 77T 0.66A/R Exhaust)
ATI Hamonic Balancer
Custom engine mounts
Dailey Engineering 2WD conversion Dry Sump Kit
Albins 6 Speed Sequential gearbox & VR38 bellhousing
Custom Clutch
Custom transmission mounts
Ford 8.8in rear diff, 4.11 ratio – FBM billet diff kit to suit 86/BRZ
FBM 5×114.3hub conversion kit
Greddy EVO exhaust

ECU and electronics
Motec air actuated paddle shift kit
Motec M150 ECU, traction control, launch control, data logging
Motec Canbus O2 sensor kit
Motec C185 widescreen LCD dash with data logging

Wheels and tyres
Concave concepts CC03 18x11in rims
Hankook Z221 295/35/18 semi slick R compound tyres

Brakes and suspension
MCA “Red Series” coil-overs
AP Racing brakes front and rear
Cusco Rear Strut brace
Cusco front and rear tow hooks
Cusco rear lower control arms
Cusco underbody Bracing
RacerX front lower control arms
RacerX rear upper control arms

StreetFX slimline license plate bracket
StreetFX LED upgrade (inside and out)
StreetFX chrome mirror indicator bulbs
Valenti “SG” Tail lights
Valenti “SG” foglight/reverse light with StreetFX brakelight modification
24LED License plate light modules

Rocket Bunny Widebody, custom moulded by Cameron’s Bodyworks
Seibon Carbon Fibre bonnet
Rocket Bunny Wing
BRZ Side fender garnishes
Custom blue pearl paint
APR Carbon brake duct intake vents
Beatsonic sharkfin roof antenna

Bride LowMax Recliners
Sparco 5 point harnesses
JPM Coachworks instrument gauge cluster cover
JPM Coachworks handbrake boot
JPM Coachworks gear boot
JPM Coachworks speaker surrounds
JPM Coachworks kneepads

CaFi 62100 Android head unit with OBD2 interface
Hertz 3-way front splits
Hertz 10″ sub in Hertz box
Tyre Pressure Monitoring System (TPMS) interfaced with head unit video feed
Mongoose reverse camera

Fuel System
FBM in-tank twin Fuel pumps (lift pumps)
Mechanical high pressure fuel pump

Cooling system
PWR Radiator
PWR Intercooler
PWR Oil cooler
PWR transmission cooler

List of contributors to the project:
GT Auto Garage
Camerons Bodyworks
Motec Engine Management
PWR Cooling
Option 1 Garage
MVP Motorsports
CarMods Australia
Martini Racing Products
Motive DVD
Direct Clutch
Albins Transmissions
JHH Engineering
Hankook Australia
Import Monster
Solar Style Window Tinting
NorthShore Toyota NZ
AudioExpress Brisbane
MCA suspension
OnTheRun Motorsports
Hertz Car Audio
Full Blown Motorsports
Bayside Autostyling
Forged Performance
RacerX Fabrications USA
Rencool Air conditioning


Anyway, so that is where we are up to now. Be sure to follow us on Facebook at StreetFX 86  and StreetFX Facebook.

Thanks for reading! Feel free to share this build around. If you have any questions or if you want any other photos to use for another publication, you can hit us up by email.

Safe driving!