In a world of sport compacts dominated by japanese cars (WRX, Lancer Evolutions, S2000s, 350Zs, etc) there is a great deal of rivalry with tuners building the same cars. APR decided to take a small turn to the more luxurious, less used, sports cars and decided to build an Infinity G35 for it’s fifth complete transformation from stock to fully built. Other cars preceding the G35 would be a
Toyota Celica,
Toyota MR-S, Lancer Evolution 8 and a Subaru WRX ST
Untitled DocumentAPR began with the widebody kit, which was molded and sculpted by KC Chow, who had the product ready for debut at SEMA 2006. His goal was to keep the looks of the car subtle and try to resemble the stock look as much as possible, while still being able to widen the body enough to hold tires as big as 325mm in width in the rear. APR also designed their own carbon fiber front wind splitter for the front bumper that were to be both shorter and wider than stock to fit properly with APR's fenders, which were now 45mm wider than the factory front fenders. The rear fenders, now 50mm wider, were molded to the body and the entire car was painted inside and out. To finish off the look of the car, they opted for a Seibon carbon-fiber good, Carbign Craft convex side mirrors and GTC-300 rear wing. APR mentions that the car was barely finished in time to attend SEMA. The car was painted by TPR Autobody who used a gold base coat with a candy Blood Red paint from ALSA Corp. The whole car had to be repainted once more because they found a section where a run developed. They explained that the paint had to match the rest of the flawless G35.
To pull off a widebody kit perfectly, you require wider wheels and meatier tires, which APR already took care of. But to have wider tires, you have to make sure that you have a need for those wider tires. APR decided that the power department was seriously lacking on the G35, who was already 20hp short of the 350Z which holds 300hp on factory tune. With the help of SP Engineering, the 3.5L V6 has been upgraded with a variation of GReddy's twin turbo kit. They used GReddy's exhaust manifolds, external wastegates and the TD05-18G turbochargers. SP Engineering took care of the rest by fabricating the downpipe which connects to an HKS Hi-Power dual exhaust in the back. Eliminating the factory crossover by merging the exhausts together. Each exhaust plays the note of three cylinders, giving it a more unique roar to it. On the cold side, the intercooler is GReddy's own, with SP Engineering's custom intercooler piping including an HKS blow-off-valve. All the added boost has been compensated with a Walbro fuel punk and 440cc/min fuel injectors, along with a HKS Twin Power DLI II ignition amplifier for a more efficient spark. Everything is controlled by an HKS F-Con V Pro standalone and the car was tuned by SP Engineering to put down 400whp and 364ft/lb of torque at only 8lbs of boost. Pretty amazing numbers.
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