Brewmaster
03-13-2015, 06:44 PM
1994 Mazda Familia GTR Right Hand Drive
1994:
Mazda Familia GTR :
Grey :
Grey-Black :
5 Speed Manual :
199,000 kms :
Langdon AB :
$3500.00 :
Kelvin Krastel
Kelvin at Krastel.com:
403-510-6221:
https://lh3.googleusercontent.com/-0CkxFfA6dzk/VQODv7-MNwI/AAAAAAAADhA/fpPpHcgJcjQ/w1806-h1348-no/Mazda for web.jpg
Skyline killer at half the cost. Only 1500 made worldwide!
220 HP stock. This has titanium connecting rods, shot-peened transmission, sodium filled valves, true ball bearing turbo! AWD - the list goes on. It was built to compete against the Impreeza on the WRC Rally class circuit.
This was my wife's car for the past 3 years. I imported it from Japan in order to sell but she liked it so much she took it as her personal car. Now it's too small for my kids in the back seat so we've decided to sell it.
The downside is that there is an electrical problem right now. The car runs and drives great but will quit unexpectedly and has to sit for a few minutes before it will start again.
I have always changed the oil regularly and used synthetic.
The clear-coat is peeling on the hood and it does have some minor surface rust.
Call me at 403-510-6221 to come have a look.
Excerpt from Wikipedia:
The JDM GTR featured four-wheel drive, viscous limited slip differentials and a turbocharged 1.8 L BP engine. The JDM GT-R rally homologation version was added in 1992, featuring a number of enhancements over the GTX model: an aggressive front bumper, grill and bonnet vents, updated rear bumper, wheel flares, stiffer suspension and anti-roll bars with thicker cross members, and homologated five-stud wheel hubs with larger brakes. The interior was fitted with leather and suede seats, and had the option of replacing the cupholder with a 3 gauge cluster. In addition, the GTR has stronger connecting rods and pistons, larger oil squirters, larger nose crank, larger oil cooler, sodium filled valves, a baffled inlet manifold, larger injectors (from 360cc (black) to 440cc (orange)), removed boost cut, front-mounted intercooler, and an IHI VJ-23 ball bearing water-cooled turbocharger. Both the GTX and GTR models were limited to a top speed of 180kph. However, removing a screw on the back of the instrument cluster, labeled 180kph, meant that the speed limiter was removed.
Review from Autospeed:
Say hello to the Mazda Familia GT-R.
Like many rally car manufacturers of the early '90s, Mazda did the trick of building the minimal number of GT-Rs (only 2500) so that it could gain approval for Group A competition. Certainly, vehicles such as this were inordinately expensive to design, test and (finally) manufacture - so manufacturers often sold only the minimum required number.
So what puts this rare Mazda 'shopping trolley' in a similar league to, say, a Nissan Pulsar GTi-R? Let's begin under the hood...
The GT-R engine has been significantly reworked by Mazda's Motorsport Engineering Group and features many alterations - the combustion chambers are reshaped, the pistons have raised crowns (maintaining the GT-X's 8.2:1 compression ratio), the rods are stronger and a water-to-oil cooler also went in. The DOHC, 16-valve head received larger (sodium-filled) valves, revised profile hollow cams and various airflow-enhancing mods. Its match-ported exhaust manifold is also new. Computer mapping changes were, of course, carried out and the airflow meter and fuel pump are also said to differ from the GT-X.
It's relatively easy to squeeze more top-end power from a turbo engine by upsizing the compressor and turbine - and that's exactly what's been done by the factory on this car. The GT-R spins a much larger turbo featuring a ball-bearing centre (the GT-X uses a conventional bearing). Increased power - and durability - also comes thanks to a front-mount air-to-air intercooler that's 70 percent larger than the GT-X model.
Like the GT-X, the GT-R comes with a 5-speed manual only. The 'box used in the GT-R is the same design, but - again - engineers reworked what they could. The housing was strengthened, the gears were shot-peened and the hard-working 230mm clutch was also up-spec'd. The cost-effective viscous-coupled all-wheel-drive system from the GTX also copped a screwin' around with. The centre coupling gives a 43-57 front-to-rear torque split under static conditions, giving up to 60-40 under high slip conditions. In addition, a viscous LSD went under the rear.
As with any other homologation rally special from the early '90s, the GT-R makes one hell of a public road sprinter; it's incredibly fast and forgiving. Based on the same 2-door 2450mm wheelbase as the Familia GTX, the GT-R also carries over the same suspension description - MacPherson struts at the front and transverse A-arms with trapezoidal twin-link struts at the rear. Just as with the engine and gearbox, however, the basic formula was quite heavily revised - the GT-R gets firmer springs and dampers, firmer bushes, tougher engine mounts, different front alignment and a revised rear linkage giving enhanced toe control. Interestingly, the GT-X's 20mm solid rear swaybar made way for a 19.1mm hollow bar and the solid front swaybar went from 22 to 23mm.
And there's lots more available online. Let Google be your guide.
1994:
Mazda Familia GTR :
Grey :
Grey-Black :
5 Speed Manual :
199,000 kms :
Langdon AB :
$3500.00 :
Kelvin Krastel
Kelvin at Krastel.com:
403-510-6221:
https://lh3.googleusercontent.com/-0CkxFfA6dzk/VQODv7-MNwI/AAAAAAAADhA/fpPpHcgJcjQ/w1806-h1348-no/Mazda for web.jpg
Skyline killer at half the cost. Only 1500 made worldwide!
220 HP stock. This has titanium connecting rods, shot-peened transmission, sodium filled valves, true ball bearing turbo! AWD - the list goes on. It was built to compete against the Impreeza on the WRC Rally class circuit.
This was my wife's car for the past 3 years. I imported it from Japan in order to sell but she liked it so much she took it as her personal car. Now it's too small for my kids in the back seat so we've decided to sell it.
The downside is that there is an electrical problem right now. The car runs and drives great but will quit unexpectedly and has to sit for a few minutes before it will start again.
I have always changed the oil regularly and used synthetic.
The clear-coat is peeling on the hood and it does have some minor surface rust.
Call me at 403-510-6221 to come have a look.
Excerpt from Wikipedia:
The JDM GTR featured four-wheel drive, viscous limited slip differentials and a turbocharged 1.8 L BP engine. The JDM GT-R rally homologation version was added in 1992, featuring a number of enhancements over the GTX model: an aggressive front bumper, grill and bonnet vents, updated rear bumper, wheel flares, stiffer suspension and anti-roll bars with thicker cross members, and homologated five-stud wheel hubs with larger brakes. The interior was fitted with leather and suede seats, and had the option of replacing the cupholder with a 3 gauge cluster. In addition, the GTR has stronger connecting rods and pistons, larger oil squirters, larger nose crank, larger oil cooler, sodium filled valves, a baffled inlet manifold, larger injectors (from 360cc (black) to 440cc (orange)), removed boost cut, front-mounted intercooler, and an IHI VJ-23 ball bearing water-cooled turbocharger. Both the GTX and GTR models were limited to a top speed of 180kph. However, removing a screw on the back of the instrument cluster, labeled 180kph, meant that the speed limiter was removed.
Review from Autospeed:
Say hello to the Mazda Familia GT-R.
Like many rally car manufacturers of the early '90s, Mazda did the trick of building the minimal number of GT-Rs (only 2500) so that it could gain approval for Group A competition. Certainly, vehicles such as this were inordinately expensive to design, test and (finally) manufacture - so manufacturers often sold only the minimum required number.
So what puts this rare Mazda 'shopping trolley' in a similar league to, say, a Nissan Pulsar GTi-R? Let's begin under the hood...
The GT-R engine has been significantly reworked by Mazda's Motorsport Engineering Group and features many alterations - the combustion chambers are reshaped, the pistons have raised crowns (maintaining the GT-X's 8.2:1 compression ratio), the rods are stronger and a water-to-oil cooler also went in. The DOHC, 16-valve head received larger (sodium-filled) valves, revised profile hollow cams and various airflow-enhancing mods. Its match-ported exhaust manifold is also new. Computer mapping changes were, of course, carried out and the airflow meter and fuel pump are also said to differ from the GT-X.
It's relatively easy to squeeze more top-end power from a turbo engine by upsizing the compressor and turbine - and that's exactly what's been done by the factory on this car. The GT-R spins a much larger turbo featuring a ball-bearing centre (the GT-X uses a conventional bearing). Increased power - and durability - also comes thanks to a front-mount air-to-air intercooler that's 70 percent larger than the GT-X model.
Like the GT-X, the GT-R comes with a 5-speed manual only. The 'box used in the GT-R is the same design, but - again - engineers reworked what they could. The housing was strengthened, the gears were shot-peened and the hard-working 230mm clutch was also up-spec'd. The cost-effective viscous-coupled all-wheel-drive system from the GTX also copped a screwin' around with. The centre coupling gives a 43-57 front-to-rear torque split under static conditions, giving up to 60-40 under high slip conditions. In addition, a viscous LSD went under the rear.
As with any other homologation rally special from the early '90s, the GT-R makes one hell of a public road sprinter; it's incredibly fast and forgiving. Based on the same 2-door 2450mm wheelbase as the Familia GTX, the GT-R also carries over the same suspension description - MacPherson struts at the front and transverse A-arms with trapezoidal twin-link struts at the rear. Just as with the engine and gearbox, however, the basic formula was quite heavily revised - the GT-R gets firmer springs and dampers, firmer bushes, tougher engine mounts, different front alignment and a revised rear linkage giving enhanced toe control. Interestingly, the GT-X's 20mm solid rear swaybar made way for a 19.1mm hollow bar and the solid front swaybar went from 22 to 23mm.
And there's lots more available online. Let Google be your guide.