Shinichi Kobayashi
BNR34 - 1999

(Main Text)

"In the end, only a GT-R can beat a GT-R. That’s just the way it is," said Shinichi Kobayashi, founder and CEO of MCR, known to many as "The Boss." Sitting across from me at the table, he began to recount the late 1980s when Japan's economy was on the brink of an unprecedented boom. In his mid-20s and already an accomplished driver, Kobayashi started racing on the inner loop of the Shuto Expressway, also known as C1, after hearing rumors of its rising popularity. His beloved machine was the FC3S, the second-generation Savanna RX-7. With an expanded side port and a turbo upgrade, his rotary-powered beast quickly became a recognized force in the illegal street battles that unfolded on Saturday nights.

"That’s when the R32 GT-R appeared. I could hold my own against other FR cars like the FC, S13 Silvia, and the 70 Supra, but the R32 GT-R was on another level. For about three years, I tried to make do with the FC, and even switched to a 70 Supra for the outer loop power battles, but it was no use," he recalls.

It wasn't long before he rode shotgun in a friend's R32 GT-R on the C1 and experienced its otherworldly performance firsthand. Reflecting on that time, Kobayashi says, "It had power and stability, being AWD. Honestly, I knew I couldn’t beat it, and trying to resist with the FC was futile. The only rival for the R32 GT-R was another R32 GT-R."

This revelation led Kobayashi to embrace the R32 GT-R wholeheartedly. When the R33 GT-R debuted in 1995 and the R34 GT-R, considered the pinnacle of the second-generation GT-Rs with its RB26DETT engine, arrived in 1999, he naturally upgraded to these more formidable models.

However, as traffic increased, so did accidents on the C1, leading to stricter police crackdowns. At the same time, the top drivers from major teams became more elite, with about ten of them running together in a pack. "But you know, I never liked being hailed as the 'fastest on C1.' I wasn’t aiming for the top. I just pursued overall speed and balance, and that’s how it turned out," Kobayashi insists. His words, spoken without averting his gaze, conveyed a sincere humility.

In the tuning world, 'total balance' often refers to street-legal setups, but it's a concept that can be elusive. Kobayashi brought clarity to it: "It’s not just a vague goal. It’s about specific metrics: top speed of 300 km/h, a 10-second quarter-mile, and a sub-1-minute lap at Tsukuba."

He elaborates, "I've always loved driving. I went to mountain passes, street drag races, and the Wangan. Wherever I raced, I wanted to hold my own. That's why I tuned for total balance, using concrete figures."

The second-generation GT-R, highly adaptable to tuning, was the perfect base for Kobayashi. With a keen sense of exploration, he personally handled the tuning and driving, producing a second-generation GT-R that met his precise goals. The C1 was not just a playground but a testing ground where he honed his tuning craft.

"The C1 demands a well-balanced car to go fast. It was my closest test track, and running there helped refine my tuning cars. During peak times, I could see the curb just 1 cm away—I pushed to the absolute limit. But right before a run, I’d get nervous, almost trembling with excitement. Once I hit the accelerator, though, all those thoughts vanished," he laughs.

Of course, it took numerous trials and adjustments to perfect his setup. He experimented with high-power specs like the twin IHI RX6 turbos, known as F1 turbos, achieving 980 ps. But the high power band (7000-10000 rpm) made it nearly uncontrollable, even in fourth gear. "I remember it well—it felt powerful, but it wasn’t fast or fun. That’s when I realized power alone doesn’t work on the C1. High-power, high-rev engines also lacked durability. I quickly grew tired of the RX6 setup and changed it within two weeks."

Achieving total balance was a continuous process. His final setup involved expanding the displacement to 2.8L, changing the camshafts, and pairing them with twin GT-SS or GT-RS turbos for a 600 ps output.

The crimson R34 GT-R in the factory, once Kobayashi’s beloved machine for the C1, was the MCR demo car arranged for this interview. "At the owner's request, we switched from twin turbos to a single T78-33D, producing 630 ps at 4000 rpm. The single turbo setup, though less efficient, felt more dramatic and fun. It’s all about personal preference," he says.

The keyword 'preference' could be translated to 'sensibility.' "Especially with tuning the R32 to R34 GT-Rs, it's less about numbers and more about refining your sensibilities. That’s the major difference from the R35 GT-R. Nowadays, we can quantify driving sensations with data loggers, but it’s crucial to balance that data with experience. Ultimately, it’s the feel and experience that matter," he emphasizes.

For suspension settings, he prioritizes real-world feel over just spring rates and damper settings. The C1 was also ideal for testing and refining suspensions. "Like the Nürburgring’s Nordschleife, the C1 tests total balance. The continuous S-curves from the Route 5 junction to Kanda Bridge were our 'Rabbit' section. If you could clear those, your suspension setup was solid."

Additionally, MCR’s approach involves precise ride height settings and avoiding pillow ball arms in favor of rubber bushings, considering them as part of the spring setup. Kobayashi himself handles body reinforcement, believing that only through personal effort can he truly understand his car.

Tuning with a focus on specific goals like top speed or circuit attacks is easier, but "you eventually get bored with that. Street tuning, which requires constant balance between theory and practice, never gets old," he adds.

MCR’s Shinichi Kobayashi, who built his reputation alongside the second-generation GT-R, now faces a major turning point. With Nissan’s announcement of the R35 GT-R’s production end and doubts about the tuning potential of the new RZ34 Fairlady Z, the landscape has changed. "It's not just about Nissan; I’m concerned about the entire Japanese auto industry. We’ve tuned Japanese cars, but now there’s almost nothing new to work with. I had high hopes for the RZ34, but after testing it at Fuji Speedway, I was disappointed by its handling, brakes, and thermal management. There’s so much to fix," he says.

With Japanese cars facing limitations, Kobayashi has turned his attention to BMW. "I bought a BMW bike first and was impressed by its meticulous build quality. Then I got a used M2 and found it was well-made, handled great, and had a high level of total balance, unlike anything I’d experienced with Japanese cars since the R32 GT-R. It wasn’t perfect like a Porsche, so there’s room for tuning, and that’s why I decided to focus on BMWs," he explains.

Having gotten used to paddle-shift 2-pedal MTs over the past 15 years of tuning the R35 GT-R, Kobayashi didn’t miss traditional 3-pedal MTs. But driving the M2 brought back memories of his 500 ps 70 Supra on the C1, making the experience enjoyable. Now, he’s expanding MCR’s tuning to BMWs, acquiring both a current M3 and the previous-gen M2 as demo cars. MCR is developing original ECU upgrades and analyzing data to enhance the cars’ performance. MCR’s expertise from the second-generation GT-R era is being applied to BMW tuning.

"Tuning approaches are the same for domestic and imported cars. First, confirm the base car’s potential, using benchmarks like top speed at Fuji Speedway. BMWs require careful balance checks with any part change, but that’s part of the fun," he says with a smile, concluding, "I’m still learning, after all."

(Catchphrases)

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"I never liked being hailed as the 'fastest on C1.'"

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"The C1 demands a balanced car to go fast."

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"Constantly comparing theory and practice in the pursuit of total balance never gets old."

P027

"I worry about the future of Japanese cars. The shock I felt with the R32 made me look to BMW."

(Captions)

P021

C1 - Rabbit
MCR’s BNR34 reportedly exceeded 300 km/h on the Akasaka Straight from Tanimachi JCT to Kasumigaseki Tunnel, but its true potential was tested on the S-curves from the Route 5 junction to Kanda Bridge, known as the 'Rabbit' section. The continuous bumps would make the car hop like a rabbit. Clearing this section smoothly was a testament to perfect suspension setup.

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Nicknamed 'The Boss' with his intimidating presence, Kobayashi is actually a caring mentor. His dedication to tuning is relentless, never settling for half-hearted results. MCR’s shop includes an engine room, where he and his team constantly strive for higher performance.

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Tuning, especially engine work, requires the creator’s delicate sensibility. Kobayashi personally handles intricate engine work with care. Though opportunities to work on the RB26DETT have decreased, he still receives regular requests for tuning and overhauls due to his meticulous work. His prowess extends to circuit racing, notably in endurance racing fields like Super Taikyu. Recently, he has been focusing on the potential of BMWs, marking a new chapter for MCR in imported car tuning.