Slap bang in the middle of the North Pacific Ocean is a place where this V8-powered Nissan 200SX would be right at home. Originally built with a turbocharged four-cylinder engine, this Japanese coupe was given an all-American pushrod V8 heart from British firm Apex Performance Parts. The result is effortless speed, impeccable reliability, and an incredible smile factor from V8 noise.

Bren Simpson, managing director of Apex Performance, is no stranger to highly tuned Japanese machinery. The company has grown rapidly with the help of 200SX enthusiasts who like the Bren way of doing business: every Apex part is thoroughly tested. From suspension components to exhaust manifolds, Apex Performance puts its parts on its cars and its money where its mouth is. They have a strong presence in both Time Attack and the European Drift Championship, and anyone buying parts for their road or track car will benefit.

So why the switch to V8 power? Well, the story is long, but it essentially comes down to reliability and cost. Bren explains: “A few years ago I got tired of the unreliability with our 596bhp RS3 GTS-t track and drift car. I spent tens of thousands on it trying to get it to an acceptable level of reliability. We had issues with failures engine failure, turbo failure, manifold failure and gearbox failure. It was a nightmare.”

Bren continues: “In the end, I was running an expensive straight dog control box, MoTeC M800 management, and a custom GReddv/Garrett turbo kit. We were still having issues with the boost late in the season, and after destroying another engine RB25 due to poor oil control, enough was enough.The RB25 came out and an old school 6.3L V8 in, running at 53 lbhp and 500 pound-feet of torque.The car was great.Powerful,grunt coming out of its ears and, most importantly, it ran an entire season without a problem.

This was the seed that eventually became the 200SX V8 you see here. Bren found an engine and gearbox in America from a 2006 Pontiac GTO with only 18,000 miles on the clock. By the time it arrived, the entire package was installed by Gary Hay Ward at AP-Tuning. Bren provided Gary with a ‘Sikky’ conversion kit from the USA for the job, which consisted of all engine and gearbox mounts and driveshaft. With Gary’s skill in handling the wrench, the car soon started up. Only the transmission tunnel needed some very gentle persuasion. However, like many of Apex’s products, this was only the beginning of the journey.

Bren adds: “This was always intended to be our test mule for V8 conversions, which we now offer on our website V8Apcx.com.” The car was running in a matter of weeks. This was at the beginning of 2009, and for the rest of the year and throughout 2010, the car has been undergoing changes. The goal has always been to keep this road car comfortable: a daily driver for both Bren and his wife Ann and his expanding family.

However, it has still claimed the scalp of stripped competition cars. It has a minimal but MSA approved roll cage, kill switch and attached fire extinguisher so it was able to enter competitive events. He finished second in a climb at Prescott Hill organized by the SX Owners’ Club. He also consistently finished above midfield in the Time Attack Club Challenge. Even a last minute decision to let Apex drifter Kieran Cameron drive it in a round of the FJ)C at Knockhill resulted in a podium finish. Very remarkable for an everyday car with a standard engine!

In fact, it was an EDC competition moment that resulted in a small bump at the front end and the start of the custom widebody conversion. The car already had wide arches from ABW Designs, but these were expertly reworked by Richard at RT Autobodies. After testing several aftermarket front bumpers that had a really poor fit, Richard ended up creating his own using an OE bumper as a base, meaning he then took a mold of the bumper and recreated it in FRR. The result is an aggressive looking car, not unlike the C-West that Silvias raced in the Japanese Super GT series.

In fact, you could definitely imagine NISMO releasing a street version of those GT race cars, and the result would look a lot like this. A look that’s further enhanced by the roaring presence of that V8 engine and the ample clearance provided by the 9-5-inch-wide wheels, pushed outward by Apex adjustable suspension arms for a wider wheelbase. and much more grip.

So what does Bren say to people who view the GM LS2 engine as old technology, with its pushrod design and only two valves per cylinder? “Try one,” he smiles, “you’ll quickly understand why I love it. We haven’t turned our back on the SR20DET engine; in fact, we’ve been building a very special 200SX for a long time. It’s got a Tomei Forged 2.2-liter engine and it’ll run with a big T78 turbocharger. The Chevy V8 is just another option for our customers – once you’ve experienced one and done the math, the conversion makes a lot of sense.” You can’t put a price on happiness, but after three years, Bren has no plans to sell this car. He still puts a smile on his face every time he turns the key and hears the 6.0-liter V8 come to life. The joy of six indeed!