Tried out two more of your creations - the Altezza RS500 and the R34 Black Edition - although mine was Bayside Blue. Not sure if this automatically disqualifies the review, with not all parts being fitted and all
So I will start with the
Black Edition R34, again using a DS3 controller and testing in the lvl 15 Tuner Challenge races.
As usually I first tried the car out with all the components but none of your settings, well, the gearbox but nothing else. The added power was not all good news in this configuration, with the car being somewhat reluctant to turn and possessing quite a lot of understeer when accelerating out of corners. In a way it felt like a really powerful FF, more than a 4WD. The GT-R trademark of tightening the line under acceleration was somehow muted to completely absent. Braking, too, was best done in a stratight line, and if you so much as touched the grass during braking the car transformed into an unguided rocket from that point on (completely impossible to steer even after all four wheels regained contact with tarmac). Still, with knowledge of this I could turn in four consistent laps at GVS (after a patchy first one), all in the 2.01 range. Not bad in one way but then again not stellar for a car with that PP rating.
Applying your setup did change some things, without completely transforming the car. The understeer on corner exit was still there, if less pronounced than stock. Slow turns, such as number 3 worked best if I braked more than strictly necessary, turned and then mashed the throttle hard. In slow turns this would bring the back around a bit, otherwise it was practically impossible to get it to play. As you state in the description, it really is steady as a house, with both good and bad sides to this. The fun aspect is certainly somewhat neutered but it is relatively effective. I say relatively because it is still a fair bit slower than say your NSX and while the NSX could play with the opponents at will, I did not manage to finish first in either of my two attempts. I can just about manage to keep a S2000 GT-1 behind if I concentrate but a GT-1 Turbo will pull away fairly easily.
The car was most effective in the first sector, the only one where it matched the times achieved with the NSX. The second one was hard work, and to be honest far from my favourite.
All in all, it achieved a best time in the low 1.59 range, so 2 seconds better than with the stock settings, however I failed to replicate the consistency of the stock laps (still, all were faster).
To see whether the performance was track dependent, I took it to Suzuka next. The good thing (when compared to something like the Kusabi, or the CTR) is that it will not be left in the dust in terms of straight line acceleration, so it generally holds its own, allowing you to then attack in the corners. Which one can do, after a fashion. It does not stick to the road like a chewing gum in the manner of the Kusabi but neither does it lose much in terms of speed in the first sector of the track. Approaching Gyaku is best done with a slightly earlier braking than indicated, otherwise understeer will ensue, the Dunlop curve also needs light throttle only, and the odd lift.
I felt it hardest to navigate the car around the Hairpin curve, the back would just not step out enough to get it pointing towards 200R. It was also a finely judged thing - if you got the timing right, the exit was good, if you were a smidge too early, you could see it gradually sliding towards gravel and letting go of the throttle at that point would only make it understeer more.
Otherwise lifting provided a nice help to turn in, as did light braking - more to do with determining the line, really. All these pleasant characteristics of the Skyline GT-R family were nicely accentuated in this one, too.
Anyway, back to Suzuka. I was fairly surprised to notice that I needed to lift once or twice during 200R, depending on how I took the corner. I will have to think back quite a bit to a car where this was necessary. The acceleration is good enough that you will not lose much ground doing that but it came as a surprise nevertheless.
I failed to win again but got some 2.11 times in, unfortunately I do not remember what I got here with the NSX (but the way it was toying with the opposition I can only conclude the times were better).
Finally I tried the car on Tokyo R246. In short, another track where I did not win, actually this one complemented the car least of all three. More apparent than elsewhere was a fiarly high level of high speed understeer.
So my verdict? It is a good accentuation of what a R34 is supposed to be and it certainly is fast and very, very stable - i.e. it will not bite or surprise in a negative way. However, of your cars tried so far it is also one needing most thought and adjustment, if you want to post fast times with it. It is easy in allowing you ham fisted throttle application and not braking out during braking but it will take a lot of care and understanding to get in good lap times. The monster grip and acceleration are key to those, certainly but making sure you do not lose time in the twisties will be just as essential. So a supercar slayer perhaps but needing an expert wielding it to really fulfil its mission.
Personally, I would probably enjoy it more, if the back was just a bit looser and more mobile. Sure, the car would not be equally stable but I can imagine quite a bit more bite needing to go in, before it could become a handful.
Would still like to complement you on keeping the spirit of the car intact 👍
Honda's have been well into the over9000's for a couple of decades now. 
Can't wait to see the rest of the test axle! 👍
Racing softs do help a lot, but we try and only resort to them when sports tyres cant cope at all. Sports tyre driving is very enjoyable if you're into that sort of stuff. 
👍 Just keep the same spring rate ratio but stiffer so it works on the Amuse, if that makes sense. 
