Martin Donnon

No I wasnt driving RH9 on the day. My people had a talk with the Willall people and we were unable to reach a suitable remuneration and contract package for the event so we decided it was in my best interests to sit this event out in lieu of compromising other upcoming offers and negotiations we have on the table Seriously, it was Kurt Wilson driving RH9, he is the Willall designated R32 driver and did what we consider to be an excellent job I find that car a bit scary

Were there any trophies or whatever for the circuit day? (Kind of missed any presentation as we had to load the cars etc.)

Is there a copy of the final official timesheet anywhere?

Any official timing posted anywhere? Saw some pretty stock cars running 1.05s and the like on the sheets I saw

Thats not actually a Mainline thing....and they dont really like me doing it...BUT Having had a DD then swapped over to Mainline some of my customers wanted to see where their kw went (when in fact it went nowhere!) so I used the custom Math Channel function on the Mainline to write an 'Estimated Dyno Dynamics' correction factor, which as you can see works pretty well We also have a Dynojet HP Channel thing as the Americans really like to see their power readouts in 'Dynojet HP' and dont like kw Good news is your car would make 500rwhp on a Dynojet no worries!

For those that were worried about what they saw coming out their exhausts on the day (black trails etc) there were very few if any cars that we could determine on there as being overly rich. A couple had a little too much fuel in the midrange, but nothing was actually drowning in its own fuel as you normally see from time to time at dyno comps. The black soot blasting out of the exhaust systems is normally the residue of cruising around being hammered out of the pipes by some high rpm airflow and heat. Black smoke on the dyno is normally a sign of a very gentle driver

If you are in no dire need of your four wheel drive system to work as sharply as it did from the factory then keep going with your existing transfer case. Like every other part of the car they wear out, and the more power, the faster We have several rebuilt cases that we had done (new frictions and steels) that we swap out from time to time on the cars. The parts are available from Nissan

There is a school of thought that washing the oil off the bores with excess fuel will bed the rings in faster - just not at my school Seriously though, some nice cars and power outputs there on the day. I did guarantee you 600+ Nigthcrawlr, thankfully it delivered!

Just a quick heads up - none of the R32 Based cars were run in AWD mode. The reason for this is that their ATTESSA control doesnt operate consistently on the dyno, any dyno, hence its not good for the life of the transfer case - and 32 transfer cases are - very - fragile. What you may have seen is some of the earlier run 32s set up on the rear bed, as we had the dyno set is RWD/AWD mode and the straps setup to run the cars this way (we let MattyTs GTR run the front wheels for a bit as we believed it had a fault and we could identify it that way for him). There should be no difference between running front bed/rear bed in terms of power. Notably one of the GTRs went 309rwkw on the rear bed in the morning, and at the end of the day when it (the engine) was a lot cooler it ran 316rwkw which is about right. We test the variance between the beds regularly

Thanks for being a great bunch, we really enjoyed the day and thats not something you can normally do when hosting a dyno day! Obviously we were happy with the performance of RH9, we promised the committee that we would make 600rwkw plus some months back and didnt fail to deliver. Good old RH9 - long overlooked or forgotten - rightly deserves its place at the top of the local Skyline tree, having lived its entire life here as an ADM R32, run a 9.2 second 1/4 mile pass, completed laps of Mallala in a 1.:15.2 (soon to get quicker!) and touched nearly 1000hp at the wheels. Its no one-trick-pony thats for sure

School Holidays next week me thinks.....Dont worry in five years there will be R35s with chrome rims, whitewalls and HEKTIK35 plates. Having said that there is only - one - R35 GTR thats quicker than my EVO X around our local track

I would like to know which Australia sold E85 is based on anything other than CSR Sarina manufactured Ethanol? Even with the 15% being 91 or 98 it doesnt make much difference from our testing....but thats all I can go off

Trade it in on an R35, no more light

Dont worry, if you get transmission errors of any merit they will be there on the dash in front of you clear as day That behaviour you experienced looks normal for an R35 in the wet.....just lots of power

A good report from the first track test at Phillips Island. This GTR was instantly 5 seconds better than its previous PB Thats the kind of result we were looking for.....

No we dont 'do cages' However we know some very good folks that do. Ask LSX-438 he has had a good look at ours

Depends on the application Juan. The stock suspension is a little soft, but as has been proven time and time again in both Tarmac Rally and Circuit work the factory Bilstein Damptronic is very, very good. Whilst running on 20 inch radials there doesnt seem to be a great advantage to changing the shocker/spring/bar package the GTR comes with....particularly if you still drive the car on the road

A good FIA standard CAMS approved cage shouldnt seriously detract from the value of the car. It will make it more desirable to those that want to use it in Tarmac rallying as this kind of cage is a minimum requirement To give you an idea - we were able to integrate a structural roll cage into our GTR - without cutting any trim, save for around 5mm adjustment of the glovebox. The stock door trims fit, the stock seats fit (if you wanted them to), the front legs go past the dash without any cutting or 'chopping' The only thing you cant put back in without modification is the rear seats, however the idea would be to pad out the back Spec V style. As I said there are roll cages....and then there are roll cages

A little upgrade solution like this gives a genuine GT2/GT3 destroyer and leaves a lot of change in the kitty. The trick with these cars is not doing any 'backwards' or 'negative' mods as many are available for the GTR

Everyone has their own idea of what makes a cage..... DD is possible, however you need to know what you are doing with the design to make it work. A traditional roll cage will make your car a PITA. A well thought out one will make it DD. Its a tough question to answer, like 'how long is a piece of string'....DD is perfectly possible

Depends who does the job and designs the cage I suppose......

We caged our GTR for this very reason. There is a point.....where you simply MUST have a roll cage thats to FIA spec to ensure you walk away from a track accident. We used some interesting design ideas to keep our cage compact, light, and strong without having it intrude overly on the driving experience. Everyone has their own thoughts on this, but I got out the old Statics manual and laid out the best truss I could for maximum stiffness and strength along with lowest bar count

Back to the build up...... The vehicle is now completely finished as a ground up installation and back in Victoria tuned and ready to hit PI this weekend. Here are the final photographs, and hopefully this thread gives the members here some good ideas how to modify their own cars for actual track effectiveness. All of the parts used in this installation are aimed at cutting lap times The WR35FS fuel system is now finalised and the boot fully retrimmed. In operation the pumps are silent and easily accessed. Note the water tank for the brake spray system which can be removed when the GTR is not at the track Note the interfacing of the fuel system to the existing GTR fuel lines is carried out in the engine bay using Teflon braided lines, and ensuring that the setup is reversible if need be To run at our required boost level - 17 psi on the WR35TT Turbochargers - the factory blow off valves need to be modified. The bypass port needs to be blocked off which we achieve with a screw in fitting, which stops the blow off valves pushing open under high boost pressures. Final race track preparation comes in the form of a Velo APEX seat mounted on a modified Bride rail. The Velo is a perfect fit for the GTR not intruding on the door trim and jamming, fitting perfectly into the relatively narrow GTR space. We also modified the harness to fit a crutch strap to hold the driver securely Finally the engine management system was calibrated on the chassis dyno to deliver both optimum power and reliability. Track GTRs have very different tuning requirements to street or drag GTRs. Using the latest Cobb AP Beta development software we were able to achieve a smooth 17psi boost curve, and a touch under 400awkw on our Mainline AWD 1500. Thats a gain of 45% over the stock figure which puts it into perspective....also careful of dynoing on Toyo R888 tyres, they will knock your figures down 10% or so due to their soft traction index....as we found out

We are - there - Will bring Willall R35GTR and our beloved RH9 R32 GTR

They way to measure whether a performance air filter actually achieves performance is via pressure logging behind the element. We can run a secondary presure probe there on our Mainline Dynolog AWD 1500 dyno and actually plot the restriction if ineed there is one. If there is no pressure drop there is nothing to be gained from a filter swap