Martin Donnon

Sounds good! One thing - this track day is it going to be actual track style circuit racing or hektik slides through the esses trying to 'link lala' with rubbish and crap getting dragged all over the track? The format makes a difference to our entry choice, so please let me know when you can thanks

No problems, ask away with any questions you might have and I will do my best to answer them

There are plenty of reasons we do not use Bosch pumps in this application. The first and biggest problem is noise. The next issue is their relatively massive current draw of 40A combined peak, which is far more than we want to put back through the charging system of the GTR which is quite sensitive. Last but not least when using genuine Walbro pumps, in external configuration with accurate and controlled power/ground supply, free of inlet restriction we have never had an issue 18 months of tracking a GTR as hard as anyone in the world has delivered a perfectly clean bill of health for the Walbro(s) in this given application

Thanks for the support on the build up guys Yes Beer Baron it will be a mean thing over there in Vic thats for sure...now back to it Today the braking system got fully put together and bled. The hat installation onto the AP discs is time consuming and must be carried out carefully due to the McLaren Spring bobbin design used by Brembo. Its good, but must be carefully tensioned General service work was carried out in preparation for the track in the form of our 10w-60 oil and subsequent new filler cap. Make no mistake if you track with any less than a 10w-60 in the sump you are - definitely - wearing these engines at an artificially accelerated rate. Why do it? Since this car will see race tracks in hot and dusty environments we stuck with the factory air filters. We have tested most of whats out there for GTRs in the way of aftermarket filters and there is virtually - zero - power gain, and big losses in filter efficiency to be had. Most of the foam types dont even seal properly around the edges and should be best avoided at all costs unless an engine rebuild program is in the budget. As we upgrade and build a lot of GTR turbochargers for international clients I can tell you that compressor damage like this is common on sub-10000km GTRs with aftermarket elements. Most of the dirt then makes its way into the oil so its a lose, lose The PCM connectors have been removed to allow the wiring of an external shiftlight, which is very important for shaving tenths on fast tracks where you a) dont want to hit the limiter, and b) dont want to take your eyes off the track Last but not least is the WR35FS fuel surge tank system for R35 GTR. Not too many trackgoers realise that at under half a tank long right handers will have the engine leaning out dangerously and in some instances cutting out altogether. This system allows full fuel supply down to 0km to empty and can literally save an engine from high speed detonation. Will show completed pics of this installation tomorrow.... Hope everyone is enjoying this so far

Intrigued? What would you like to know. We consider Brake Water Injection a necessary part of a race track brake upgrade in our neck of the woods as our local track - Malllala - is the biggest brake punisher in the country, and when you are on the pace a good solid three lap jaunt in a 35 (or most anything) will have the pedal in the floor. As verification Steve Glenney tried our brake water injection system on a GTR last week and could not believe how good it was in practice. Feedback like that makes me happy

More chance to work on this track GTR today, which started with fitting some low restriction turbocharger outlet pipes to the WR35TT turbochargers before putting the engine back in the bay - Larger injectors are mandatory on any powered up R35GTR (bigger turbos) as the factory units are close to their limit on the stock turbos. A nice 750cc straight fit injector gives plenty of additional headroom to the project and ensures no lean outs at the track Fitting the larger injectors requires the top half of the inlet manifold to be removed at which point it must be very carefully worked around to stop any foreign objects entering the lower half of the inlet manifold The stock brake rotors have received some punishment from multiple track days already and as such are ready for replacement. This is not an uncommon sight for R35 stock brake discs that have done their fair share of work The solution comes in the form of upgraded AP J-Hook brake rotors front and rear combined with Endless brake pads (W003) and WR35WS brake water injection system. This is - the - way to get the GTR stopping hard without burning its brake hardware More to come tomorrow

Remember....as you get faster the incremental windows start to close. While a second might be easy to gain at 1:42, its a lot harder at 1:38 - or its always seemed to be from my experience

Looks like more and more GTR owners are catching the track day bug, and why shouldnt they these cars are quick. Heres a nice 400awkw build thats being carried out on a daily driver and going to Victoria where it will get to stretch its legs at PI, Winton, and Sandown.... lucky guy! Plenty of folks want to know how to build a quick track GTR - which is different to a dyno or show GTR - this is a formula thats proven to deliver the times on several tracks around the country Pull the engine to fit a high volume oil pan, as well as strip the turbochargers and convert them over to full ball bearing WR35TT. The gain in converting to ball bearing is via the fitment of a larger more power capable turbo to add 50kw plus at the wheels without adding lag which can kill a GTR off the corner, particularly when stuck with having to use a higher than optimum gear (too fast for second, not quite fast enough for third) Larger low restriction WR35TT turbine wheel keeps turbo speed down and reduces backpressure at 18psi boost, which means that the tune has less chance of any detonation on the track, and that the exhaust temperatures stay lower A lot of modifiers forget the hardlines. Retaining the stock hard steel water and oil lines is crucial to avoid both leakage and any chance of underbonnet fires. Rubber lines simply do not last in the GTR engine bay environment Full titanium exhaust system removes some 25kg from the GTR as well as flowing more air than standard and once more reducing backpressure. An important track consideration. Both differentials are properly cooled as well. More to come over the next couple of days

I bet the brakes are starting to get hot at that pace though

Glad to be of assistance to both of you guys (Marek and Duncan)

Most powerful R35 to ever see a Mainline Dyno I have been informed - By the owner of Mainline -

I am pushing for that custom GUI but apparently its fairly difficult.......time will tell 9 independent maps at the flick of a switch (Cruise Control buttons) is pretty spectacular for the time being! Real Time tuning is just around the corner as well, being tested currently, all using the on-board RAM in the factory GTR PCM

I am not sure about the availability of the F-Con. What I do know is that nothing compares with programming the native code in the factory computer. Now the interface between the MFD and the PCM has been cracked I think the public will be able to look forward to some spectacular innovation.

Yes.....it can

Thanks to the master of Cobb Tuning and GTR engine management John Banks the R35 operating system has been re-written yet again over the past few weeks After rewriting the entire boost control code to make the GTR management work properly at higher than stock boost (plus a host of other stuff) it was time to program and 'crack' the launch control in the TCM. Now this has been achieved there are some other cool things on offer that put the factory GTR computer (when tuned with an Accessport) beyond the realm of anything the aftermarket have so far dreamed of for these cars. The first innovation is using the factory big single boost gauge as a 'Knock Light'. Remember the flashing check engine light on the Power FC? The Cobb Accessport tuned GTR computer can now do this, but even better. Check the demo - When you see the boost gauge flash its an indication that the GTR knock sensors have been alerted to detonation. The computer then rectifies the ignition timing automatically, but still lets you know its happened. Then there is the intelligent map switching. Your tuner can write 9 different engine maps into the GTR computer with different boost levels, fuel, timing etc. and you can switch between them on the fly using the cruise control buttons on the steering wheel. Look at it in action here - The possibilities are absolutely endless and the integration is astounding Exciting times are ours Cant wait to test this over the next few weeks!

Good to see lads 700hp will be easy....let me know if you want me to email the tune

Keir is lots of things, however when he says he has one in the garage, he normally does. Thats something I have learned over the past decade You might also take notice Fungoolie that we have been spending more time lately at Porsche sprints, that the EVO X is for sale, and that I have in regular discussion with Buik Motorworks of late. We are also in the process of installing a rear mounted cooling fan on our dyno. Read into that what you will Could also be a clerical error....time will tell

Item: 2009 Mitsubishi EVO X SST Australian Delivered Road Car Location: Adelaide Item Condition: Immaculate, No accident history Mileage: 5100km Reason for selling: Making way for new car Price: $56,500 O.N.O Extra Info: A superb highly developed and fresh EVO X platform this Daily Driven EVO X is the quickest of its type at Mallala by seconds with a chassis and powertrain setup that has been developed and honed by the best in their respective fields. Completely functional, and with the ability to lap faster than all but one South Aussie R35GTR (which is also a Willall car) this EVO is chance to start club level competition at the very top of the pile and dominate from the outset, without any more to spend. There is no doubt the right driver could lap consistently in the '14 second' zone in this car Best lap time : 1:15.20 (Mallala) Power: 230awkw (Willall Mainline) Modifications include - DW950cc fuel injectors Willall WR35STX Surge Tank assembly Willall WR35WS Brake Water Injection system Willall WR35BRX Brembo 72 vane competition Floating disc conversion Endless W003 Endurance Brake pads HSD Competition coil over suspension (custom built and valved specifically for this application) Willall WR35SL Shift Light Assembly Willall Titanium Exhaust system Willall Custom harness bar WR35TMX Transmission Fluid - WR35MO Engine Oil RS Vents VELO six point harness Dyno developed engine tunes for 98 octane fuel AND E85 Ethanol Spares Package - All stock parts come with the vehicle, plus - TMR Tarmac Rally legal competition exhaust system TMR Circuit Springs (EVO X) Willall Rear Droop restrictors Endless Brake Pads (3 x spare sets) Rota Grid wheels complete with Pirelli Slick Tyres Plus many other spares.... Contact Martin - 0414 437 356 or (08) 83410400

Now I have a bit more time I can advise you of the correct process Dominic. A normal power run for your car should give you a Torque Split front/rear curve that stays at around 50% the whole way through the run, possibly heading towards a rear split of 60% towards the end. If there is a massive variance in this then you will have a VDC issue. The very first thing to do is read, note, and then clear the codes with your Cobb Accessport. If this does not fix the issue then you potentially have a transmission issue with the front output shaft assy of the GKN magnetic clutch.

Yes it certainly is an interesting sound....wasnt quite ready for it the first time it came on full noise Great build, and great results

What you do need is a proper front splitter Mark......I think I know someone that may have something like that for you..... Congrats on the build though, and really glad to see you are happy

Put it a Mainline AWD dyno and measure the Torque Split it can graph this and tell the whole story

So has anyone put their dampers on a shock dyno (Roehrig or similar) to see how they really perform? The results would surprise you. Just because they dont leak fluid and ride stiff does not mean they get even close to working. There is a reason a good shocker is $5K and a cheap one if $500, and its not because one is stiff and the other isnt

My concern is there may be a VDC issue causing it rather than springs and wheel alignment, neither of which GTR is 'particularly' sensitive to from a stance viewpoint But if its sideways everywhere then its pretty much in 2WD.....Regardless we can fix

Who else noticed it was run in Auto mode, no gear changing for LSX-438!