Martin Donnon

We are using this software now 70RTY, not sure when Cobb are bringing it on stream for the Tuners as such. Should not be long

You dont remove undertrays to dyno the GTR....at least we dont The whole thing sounds a little odd...

That is one magic looking car..... Glad to have been selected for building and tuning it

Linear power that doesnt upset the balance of the chassis has always been the key. I have never been one much for a big midrange rush than a curve that falls flat on its face. Great for the odd squirt between the lights (if anyone actually does that kind of thing anymore) but no good for a genuine motorsport application

The Nissan recommended transmission lubrication schedule and materials are the achilles heel of the GTR We worked from the outset of the world relase of the GTR to build a better mousetrap and come up with a longer life harder wearing fluid - that is WR35TM. The world market has adopted the product in droves, particularly in high performance or motorsport applications. The WR35TM resume on the front page of our website says it all

Did we get the bump from this? Its cool, you snooze you lose I suppose Anyone that wants to pull the pin - I can and will transfer the money now Essentially, we just want to test some new mods to the R35 for the Time Attack session a couple of weeks later. Have a heart SAUers, or I will have to kick Munro out and take his spot

Glad you apprecitate our work WR35TM is a labour of a lot of time, effort, and engineering....and we enjoy to hear results like yours as they happen. Good work to you and CRD for specifying the fluid

The results speak for themselves.....

Today we will be datalogging and publicly reporting on the new Cobb Tuning upgrades to the GTR which we have been providing input for over the past month. The brainchild of John in the UK and Joe from Cobb, the new mapping system does away with Air Flow Load inferred Wastegate Duty Cycle, and converts the R35 Boost Control system over to an RPM vs Duty Cycle output curve. What this means - Stable boost control without the big boost spikes on 'flat foot' gearshifts that haunt most GTR tunes (no good for engine or transmission) The ability to hold more consistent and greater boost pressure in the top end of the rev range. No need to change over wastegate actuators on the GTR to higher rated versions No need to add aftermarket boost controllers etc. An exhaust equipped GTR using this mapping with stock actuators and boost control hardware just went 10.8 at Santa Pod a few hours back We will be performing some mapping and datalogging using our new Mainline AWD dyno to provide the most consistent and repeatable data that we can give back to both Cobb and present to the public before the software is released. Exciting times ahead for GTR owners, and obviously we are happy to be part of the professional testing and development team for Cobb

Send bank details to [email protected] Will organise it tomorrow providing our Stig is up to the date Thanks Martin

Ahhh damn, missed this....any more spots for an R35?

No I dont think so 9krpm, I would suggest thats what the turbos have to deliver and between being on the edge of compressor and turbine flow, the whole system is starting to become 'on the limit' in terms of its response Having said that the actuators used in this instance are 0.8bar units which MAY not be quiet enough for 1.4 bar application. On the flipside this gives the end user the great ability of being able to 'flick' the switch to a nice low boost level for everday driving that 1.2 bar actuators simply wont deliver. We will be mapping the next such installation with stock 0.7 bar actuators and a new RPM derived Wastage duty cycle table to deliver a similar result to aftermarket actuators and boost controller without the complication and expense

I will try and answer that rather condensed post in point form...... 1) Thats typical of an internal wastegate boost curve 2) I dont think so 3) around 100hp less than that

A quick update guys, our distributor in Hong Kong just finished fitting our WR35TT turbochargers to their test car...and got some awesome results at 1.4 bar of peak boost pressure, all on pump 98 fuel

West If you are in CA its easy. The best induction system made for the GTR is the stock arrangement with a set of Password JDM snorkels (made in CA) for the airboxes. Forget about the pod filter intake kits, they are hot air generators and power reducers for the most. They also tend to cause laminar flow and tuning problems for the airflow meters. Folks will work this out soon enough. The GTR exhaust is just a matter of taste. Obviously I would recommend a Willall midpipe - wouldnt I - but the reality is that from the cat back there is little to be had (nothing, no power) in a full system. Why? The stock R35 system is totally straight through, and most of the aftermarket systems are actually smaller in diameter around the mufflers. True. For aesthetic pleasure then by all means go ahead and get a big shiny, but it wont sound/go any different to a stock system + midpipe

The boost response of these turbochargers is absolutely excellent. No doubt there is a couple of hundred rpm difference in the spool - it is impossible to avoid this when going to larger turbochargers, however the short initial gearing of the GTR and its lightning fast 'on boost' GR6 transmission effectively hide any of this to the point where the car feels like it has stock bottom end response. Where it is much different is higher in the rpm where the compressors simply dont run 'out of wind' and fall of boost like the stock items do. Most importantly being ball bearing cored there are no thrust bearings to go into rapid wear and failure mode as happens with the stock GTR turbos. My belief - and I am biased on this one so forgive me - is that the WR35TT modification is superbly matched to the GTR, adding reliability with ball bearing core design, and integrating all of the factory pleasantness of a properly integrated turbocharger solution. As for US dealers and fitters. We have a main Willall distributor in Atlanta Georgia, that being Forged Performance, and then several dealers throughout the country. Fontana Nissan Motorsport in LA, SPE are another in Socal, in fact there are many dealers you can work with directly on the East Coast of the US that have access to Willall parts and technology

Its one thing to sit here and tell you how to drive....but from what I know you already have more than a good handle on that. The answer lays in something else, and thats the ability of the turbocharger system of the GTR to unbalance the car. If you stand on the throttle at the wrong point of the corner in a GTR its easy to unbalance the car, even slightly step the tail out, and lose time. VDC-R isnt so much the problem, but the ability of the car to change direction and correct for a rapid shift in lateral G-Force really is! The key is to be as smooth and progressive as possible, with the fastest lap times coming to the calmest driver This is why when I custom tune a GTR for the track I do this - Notice that the boost curve progressively pulls away from stock and then only by a psi or so from 4200 (thats over an off the shelf Stage II Cobb tune). The key to giving a GTR more power AND improving lap times is by minimising the throttle-on imbalance of the car and keeping the power curve as linear and 'spike free' as possible. This is difficult with an airflow based wastegate duty cycle table (as the GTR has from the factory), so we spend many hours developing wastegate control maps that keep boost spikes out of full throttle upshift and keep the GTR balanced on the exit and transition This is not saying the way anyone else does it is wrong. There are some out there in Aus that seem to have a good handle on the GTR and reflashing. Just this way is how we do it after spending a few hundred laps trying different things in our own R35

The best way of describing the response of this package is to show you the raw numbers. Attached is a dyno graph from our Mainline Chassis dyno that shows you exactly the gains vs a tune + midpipe GTR in actual percentage - the very best way of showing the comparison

He drives it....it drives beautifully However we have some VMax style cars being used overseas. Its all up to the owner

Mark We have adjusted the boost cut in the tuning software to around 21psi (its a mass air flow rather than pure boost cut). This GTR takes off strong and hard like all good GTRs should

Near enough 400kw at all four wheels on our new Mainline AWD dyno at 17psi boost pressure is a nice start with a conservative tune, up from 270kw at all four stock. Thats getting close to a 50% power and matching torque improvement The upgraded WR35TT turbochargers are responding nicely with excellent flat boost control, not tapering away or running out of puff at the top end like the stock pieces do. Also they will not suffer the same accelerated thrust wear and failure that the stock turbochargers do over 15psi, due to being ball bearing (no thrust bearing). So its looking nice at this stage

It runs....its on the dyno now

Time to step it up and get involved in some forum style events. Willall Racing have decided to enter the Tuner battles for some fun on the day with this pair of roadies, sounds like a great day Somewhere in the 'mid twenties' would be a nice result for both!

Good work Duncan Nice trap speed too!

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