OzStriker

Hi all, My first attempt at video editing, and an amateurish one at that, but put together some footage from a Northside Nissan track day at Barbagallo yesterday:

I don't think too many cars with RFTs come with jacks these days.

I ended up with the Willall, doing a two-step thing like Domino and agree that the rear section added more noise but the mid pipe makes the bigger change in sound from stock. Keeping my warranty precludes me from doing downpipes. Let's all remember we are driving a TT V6, no exhaust will make this car sound like a GT3 or Scuderia. Considering the cost, weight, material and backup with the Willall product, it's hard to go past them in my opinion, unless you can get lucky on Alibaba like Domino did.

As far as I know you cannot simply swap discs over to 380s on MY11+ as they didnt just put spacers in there to move the calipers out. It's really annoying as AP are taking forever to release something, DBA likewise and Alcons are expensive. Martin I may make you an offer, probably depends if it's wet or not at Barbagallo this week...What are you doing brake/caliper wise?

Sounds like something I will need to keep a close eye on Martin! What are your plans for the 390mm rotors when replacement time comes? Just fitted the rear section to my Willall mid pipe a few days ago, sounds great. Tom

7010s are a great choice at this stage for a street tyre if you want a RFT. Expect excellent tyre life. I feel the jury is still out on the pss, especially it's on track performance. Photos on NAGTROC don't show it wearing very well on track, much like my ps2's on an m3.

Life doesn't exist beyond his suburb I think...

Congrats on the purchase Davee. Might see you at the next Northside Nissan track day, I think it will be in the middle of May.

You should fine a link on NAGTROC to a maintenance manual, makes rear bumper removal faily straightforward.

Domino is spot on here...If you want the luxury(?) of taking your broken car, under warranty, to your local Nissan dealership then you must leave it stock. If you want the benefits of modification you must realise that you can no longer have the above luxury. All I have done to my car so far is a Willall midpipe and braided brake lines, my dealer "pre-approved" these modifications and fitted them (at greater cost than it would have been to do so myself or in the aftermarket world) ensuring my remaining two years of warranty are still valid.

Yes I think that would be a good guess

Oh, how can you have a convertible M car yet think the legacy is over because of some artificial sound enhancement? Everyone was complaining when the I6 went away, everyone will complain when the S65 V8 goes away too but so far it seems BMW M are on track. The styling on the new M6 is fantastic. X5/6M is another matter of course! Great video and sensible conclusion! I'm a huge Harris fan, probably my favorite of his would be his 458 v Gt3RS vid...Beautifully done.

Interesting. I have heard a few arguments suggesting this couldn't happen with all the investment made in GTR facilities at dealerships, but I am sure our dealer delivery charges and hourly labour rate for GTR techs has nicely covered those little investments!

Track Pack !

Yep transmission temperature management is important on track to avoid excessive costs if you plan to keep your warranty and you learn to watch it constantly on track. Pre-track inspection is not necessary to maintain warranty and I just have the suspension settings left in the track settings as I don't drive the car much anyway and the outside of the tyres always wear first. The post-track inspection seems to be a genuine inspection too, the dealer replaced a headlight and brake caliper under warranty on the last one. I still think it is flawed logic though to ignore a car purely because it has been on track, I mean from the last couple of GTR track days I have been on, "on track" can mean anything from the guy who loaned his GTR to the Top Gear tour crew which did Stig hot laps for 3 hours or the middle-aged gentlemen who puttered around in the middle of the track for 20 minutes in the morning. Certainly looks like there are plenty of garage queen GTRs around though!

Can I ask why?

Allow me to make an E92 M3 vs GT-R comparison. I bought one of the first E92 M3s and had it for 3 years before switching to an MY11 GT-R when they arrived early this year. I enjoy modifying my cars and love driving, these cars were/are my "extra" cars so did not have to be daily drivers if I didn't want them to be. I enjoy some track work and would describe myself as a relatively fast amateur track driver. I am not interested in impressing other drivers with the look of my car, so street cred doesn't matter to me. The M3: - the engine is an absolutely screamer, keenly revving to 8300rpm and the noise is probably one of the most racey you will find, behind the obvious V12s and flat-plane Ferrari V8s - the M3 will not accelerate unless you have planned in advance, you must be above 4000rpm to be in the nice flat 400Nm-odd torque area and you will be driving a 335 up to 6000rpm, with 150hp still to come in the last 2200-odd rpm - the chassis is beautifully balanced and it is very easy to feel and transfer weight front to rear - expect to need brake modifications if you are doing track days - the M3 seemed to be hard on the front tyres on track and you will require aftermarket parts to achieve proper front camber - for driving out in your local hills, in my opinion of course, the M3 is almost the perfect car, combining the sound and racecar-style power delivery and with 414hp it is just the right amount of power to put a smile on your dial for a few seconds before reaching naughty speeds, and the M-diff is great fun - spent a day at Winton once we had fitted a 580hp G-Power supercharger and 1:40 was the best achieved on Cup+ tyres with the car clearly needing suspension and tyre work to go further The GT-R: - much stiffer suspension, certainly feels heavier - sounds bland and always will - definitely not as much fun on the road, if you want to keep your license - honesly the only real enjoyment I can find in the GT-R on the street is the odd powerslide in an off-camber hairpin, I am just not game enough to do the license-losing speeds the GT-R needs to deliver enjoyment, oh and the odd LC on the rare occasion one is at the front of the que at lights before a 100 zone... - on track however the GT-R makes complete sense, compared to the M3 the limits this car has are frankly unbelievable, for an amateur to lap a GT-R with midpipe around Barbagallo in 1:04 says a hell of a lot about the car - the most annoying thing on track is the transmission oil temperature management which is necessary if you want to avoid expensive additional oil changes, it is the biggest limitation but I believe there are modifications to help this, brakes will suffer as well, I am still working on avoiding a soft pedal at the end of the day - expect reasonably high running costs if you intend to keep your warranty while doing track work, I have spent around $7000 on it in parts and services since March with 5000km on the clock Hope that helps.

Not sure what "female" has to do with it and since when does straight line performance define how easy a car is to drive?

Some people are working very hard to make it happen, there is a good chance we will see it in Australia!

Ring your dealer!

Yes you can slide the R35 around all day, encourage the rear to slide on corner entry by getting the weight off the rear tyres, try lifting off or braking then turn the car with weight over the front. Avoid excessive oversteer on corner exit, it is fun but slow. Think "point and shoot" for the R35 on this type of course. Take a passenger who can read the course map and guide you through too. And as everyone is saying, it is the wrong car for the job so don't expect to blow everyone away.

Do you guys think the stock wheels look okay on this or would matte black as suggested above be better?

Your rim has a smaller circumference to your tyre, but of course they both take the same time to complete one rotation otherwise your tyre would be spinning on the rim. The cap in the center of your rim also takes the same time for one rotation. The speed is the variable as the circumference increases. EDIT: I have not received anything offering suspension updates for an MY11 to this new asymmetric design.

It is actually quite a smooth event in the MY11 at 4,000rpm. I imagine this is why it is now warranted at this higher engine speed. I had the opportunity to do a few launches side-by-side with with MY09/10s recently and the LC4 program is far superior in that initial phase of a launch.

Profit-making technique!