Over the past few weeks engine builder George has been busy assembling the 2.2L NITTO Stroker engine for this clean EVO-8. Now that the power plant was snug inside its nest it was time to fit the car with the supporting hardware it needed.
Last week saw us dropping in the motor and getting busy installing a surge tank in the boot, which also houses twin Walbro 450 fuel pumps. Naturally with the built NITTO motor and the increased fuel supply we will be turning up the power, but to accommodate for the soon to be increased boost we also needed greater exhaust flow. We’ve left the pre-existing exhaust in place as it is already 3.5inch. But the existing 3inch dump-pipe will need widening to increase the flow. In the images below Adam gets to custom fabricating a wider 3.5inch dump and V-band pipe out of 6064 Stainless Steel. As we have extensive photo coverage we thought we’d let the images do the talking in this feature. This project is yet to be tuned as the freshly built engine is still being run-in, be sure that as soon as we get it on the Dyno we will be updating this feature with the results. So, video and tuning feature yet to come!
Installing the Surge tank.
Fabrication of the 3.5″ dump & V-band pipe.
Custom fabrication on the 3.5″ Intake pipe.
Installation of the dump & V-band pipe after ceramic coating.
Keep an eye out for an update to this feature as we get the EVO back from run-in, and get it on the Dyno for tuning.
We all love a tidy retro-fit and this KE30 Corolla is exactly that! Since the dawn of SR20’s we here in Australia have been swapping the tired 3k and 4k Toyota engines with the far greater potentiality of the Nissan SR20. Here at Powertune we have been tuning and modifying SR20’s for well over 10 years, and with that over the years we have developed a range of SR engine packages to suit all our enthusiasts needs. When HYROLA rolled in through the doors well over 3 years ago he was already fitted with the SR20. It was a completely stock SR20 with an unknown turbo setup, and of course our primary focus was to make sure it the package was functioning safely. After a once over inspection, a Haltech Sport 1000 ECU was installed in combination with a Flex Tune sensor, and dialed it in to 260kw on our Dyno. For over three years it was happily running with 260kw at the wheels, until the head gasket decided it had enough and let go not too long ago. It was time to go bigger and better!
We sat down with the owner and decided to go with our Stage-1 High Power engine build, a daily 500hp at the wheels being our goal. This package entails a complete engine rebuild from the block up, with upgraded aftermarket parts replacing some OEM components. We begin by completely stripping the engine down to the block. We then chemically clean, deck, bore, and hone the block. Now that the block is super clean we can give it an in-depth inspection by carrying out a crack test to insure the block’s integrity. In this case the SR block was rock solid, off we went.
Internals & Bottom end :
JE Pistons 86.5mm 8.5:1
Upgraded 9310 Wrist Pins
Nitto H-Beam SR20 Conrods with ARP2000 bolts
Crank was ground 0.25mm for that perfect finish
Tunnel bore block
Clevite race engine bearings
Nissan SR20 rear main crank seal
ARP Main stud kit
Top end :
New OEM timing chain kit
ARP Head stud kit
Tomei Head gasket
Powertune Special Head
Kelford Cams
SR20 BC Spring & Titanium retainer kit
Nissan SR20 Intake manifold
Garret gtx3076r @ 29psi
Tial rear housing
CRG high mount steam pipe manifold
Custom Powertune hot side cooler pipe
Custom Intercooler
Turbosmart external waste-gate
Custom Powertune dump pipe plumb back to the screamer
Custom Powertune 3.5″ stainless steel exhaust
Helping HYROLA put the power down to the bitumen is an custom in-house RB25 gearbox conversion. Always a better option to over engineer components when ever possible, a Toyota Hilux diff takes care of the enormous torque that this package will produce. We are sticking with the Haltech Sport 1000 ECU, with added engine protection sensors. Allowing us to log and monitor at any desired point. This is instrumental when it comes to tuning the package correctly.
After a week or so of running in the freshly built SR20, HYROLA was back for the final tune of the Haltech Sport 1000. Tuning the package is a balance between power and response. Unfortunately when using heavier valve springs on SR20 engines, Nissan’s VCT or variable cam timing unit does not seem to handle the task well. It will always suffers from a premature failure and is a $700.00 fix every time. We decided to not use it, instead we have chosen to use a vernier/adjustable cam gear for the intake cam. Not the most ideal way we know that.
When tuning the power band, we need to choose the RPM band that will be used the most. In this case due to this being a street car, which isn’t exactly driven to pick up the ‘bread and milk’. More like weekend thrashings! We sacrificed some low end torque for more top end power. To achieve this we give the cams a wider separation angle or less intake cam advance. Finally producing 375kw @ 6100rpm on 29psi.
Now can we tune the ENGINE MANAGEMENT SYSTEM. Fuel tuning is as per normal. This is the case for all gasoline internal combustion engines . Ignition curve is tuned knowing each individual internal component inside the engine, and keeping to the limit of all the parts used. Head gaskets, head studs, con-rod bolts all have a limitation. Knowing how much cylinder pressure/ torque can be pushed depends on the components used internal to the engine. Knowing how much RPM the components can withstand reliably comes only with experience.
KNOWING THE LIMITS. Since we built this setup from the ground up it gives us more comfort knowing where we can, and can not push this engine setup safely. These are the biggest added bonuses when we are able to manage the entire project for our customers.
When we are tuning an engine that we have built block up, we can push it to the limit and STILL feel comfortable. Even still due to our over-engineering we are delivering the owner’s request of 500bhp at only 80% of the package potential. Keeping well within the safe limits for a long and safe life with the Powertune philosophy “use the smallest turbo to reach the target horsepower”
Above; Dennis struggling for traction on a fairly damp circuit. But makes for an entertaining lap.
Above; After a short but much awaited burts of sunlight the track somewhat dried out. Dennis rounded up the day in overall 2nd (to a Radical) with a best time of 1:36,66 which we are all very happy with. The conditions even when it was druing were far from ideal. Sweet pedaling Dennis!
Every Time Attack event is an immense learning experience, and our 2016 campaign was very much that. We did not see the results we would have liked, but, we had a host of amazing drivers pilot Lightning Resi over the week long test leading up to World Time Attack itself. Dennis, Barton, Cole, and finally taking the helm for the race day we had the honour of Tarzan Yamada piloting Lightning. It is no secret every driver has their own style. What this line up of incredible drivers allowed us to do was see how Lightning performs with such a vast array of driving styles. With every driver we received performance feedback. Suspension, balance, power delivery, boost limits, shift points, all great feedback that we put directly into the car’s setup.
As every driver has their own style, we know that the power delivery at the time of WTAC 2016 was not suited for the style of driving that Tarzan was accustomed to. The chassis changes we made with the insight from Cole and Barton definitely helped in settling the car around the track, especially through the faster sweepers such as turn 1. But what we weren’t expecting was the super aggressive manner in which Tarzan attack the circuit. We tried our best in staging the boost to come on a little easier through the gears, as Tarzan really liked to jab the throttle in the lower gears (On-board video of Tarzan’s lap here). The slight adjustments helped in Tarzan achieving a better time, but it was not enough to be at the top. Nevertheless the amount of data we collected was inspiring us to hit the drawing board yet again, and revise the power delivery and response of Lightning’s RB28.
Fast forward to now. Over the last few months we have been working closely with PLAZMAMAN in developing a new twin fuel rail, single throttle body intake plenum. This would give us the option to use 12 staged injectors, and drive by wire throttle. The turbo itself stay as is with the PTE 6870 Gen 3 with H cover. We are very happy with it’s performance and do not see a reason to change it out. In terms of the turbo exhaust system though, we have revised the manifold design, relocated the twin Turbosmart waste-gates to create a more efficient turbo system. In last years set up, we had higher than preferred turbine back-pressure to inlet manifold pressure ratio. An issue that has been rectified now with the updated exhaust manifold design.
This year also sees us making a change to the engine management system. Which in turn means a new system of control for the transmission, data acquisition, and power distribution. We have moved over to a MoTeC M150 ECU, with a MoTeC C187 data dash display. The ECU will be controlling 12 sequentially staged injectors, drive by wire throttle, closed loop gearbox shifting, and downshift throttle blips. As for the super sharp C187 dash display, it will be logging all chassis inputs such as brake pressure, tyre pressures and temp, steering angle, throttle position, and so on. With the new management system comes a fresh wiring loom throughout the car, we have used Tefzel wires, Raychem heat shrink and Autosport connectors as they are a far more durable and reliable wiring solution. Overall these changes have seen improvements on the AWD Dyno, with increases in both Peak Power and in the Torque Curve. But as we all know…. Racing doesn’t happen on the dyno.
The 2nd round of the Interclub Super Sprints held at Sydney Motorsport Park over the weekend was a great chance to test the changes in the real world. Unfortunately mother nature had other plans for us all. Arriving at the track we were greeted by a drenched circuit, with parts actually covered by running water. So, we weren’t able to crank the power to max, but were able to establish that the new electronics and engine management systems were communicating correctly, and safely.
Below are two in-car videos with boss man Dennis Resi behind the wheel. The first video is an early session and really just an entertaining lap, with Dennis struggling to find traction on a very wet Sydney Motorsport Park. The second video was from later in the afternoon. A small burst of sun in combination with quite a humid day saw the track almost completely dry out (with exception to some mud around turn 5). We were able to turn the power up a little, and Dennis had a better crack at a fast run. Coming in with a best time of 1:36.66. The main aim was to test, and we did so. The immediate feedback from Dennis was that the suspension setup need tweaking to compensate for the increase of power over last year’s setup. With the last session being cancelled this was all we had time for. Overall things are looking very promising with the changes we’ve made in 2017 so far. More testing is needed as everyone will say, we hope to get a dry run at Wakefield Park next time around. A big thank you to our partners! Nulon, PLAZMAMAN.com, Turbosmart, MoTeC, Comp Coat Race Coatings, and World Time Attack Challenge. Enjoy the videos and images created by our media partner SELECTNINE.
Above; Dennis struggling for traction on a fairly damp circuit. But makes for an entertaining lap.
Above; After a short but much awaited burts of sunlight the track somewhat dried out. Dennis rounded up the day in overall 2nd (to a Radical) with a best time of 1:36,66 which we are all very happy with. The conditions even when it was druing were far from ideal. Sweet pedaling Dennis!
One of the more challenging projects to roll in through our doors was this half-complete F6 Falcon. Challenging in that the car has had most of the design and work done by another workshop. Everyone does things differently. So when we see a project like this that has been designed and built in a certain way, we have to try and keep to that style as redoing the entire system is just not feasible. In saying that, we do enjoy a challenge.
The project was started by Dion at Fabtech Global. Who was also the designer and fabricator of the current exhaust system, intercooler system, and transmission cooler system (which is mounted horizontally at the rear passenger side of the this car). The intercooler system is made up of a Process West stage 3 intercooler, with the 76mm aluminium piping being held together with Wiggins V-band clamps.
While the car was at Fabtech Global, a mechanical fuel pump system was started. This included an Atomic custom mounting bracket, Aeromotive belt driven fuel pump, and a 12l under-bonnet surge tank. We won’t be running the under-bonnet tank in the next stage of the build. But we will keep the Aeromotive mechanical fuel pump itself, with a revised system of feeding it.
The rest of the fuel system consists of a Walbro 450 litre in the tank, which supplies the surge tank through the -8AN line. Then a -16AN line from the fuel surge tank into the mechanical fuel pump, then out to twin -8AN for the fuel rail. As this fuel system was designed prior to the F6 arriving here, we’ve decided to run an electric Walbro 450 in the OEM fuel tank, bypassing the mechanical fuel pump for now until we can revise the system. For the purposes of testing and making sure the rest of the enormous spec list is working safely and correctly the single 450 will be sufficient. That enormous list of parts is cited below.
This is where things get a little interesting from our point of view. Our job with this F6 was to finish what was already started mechanically, and also provide it with an engine management system solution that will retain all of the factory features. The biggest challenge that comes with working on an incomplete car is the fact that as good as everything looks, nothing can be trusted. So this means that a lot of parts will need to be pulled apart and given a once over. This ensures that when the time comes, we don’t turn around and say; “Well that wasn’t done by us”.
Another challenge was integrating the MoTeC M1 system to the car whilst still retaining all the factory instrument cluster functionality. The challenge comes due to the fact that the OEM engine management system communicates over CAN BUS to the instrument cluster, factory transmission, and ABS system. We had to find a way of keeping all of the OEM systems happy and to continuously not send errors.
After giving everything the once over, and making sure all the pre installed parts were going to function correctly. It was time to get Justin from ProWire to come in and get the MoTec M1 system wired up and running. Running a full Milspec harness and a completely populated M150 loom.
With the Motec M1 system we are able to monitor literally just about everything. Oil pressure, Fuel pressure, Inlet manifold pressure, Cooling system pressure, Knock input x 2, Inlet manifold temperature, Ethanol content, Fuel temp, Crankcase pressure, Lambda, Transmission pressure, Transmission temperature, Turbo intake temp, Turbo outlet temp, Turbo outlet pressure, Exhaust temp, Front and rear wheel speed, Driver throttle position, and Nitrous pressure.
In terms of what we are controlling. 6 injectors / with option for 12, MoTeC CDI ignition system, Closed loop boost control, Drive by wire throttle, Transmission brake, Transmission fan, Fuel pump, Engine fans. Due to complications with the initial setup/design of the fuel system. We reached a point where the F6 is running on 98 ron fuel, using the 450 electric pump only. Using this setup we can test every component to make sure everything is firing safely and correctly. With everything wired up it was time to get this beast up on the Dyno (video embedded below).
It is very difficult to pick up where someone else left off. Due to complications with the initial setup/design of the fuel system. It was important to get the F6 running. We reached a point where it is firing on 98-ron fuel, being fed by the 450 electric pump only. Using this setup we can test every component to make sure everything is firing safely and correctly so far, as this F6 is FAR from factory.
We have stopped here due to owner not wanting to take any shortcuts with cheap fixes. A newly designed fuel system from what we have learned with the current setup will help, and no doubt be better. Future plans will be to further test the current setup, and address any issues if they arise. To revise the mechanical fuel pump system and get that feeding the injectors. Once we are happy with the fuel delivery system we will switch over to E85 fuel and re-tune the F6 accordingly. Only then can we start to push the capabilities of the Atomic 998 GT-R engine in combination with the Garrett Gtx45r well into the 1000hp range. Stay tuned as this is one project we will be updating shortly.
Enthusiasts world wide still hold a soft spot for the EVO IV, simply because it saw many firsts in the generations of Lancers that had come before it. The factory made some big design changes to the EVO IV platform. The biggest of the changes was to rotate the engine and trans-axle 180 degrees. The idea being; it would drastically reduce the torque steer coming from the front drive, and in turn would also greatly improve the overall balance of the car. Both front and rear differentials were upgraded from the previous EVOs, with the introduction of the friction type LSD in the rear. With the a re-balanced platform pushing a lot more drive to the rear wheels, it’s no wonder they took the world by storm.
1996 saw the release of the EVO IV, along with the new JDM gentleman’s agreement of 260HP from factory. Although, saying this EVO IV is not so factory would be an understatement. Looking at it from the outside one could not so easily identify it as a big power car; a sleeper. This EVO IV project has come a long way since its inception. And although the power figures have been growing, the car has stayed true to its all-rounder-steet-sleeper soul. With great focus on keeping the package balanced through-out its evolution.
Knowing we were about to reach the 500kW mark, we decided to document the project as it sits today.
In keeping to the true street sleeper specification, comfort is always of most importance. So creature comforts such as air-con; is still in! Interior; still completely fitted! The rest, well that’s where it gets interesting.
The engine is a 4G64 out of a Mitsubishi Gallant.
De-stroked 2.2L for reduced rod angle and faster stroke rotation.
KAIKETSU R200 rear diff conversion, more on this below.
When on the Dyno, Chea is constantly watching all the engine vitals live on his laptop. Some of the parameters Chea is keeping an eye on are air/fuel ratio, air temps, oil temps, oil pressure, fuel pressure, exhaust pressure/temps, coolant pressure/temps, the engine knock, and fuel trims. By watching over these Chea can determine which parameters can be pushed further to produce more power. Whether it be more fuel, more air, or more boost and where.
Upon completing the first run we hit a rich and healthy 485.5kW @ 7440rpm. Most importantly at this point Chea will go over the Dyno log recording, checking for any anomalies that may have occurred during the run. The software also allows us to save previous Dyno runs, which in turn allows us to compare all the runs against each other. Noticing some room for improvement in the ignition, and cam timing; Chea runs the EVO on the Dyno once again.
The second run yielded a much healthier and smoother power curve. Producing a respectable 494kW @ 7728rpm. As the Dyno software records all the data in real time, it’s impossible to see all the parameters during the run. So once again Chea will analyse the data log in close detail, checking for any anomalies. Our main concern for this particular car was coolant pressure as car had previously popped a Welch plug in the pressurized cooling system. But since revising the sealing on the engine it has been faultless.
Where we had previously only been able to push engine to about 8,000rpm/30psi/450kW, we could now push to 9,000rpm on the same boost without issues. Chea finds a little more room for improvement in the injection timing and fuel timing. Off we go for a third run.
The third, and to be final Dyno run; yields a great result with 501.9kW @ 7633rpm. Today our main aim was to try and extend our power band, and peak power closer to the 8000rpm range. The trick is do so with minimal boost increase, rather to focus on tuning the cam, ignition, and fuel timing.
At the end of it, we had 673hp at all four wheels. Taking drive-train loss into account, we estimate about 750hp at the flywheel. The turbo is rated to 800 flywheel hp, so we estimate that we are still about 50hp short of our target output.
Our next step is finding that missing 50hp!
With great power come great diff problems. All EVO owners, from 1996 all the way through to now, know that their OEM rear diffs can only take so much power and punishment. Combine a hard driving style with anything over 350kW and you’re going to have issues. Thankfully, we have a solution for all the big power EVO builds out there!
Powertune were contracted to fit this new developmental product that was designed and made by KAIKETSU Engineering. The R200 Rear Diff. Our initial thoughts have been nothing but positive. It really is an excellent product and a GREAT solution for the entire EVO community.
The R200 rear diff comes factory nested in a lot of NISSANS, the infamous GTR being one of them. It is safe to expect that the rear end of the EVO fitted with the R200 diff is good for a 1000hp at the wheels, as this is what we commonly see with GTRs.
With the KEIKETSU R200 fitted snug in the rear we are confidently increasing the power output, all the while mechanically the engine and drive-line are rock solid. Prior to the 501kW tune, the EVO had run a 10.5 @ 138mp/h. Since then it has recorded a 10.1 @ 147mp/h on street radial tyres. A clear improvement, and a feature we’ll be bringing you in the near future.
Looking forward, It’s now on us to find and squeeze out that last 50hp. From the very beginning of the project the aim was to create the ultimate street car, with room to keep developing as the latest technology became available. The owner has goals of running a 9 second pass in a true street-trim car, running street 215/45 tyres. Further goals are to then make a carbon copy of the car. With the exception of it being in full race trim and specifically setup to compete in national Tarmac Rally events. Be sure we’ll keeping close tabs, bringing you all the latest right here.
Blood, sweat and tears aren’t enough. The pursuit of the perfect connected performance of car, tyres, track and driver is possibly the hardest-fought battle in any Australian Motorsport. But in time attack, this synergy is everything. Lightning Resi was back for another campaign for the win in front of a record WTAC crowd and with Eiji ‘Tarzan’ Yamada at the helm of this beast, we waited on baited breath to see if the stars would align for us this year. A week before our campaign kicked off, our technicians completely overhauled the 2015 engine package making sure the RB28 was ready for another grueling week of racing.
DAY 1 – TUESDAY
To begin out WTAC 2016 campaign, we arrived two days ahead of official proceedings to begin testing. Barton Mawer, who would eventually pilot the PR968 Porsche to second place in Pro Class, jumped in Lightning Resi for a drive and feedback session. See one Barton’s hot laps in the video below.
“It’s a fun car, and should go very well!” said Barton of our R32 GT-R. Barton was impressed with the power and delivery so the changes we made from his comments were to the suspension dynamics to rectify some slight under-steer.
The Nulon guys were supporting us all weekend with oil testing, helping us diagnose any internal issues before it became catastrophic. Comparable to a blood test, any traces of foreign fluids or gasses in the oil usually points to engine or gasket disintegration. We treated Lightning to a fresh round of synthetic Nulon 15W30 before cleaning up and preparing for another busy day ahead of us before the big event.
DAY 2 – WEDNESDAY
Still one day out from official proceedings we were back at SMSP again for our last round of testing and tuning. Dennis Resi, car owner, team boss and all-round legend is in the seat for today.
In the video captured from this session, you’ll see Dennis driving at the highest RPM for most of the lap, as Chea tests for maximum boost pressure through the gear range.
As much as Dennis would have loved to drive the car at its absolute limit, today was not about lap times but more so about diagnostics and data collection. Chea had given Dennis some criteria to feed into the data logger for analysis. Hard braking and acceleration events as well as driving in low and high RPM would be priority, also testing the boost levels at max RPM.
Dennis’ Boost log from the lap featured in his video above “DAY 2 – WEDNESDAY”.
Owner Dennis Resi finally gets behind the wheel of Lightning McQueen.
Another part of testing is keeping an eye on tyre pressures and temperatures. An event like WTAC puts a limitation on the amount of tyres you’re able to use over the weekend as well as the kind of tyre you’re able to use. For WTAC we have a very soft Yokohama Advan A050, which is a competitive tyre that offers a small window of peak performance. We are only given about 2 hot laps with a set of tyres before degradation occurs and the performance maximum is greatly reduced.
We had Cole Powelson of LYFE Motorsport have a steer of the GT-R in the afternoon. Sending him out with a full tank of fuel, he was out for what we counted to be 9 laps, 4 of which were flying laps! He brought the car to its absolute limits in regards to fueling, and had the crew waving hats from the pit roof trying to call him in. BUT in hindsight, he was able to assist is in getting great data entries about the limits of the engine’s efficiency. Crucial when we want to send the car out with the minimum amount of fuel to save weight. Check out Cole’s aggressive lap below, with the fuel log attached underneath just for some laughs. Starting with 20L ( shown as 2.0 on graph ) the car returned with only 500ml! It literally stalled as we were loading it onto the trailer.
From almost a 20L tank of fuel, Cole brought it back in with about 550ml, literally running on fumes!
Two EGT sensors failed, sending the engine into limp mode. Chea had noticed a data anomaly in one of the cylinder temperatures, showing 800 degree C spike for a split second, physically impossible and a sign of sensor failure. Thankfully the guys from Haltech were on their way with 6 new EGT sensors.
From this crazy 1000 degree spike in temperature, Chea knew the EGT sensor was failing.
After consultation with the Nulon team, we also opted for a higher viscosity engine oil as we found the previous oil was thinning out due to the dilution caused by high ethanol usage. A very common problem for cars running ethanol, we opted for a 10W60 for optimum shear resistance qualities and for the stability it offered after a full day at the track.
Sending a few samples of the oil over to Nulon for overnight analysis.
Another fuel pump was added for the flexibility of turning up the power if Tarzan Yamada asked for it. To support this addition we also installed a high-amp alternator to provide the extra bit of spark. We tuned these additions along with the new EGT sensors on the hub dyno and tested for a high level of fuel delivery and flow.
Lightning Resi was put to bed for another day, ready for the first day of the official WTAC attack.
DAY 3- THURSDAY
Time attack legend and pilot of Lightning Resi for the official WTAC Eiji ‘Tarzan’ Yamada had his first drive of Lightning Resi today in official testing today. We were keen to see what he had to say about the car, as we wanted to make sure he could be 100% comfortable in the car and to focus on getting the one perfect lap.
Tarzan’s feedback after the first session was that he wanted a lower front end on the car. We adjusted suspension to rectify this and also made slight adjustments to the suspension canisters and sway bars for extra stability in high-speed corner entries. Tarzan had no complaints about the engine performance that meant the team and Tarzan could focus on the driving and other fine-tuning.
One point of adjustment that needed to be made for Tarzan’s aggressive style of driving was power delivery. Using an overlay of track data and engine data, Chea was able to pinpoint specific sectors of the track and was able to to increase or reduce levels of boost and power output accordingly. This assisted in providing better grip levels where the power came on too strong, and also better power in sectors where Tarzan needed more muscle. It was all about giving Tarzan the perfect tools to make the perfect lap happen.
Green line represents the run at full boost, whereas the blue shows a much smoother power delivery which was gained by tweaking where in the gear full boost comes on.
All the while, the Albins sequential’s flat shifting timing was still being tuned, incrementally reducing the shift delay across testing days to get it into a sweet spot on race day. You’ll notice this change in shift timing across our videos some shifts will sounds slower than others.
During the last session of official practice, Tarzan had reported that the car’s drive had gone into full bias to the rear wheels. After checking the 4WD controller and other electronic controls, the issue still lingered, meaning something had failed mechanically.
The transfer case had taken a beating over the year of hard driving as well as an intense hub dyno session the night before. It had finally given way, unfortunate but not uncommon after the duties we had assigned to it for a long time. This was replaced, another round of oil samples were sent away to Nulon, we serviced Lightning Resi and gave him a wash, said our prayers and went to bed.
DAY 4 – RACE DAY 1
No news is good news – exactly how we’d describe the first day of the WTAC festival. A very surreal feeling as the car did not skip a beat and Tarzan did not encounter any issues. Nothing to adjust, nothing broken. The team actually got paranoid and started looking for problems, but alas, the time in development must definitely have paid off.
We just let Tarzan loose to do his thing and ended with a best time of 1:32.3070. With no major issues to rectify on the GT-R, we did our routine mechanical and fluid inspections, gave the car a wash and locked up the garage for our final day of the WTAC campaign.
DAY 5 – RACE DAY 2
Nothing dramatic to report on the final day of proceedings. As Tarzan spent more time in the car he was getting faster and faster and bettered our time by a second (1:32.3070). Unfortunately, in the game of time attack, even if we got a little bit faster, there were teams who were a lot faster. We were up against a very strong and competitive field and were not able to place, finishing 11th in Open Class.
There’s no replacement for experience. We’d like to congratulate and thank Ian Baker and the WTAC team for the biggest event we’ve seen yet and we know it will keep growing to be bigger and better each year. It’s with deep gratitude that these events are held, as it gives us the perfect platform to ‘walk the walk’. Many of our customers build cars to break their own PBs and what better way to show them we know what they want than breaking our own PBs with a bullet proof package?
We walked away this year with an unprecedented amount of data that has lead to us with our most reliable package yet. Our engineers have a deeper insight into pressures, temperatures, efficiencies and strengths of high-powered engine packages and, like F1 teams and their associated manufacturers, are converting these key developments into palpable benefits for our customers.
Our new engine packages will be as solid as our race package and it’s thanks to the huge team involved in our campaign this year that is had all been made possible.
Special thanks to
Ian Baker and the whole World Time Attack crew, every year bigger and better congratulations to the whole team on another stellar event. Nulon Oils Australia for their support across the whole week. Plazmaman.com for fabricating up our new intercooler so quickly. Haltech for their ongoing support and really coming through for us on those EGT sensors! Turbosmart for all the R&D help along the way.
Last but not least SELECTNINE for the media coverage of our 2016 WTAC campaign.
Internals & Bottom end :
After a week or so of running in the freshly built SR20, HYROLA was back for the final tune of the Haltech Sport 1000. 
As much as Dennis would have loved to drive the car at its absolute limit, today was not about lap times but more so about diagnostics and data collection. Chea had given Dennis some criteria to feed into the data logger for analysis. Hard braking and acceleration events as well as driving in low and high RPM would be priority, also testing the boost levels at max RPM.
