Wiring & ECU – Our own MoTeC M130GPR ECU Kit + C127 Race Dash + MoTeC Selector Keypad + Complete Powertune wiring loom
R200 Rear diff kit for EVO platform by KAIKETSU ENGINEERING
Over the weekend we headed to a very chilly Wakefield Park for the AUS Time Attack Challenge. Our team for the weekend consisted of Dennis Resi piloting Lightning the R32 GT-R, and Ben Schwer in his 180SX. Apart from the cold start to the day, both Saturday and Sunday were absolute cracker weather conditions. Big thank you to the AUS Time Attack crew they put on a very smooth event.
It was a slow start for pretty much everybody in the paddock as the track temperatures just weren’t there until midday’ish. The first two sessions were very much just feeling out the track, and making sure all the mechanicals/temperatures were in check. Carrying on the niggling brake knock off issues from the previous outing, Lightning was not inspiring Dennis with much braking confidence. This is a huge issue and we are working to rectify it as soon as possible. We covered the brake issue in greater detail with our previous race feature. In a nutshell the R32 chassis naturally suffers from pad knock off/flex, although with this amount of power Wakefield really pronounces the issue with its short and undulated nature.
KUDOS to Dennis for turning a 1:03.63, as you can see from the video above Lightning is nothing short of a handful to control! Lightning turned well over 35 laps combined across both days, mechanically he’s on point, but we’ll definitely be back with an adequate braking system.
We are super stoked for Ben’s efforts over the weekend! Finishing up 3rd in Clubsprint with a 1:05.6.
Needless to say conditions were hard for everybody. Early on Ben was having under-steer issues which he slowly improved by adjusting the suspension, softening the front damper and sway bar as the day went on. It definitely helped. In combination with track conditions getting better, Ben went from turning mid 1:08’s to his best time of 1:05 by Sunday’s end. There is always room for improvement and Ben is still very much getting to grips with his 180SX. There is room to improve on the suspension as well, especially in the setup combined with the AD08R. A tyre Ben has had very limited track time with.
A true grass roots racer, Ben is improving with every event he enters and we’ll be following all his progress right here on our site. To Follow all his races hit Ben’s YouTube Chanel right here.
Just for good measure, below we’ve attached a much faster 1:03.7 that Ben has run at a previous Wakefield event. When conditions are good aye! Oh and slicks…
Ben Schwer’s race spec 180SX we have been preparing over the past year, gets an upgrade dash prior to this weekend’s racing at Wakefield. At the last event (in the video above) we had the workshop test dash fitted in Ben’s car, just to make sure the Haltech Sport 1000 ECU and installed sensors were all firing correctly.
With Ben lapping Wakefield last time at 62 seconds, it was clear all systems were go. Now that Wakefield is upon us yet again this weekend, it was time to swap out the workshop test dash with the MoTeC C125 Race Dash. The MoTeC dash will allow us to log data with greater precision, where by the C125’s 500/second sample rate we can essentially “zoom” into the lap’s data far more. To give you a visual idea of what that means, imagine a 4K image vs a 1080 image. This benefits racing in general because we can pin point those needed micro-adjustments, which in turn can gain those valuable seconds. Using a CANBUS template to decipher the Haltech 1000 ECU the raw data is seamlessly displayed on the C125 dash; making this a true Plug’N’Play dash upgrade!
Any questions regarding anything ECU, please take a minute to fill out this questionnaire and Chea will get back to you ASAP.
It really isn’t often that we are surprised by an outcome of an engine build, but this Corolla’s 2ZZ-GE has left us all with our jaws open. We have completely rebuilt the motor from the block up, the specs are in the image below. Using the current Haltech Sport 1000 ECU we’ve extracted an impressive 323Kw to the front wheels! On one of the earliest Dyno runs the motor was making power beyond 8,800rpm, and up to a ridiculous 9,200rpm. But to future proof the build and ensure safety we are limiting the red-line at a screaming 8,500rpm.
You’re thinking traction right..? Yup, needless to say it has traction issues, but we have a plan to help it put the power to the ground.
The next step will be to switch to a MoTeC M130 ECU. By using the drive-by-wire feature of the MoTeC we can use Torque Limiting to help traction, this process has two functioning elements to it. One ; the ECU computes the difference in wheel speed between the front and the rear wheels. Then applies ignition timing to guide the power through the drive-train. Two ; the drive-by-wire allows the ECU to over-ride the physical throttle position at the throttle body. With a combination of the two processes, the ECU computes the differences between all these factors and applies both ignition timing and throttle position to release the 323Kw to the wheels.
This EVO-X came to us not too long ago in need of some mechanical revisions after the owner wasn’t completely satisfied with the build outcome at another workshop. As most tuners will tell you, a project is never really complete and this was very much the case with the EVO Ten. The engine build itself was A-Ok, although we did make revisions to the fuel system by completely redesigning it to accommodate the owner’s target goal of 400Kw. When the EVO arrived, the engine was being fed by a single fuel pump and being controlled by a factory ECU that had simply been flashed. Just as we have stressed in our past tuning features, it is imperative that the correct amounts of fuel are being delivered to the motor. With a 400kw target goal, a single fuel pump will simply not suffice.
So with that in mind, our first job was to install the 1800hp Holley Dominator fuel pump into the (already existing) under-car surge tank. The Dominator is essentially a twin fuel pump in a single-billet body. We know from previous experience, that it will consistently provide our preferred minimum of 2L per minute of fuel delivery at the desired power level of 400Kw. On top of the fuel system update we have replaced the factory ECU with a MoTeC M800 paired with a C125 Display. A flashed ECU unit does not allow for custom tuning in real time, meaning that Chea cannot simply put the car on the Dyno and tune the parameters as he normally would. More importantly, we cannot stand behind a flashed ECU unit when a person has poured tens of thousands of dollars into their engine build. Not only is it impossible to tune live but we are also unable to add any protection sensors, which could spell disaster on the next spirited drive.
After we completed the revisions to the fuel system and upgraded to the M800, Chea could finally get the EVO up on the Dyno to see if we could reach the owner’s target of 400Kw. Instantly Chea could physically feel that the Turbo’s flow was being smothered by a very restricted exhaust system. We could only yield around the 370Kw mark. Now this is where we could take one of two paths: One; Keep increasing the boost pressure until we reach the desired 400Kw target. (Needless to say this is NOT the safe or correct way!) Or two; Redesign the exhaust system to allow for greater flow. Together with the owner we decided that option two was the more sensible one (obvious, right? You’d be surprised!).
To increase exhaust flow, we decided to go from a 3 inch exhaust and dump pipe setup, to a more free-flowing 3.5 inch system ending with a single outlet Varex muffler. This essentially makes it a straight-through exhaust when the valve is in the open position. Our technician, Adam, custom designed and fabricated the new exhaust and dump pipe out of 304 grade Stainless Steel. As you can see from the fabrication photos, the EVO-X makes for a very tight work space but with Adam’s attention to detail, the new setup was done in no time.
Now that we had a high flow dump pipe and exhaust system installed, Chea once again got the EVO up on the Dyno. To no one’s surprise and with NO increases being made to the boost pressure, the EVO hit the 400Kw mark. This immediately justified the modifications because we were not having to increase boost pressure to compensate for the restricted flow. In turn, this meant that we were NOT adding excessive stresses to the motor. Instead, it was quite the opposite. We now had unrestricted exhaust flow, which at the same boost pressure actually took a massive amount of stress off the engine.
In terms of tuning, the MoTeC M800 had completely opened up the tuning capabilities of the EVO’s engine package. Now that we could safely monitor and adjust the parameters, Chea was finally able to start dialing in the settings. Immediately after the Dyno run, Chea noticed that the Air/Fuel ratio was leaner compared to the previous run that had the restrictive exhaust. This was an immediate indication that the wider diameter 3.5 inch exhaust and dump pipe modifications were effective. (In a nutshell, the leaned out Air/Fuel ratio was directly linked to the increased exhaust flow).
Another very important aspect of the MoTeC ECU is that it enables individual cylinder knock control and monitoring. This is a huge benefit in regards to tuning because if there is a problem in one cylinder, we don’t have to adjust the ignition timing across all four. Instead, we can adjust the single problematic cylinder, which in turn will yield more overall power. Essentially, we are tuning four 575cc engines and with the individual knock control, we can maximise the power output for each cylinder. After all was said and done, we reached a final safe output power of 425Kw, superseding the owners target!
Lightning has been turning laps at various race days for well over 3 years now. Mechanically the RB28 power-plant is rock solid day in day out with plenty of power at hand. Since WTAC 2016 we have put in place a new engine program. Where by we have specifically modified the N1 RB26 block to be able to withstand 600kw of power in RACE mode. In the past years we have been limiting output power to around the 500kw mark as the N1 blocks seem to start giving way at around that point. But since 2016 we have put in place our new RB26/28 engine program, and Lightning Resi has been turning laps at well over 550kw without any signs of wear or damage. Just to make sure, and for our piece of mind we have been working closely with Nulon in sending away engine oil samples away after every race meet for testing. They are able to analyse the samples, and if any fragments or traces of metal are found in the oil we can find the problem area way before any damage is actually one. So far so good!
Now running the MoTeC M150 GPRP ECU package, the Albins gearbox has been optimised and tuned. As you can hear from the video above, the shifts are smooth and fast! 232km/h down the straight to be exact.
This time at Wakefield though, we were yet again dealing with braking issues. Any R32 Skyline owner that has pushed their car to the limits will eventually complain about the Hub Flex or Pad Knock Off that occurs naturally on the R32 platform. Since WTAC last year, we have tried a few different methods to rectify this problem. We’ve replaced the OEM bearing for a much wider one, in hopes that it would centralize the hub and not allow movement, this did not work. We then tried installing some Pad Knock Off Springs, again in the hopes that it would stop the brake pad from opening up during steering wheel inputs and cornering. This did not work. Our latest attempt just prior to arriving at Wakefield was to try and use 5psi pressure valves in the brake lines with the aim to hold much more brake pressure in the lines, again to no avail. We have now literally exhausted all of the ‘off-the-shelf’ avenues to rectify the Pad Knock Off.
Our next plan of attack is to completely redesign the front hub assembly, which will be designed specifically to counteract the Hub Flex issues that come factory fitted with the R32 Skyline. Obviously we did not see the times we were after with a 1:02 at Wakefield, but in saying that every test is very important, and yet again we completed a full race meet without any mechanical issues from the workhorse Lightning Resi. It was also great chance to test all of the MoTeC data logging, and being such a short track a great circuit to optimise and tune the gear shifts. Until next time!
With a great starting platform that is the Nissan S-Chassis, it really doesn’t take much to bring the car’s potential out whether it be for drifting or circuit work. With the correct suspension modifications, and a little bit more power than factory, the S-Chassis range of cars can be amazing on track!
It does not take much for one to get addicted to circuit racing! After just a few laps as passenger in a friends race car, Ben found himself hooked on the track life! He quickly found himself this tidy 180SX to fuel that adrenaline rush he had experienced as a passenger. It wasn’t long after the purchase that Ben came to us for some much needed SR20 power upgrades.
When it comes to adding that ‘little’ bit more power Powertune has you covered with intimate knowledge of the SR20 platform. Ben’s 180SX features our 300Kw Stage-1 SR20 Power Package, and as you can see from the above video it is the perfect entry level track package. Kudos to Ben with a impressive time of 1:03, and setting a new PB for both driver and car. With continued commitment to support our grassroots level drivers it is needless to say we are very excited to see this car and driver combination evolve into the future. Stay tuned for a complete Drivers Bio page coming to our site soon.
John may be the latest driver to join our grassroots racing team, but is no noob when it comes to the track by any means of the word! Prior to taking ownership of the Red S15, John has turned many laps with motorbikes, various RWD / AWD cars, and even tried his hand at a few drifting events.
John entered WTAC 2015 in the Clubsprint class with his Stage-2 Golf R, but by the time WTAC had come around he’d already decided that he wanted to build a RWD track car. Having always loved the S chassis, and thinking the best bang for buck would be a Silvia. John found this red S15 which had previously been built here at Powertune with a 300Kw Stage-1 SR20 Power Build. The only other upgrades we made prior to the Wakefield track day was the RB25 gearbox conversion, and a few engine protection sensors just to keep an eye on the systems while it is being punished out on track. You can see the track preparation feature in greater detail here.
John’s plans for the moment are to do as many track days as possible, and compete in the Super-Sprint series, with the first event coming up in June. After completing his first track day since buying the S15, John is very happy with the swap to the S-Chassis. “It is a much more challenging drive, I have a lot to learn, and much confidence to gain.”
And again, with the continued support for our grassroots drivers the future for John and his S15 will be to further develop the S15 platform, with the car transitioning into a dedicated track car. The end game for John will be to race it around the infamous Mt Panorama Bathurst circuit. Stay tuned for a complete Drivers Bio page coming to our site soon.
Assembly begins on the stroker VR41 power-plant that will propel this GTR into the 8’s. We’ll be keeping a visual diary here until project completion, at which time we’ll put together a detailed look at everything you see here…